AOPA Turbine Pilot Magazine - June 2013 - T-6

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For a while, procedures that were designed under
the old TERPS will coexist with those complying
with the new TERPS.
aircraft, aligning it more closely with PANSOPS. Category C aircraft will see the bubble
radius increase from 1.7 nm to a minimum
of 2.7 nm at sea level, and to a maximum of
3.3 nm for a high-altitude MDA.
The increase in maneuvering radius
with altitude is caused by the effect
of increased altitude on true airspeed
and turn radius. Consider our light jet
conducting circling approaches into
Portsmouth, New Hampshire, and Aspen,
Colorado. At Portsmouth’s 560-foot-msl
MDA, 130 KIAS will give 130 KTAS, and
a turn diameter of 1.1 nm. At Aspen, with
a nosebleed MDA of 10,220 feet msl,
the same indicated speed will have the
airplane flying 156 KTAS, and the turn
diameter will increase to 1.5 nm.
For a while, procedures that were
designed under the old TERPS will coexist with those complying with the new

TERPS. Pilots using FAA AeroNav charts
will be able to identify the new TERPS
procedures with an expanded circling
area by the presence of a “C” in a black
box (see image, previous page) in the circling minimums section. If you see the
“C,” you will need to consult a chart in the
front of the terminal procedures booklet
to look up the circling radius, as it varies
with the msl value of the MDA. The FAA
has said that anytime an airport has an
approach amended after June 2013, all the
approaches at the airport will be reevaluated with the new circling radii. Expect to
see circling minimums increase, in some
cases dramatically, as obstacles that were
previously outside the maneuvering area
now drive MDAs up.
AOPA
NEIL SINGER is a Master CFI with more
than 7,200 hours in 15 years of flying.

Cessna holding entry-level jet lines
User fees are cited as a contributing cause
B Y A LT O N K . M A R S H
CESSNA AIRCRAFT CO. will pause its
entry-level jet production lines to await a
stronger demand, a move that has caused
parent company Textron to reduce its
forecast for earnings per share in 2013.
Aircraft already in production will be
built to a point where they can be quickly
completed when demand for the jets
increases.
Cessna lost $8 million in the first
quarter, compared to a $6 million loss in
the first quarter of 2012. The company
delivered 32 jets in the quarter, down
from 38 jets in the first three months of
2012. Textron and Cessna officials had
expected a better year than 2012, but a
delay in purchase decisions by customers for the Citation CJ2, -3, and -4—and
the Mustang—had created an unacceptable demand for lower prices. Those are
the aircraft that will be paused.
One of the reasons for delays in purchases, said Textron Chairman and CEO
Scott C. Donnelly, is the threat of user
T–6 | AOPA PILOT June 2013

fees. Donnelly said that despite his opinion that user fees won’t be passed by
Congress, there is still concern among
buyers of “getting whacked by fees of $100
per flight.”
The last of the older Sovereign models have been sold, but upgraded ones
will not be available for delivery until the
third quarter. For that reason, Donnelly
predicted Cessna will be in the red for
the second quarter as well. Revenues
at Cessna increased by $39 million, primarily because of sales of used aircraft.
There was still an $8 million loss overall.
The Cessna backlog at the end of the first
quarter was $1.03 billion, down $28 million from the end of 2012.
Textron officials based their lower
earning prediction solely on the soft
demand for business jets. Cessna offered
a voluntary workforce reduction program
which also will keep profits low.
EMAIL alton.marsh@aopa.org
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AOPA Turbine Pilot Magazine - June 2013

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