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Hillaero
in the Midwest. That kind of clearance would be a true rarity in the LA Basin.
Twenty minutes later, we are at FL410 and notice that the ball on the turn co- ordinator is slightly to the left when the wings are level. We fool around with the rudder trim but cannot fix it without causing the airplane to with one fly wing down slightly. It seems the airplane is somewhat out of rig, and make a note to have that looked into later. We next notice the airplane has a slight wing wag, going 3 to 4 degrees to the left or right in about 15-second intervals. Sometimes this can happen when on NAV as the system is seeking the centerline of the GPS course, so we switch the autopilot mode to HDG, yet it still continues. We decide it must be something to do with the yaw dampener and add that problem to the list. Other than these minor issues, our “new” airplane flies like a champ.
An hour later, I go back to visit the small bathroom and get some lunch. In the process, I chat with our passen- ger, who was the decision-maker in the aircraft purchase. We review not only the airplane’s useful load, fuel burn and range but also mundane things such as the seat controls, leather interior, light- ing and phone capability. But more than anything else, what he really likes is how the APU had the cabin toasty warm and well-lighted when he first arrived. I think to myself, no wonder it is those switches that are so worn.
Three hours later, we are 50 nm east of the Cascade Crest with the TOD (top of descent) showing up on the panel- mounted map. The power comes all the way back, and we start down at 350 knots indicated and 2,500 fpm. We are still a bit fast when arriving over the IAF, so we switch off the autopilot, manually pitch up slightly to slow down, then trigger the gear at 200 and full flaps at 150. Four feet longer or not, the 45 on approach behaves just like its little brother, the 40, and we make a smooth landing without any issues. Taxiing to our home FBO, it is not really that cold but we cannot resist starting up the APU anyway. Tim and I tell each other the ostensible reason for doing so is to keep the cabin heated and all the interior lights on so our passenger can comfortably disembark. But sure, the real reason is we want everyone to hear
that little jet engine whining back there, with the smell of burnt jet fuel wafting about after we pull up to the ramp and shut the engines down.
The truth of the matter is a noisy little APU wailing away when the air- plane is otherwise quietly parked on the ramp is a pilot status symbol. The noise itself is probably worth the whole airplane purchase, let alone the cabin pre-heating.
Kevin Ware
is an ATP who also holds CFI, MEII and heli- copter ratings, has more than 10,000 hours and is typed in several different
business jets. He has been flying for a living on and off since he was 20, and currently works as a con- tract pilot for various corporations in the Seattle area. When not work- ing as a pilot he is employed part time as an emergency and urgent care physician. He can be reached at kevin.ware2@aol.com.
Luma
March 2019
TWIN & TURBINE • 35