AOPA Turbine Pilot Magazine - September 2013 - T-6

Safer by Design.

The cornerstone of aviation safety
is redundancy. Aspen’s trailblazing
Evolution 2000 is the only GA EFIS
display that provides total system
redundancy – at less fly-away cost
than any competing system.
Evolution 2000’s safety
architecture delivers an exclusive
total backup ability that steam
gauges and competing glass can’t
match. With full PFD capability
built into the MFD and dual
redundant backup batteries,
Evolution offers the only glass

panel that can effectively
eliminate heavy, unreliable steam
instruments.
Aspen’s unique PFD/MFD window
layout flexibility allows you to
configure displays to prioritize
critical flight data. Multiple views
at your command significantly
enhance situational awareness.

Evolution 2000C3:
Engineered for Total System
Redundancy.

aspenavionics.com/evolution2000C3

approach 400 feet closer to the ground,
and more than a mile closer to the runway,
a nearly 20 percent higher climb gradient
must be maintained to ensure adequate
terrain separation.
European airports often see the concept of tying approach minimums to
the ability to climb on the missed taken
to a staggering extent. The ILS 18 into
Chambery, France, for example, has an
entire page dedicated to 84 boxes of possible minimums, varying with the gradient
achievable on the miss, as well as the indicated airspeed that will be flown during the
missed approach.
As on departure, multiengine aircraft are only required to be able to meet
missed- approach climb gradients with
all engines operating, not after an engine
failure. The terminal instrument procedures (TERPS) document used by the
FAA to create approaches acknowledges
that “extraordinary circumstances” such
as a mechanical malfunction might cause
an aircraft to be unable to achieve the 200
feet per nm minimum climb gradient,
leading to inadequate terrain clearance.
It adds that procedures beyond those created with TERPS are required to cope with
such scenarios.
While the FAA does state that operators
are responsible for developing contingency procedures to be followed should
an engine failure occur during takeoff, no
similar requirement is imposed to have an
alternate missed approach path, should a
missed gradient not be achievable following an engine loss. Even Part 121 operators
are not required to perform potentially
weight-limiting obstacle clearance analysis
for single-engine missed approaches, but
rather are only encouraged to provide their
pilots with the safest lateral path to follow
during such an event.
What the FAA seems to be acknowledging is that while every flight involves
a takeoff, very few flights will see a missed
approach. To have the compound troubles of an unrestartable engine failure
and a missed approach is extraordinarily
unlikely; so much so that the same level
of planning that goes into departure is not
required—even for the tightly regulated
airlines.
AOPA
NEIL SINGER is a Master CFI with more

Copyright 2012 Aspen Avionics Inc. ”Aspen Avionics,” “Evolution Flight Display System,” “Connected Panel,” and the Aspen Avionics
aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved. U.S. Patent No. 8,085,168, and additional patents pending.

than 7,200 hours in 15 years of flying.
T–6 | AOPA PILOT September 2013

http://www.aspenavionics.com/evolution2000c3

AOPA Turbine Pilot Magazine - September 2013

Table of Contents for the Digital Edition of AOPA Turbine Pilot Magazine - September 2013