Standard Operating

Procedures

for

Piper PA46 Aircraft

Matrix - Malibu - Mirage - Meridian
by

Richard W Rochfort, ATP, CFII

Master Instructor
 RWR Pilot Training
Document #09120716-D
© 2010 Richard W Rochfort, ATP, CFII – Master Instructor
 Table of Contents

Introduction ---------------------------------------------- 1

General Operating Rules ------------------------------- 3

Liability and Insurance
Training

High Altitude Training & Supplemental O2 -------- 4

High Minimums Pilot

Safety Pilot Limitations -------------------------------- 5

Checklists, Flows and Memory Items

Single Pilot Operations --------------------------------- 6

Crew Operations

Airworthiness Determination -------------------------- 7

IFR Minimums

Required Publications ----------------------------------- 8

Flight Planning
Aircraft Pre-Flight Check
Frost, Snow and Ice Contamination

Emergency & Survival Equipment ------------------- 9

Baggage Loading/Storage
Cabin Announcements/Briefings
Admission to the Cockpit Area
Operation of Flight Controls --------------------------- 10
Sterile Cockpit
Ground Movement

Takeoff Minimums -------------------------------------- 11

Noise Abatement
Severe Weather and Weather Detection Devices

In-Flight Icing -------------------------------------------- 12

Minimum Landing Fuel Reserves
Minimum Runway Requirements

Braking Action Requirements ------------------------- 13

Landing and Shut Down
Towing
Aircraft Refueling Procedures

Standardization Program ------------------------------- 14

Author Biography
Introduction

Since its introduction, the PA46 has enjoyed a world-wide reputation as the
pinnacle of owner-flown single-pilot aircraft. There were, however, a number
of fatal accidents beginning late in 1989 which drew special attention from the
Federal Aviation Administration (FAA) and the National Transportation
Safety Board (NTSB). The aircraft design was completely exonerated by an
exhaustive review by the NTSB, Piper Aircraft, and The FAA. Here is what
the NTSB concluded in the 1994 special investigation of the Piper PA46; “As
revealed by the investigation of the accidents, we believe that the area of most
concern in operating the PA-46 and other similar airplanes is the adequacy of
initial and recurrent training received by the pilots.” 1

The NTSB and FAA recommendations were embraced by the manufacturer

and the insurance industry; however, implementation was largely left to the
training community. A program which uses the professional pilot model of
classroom lecture and simulation was implemented. Training can be done at a
lower cost using this model and it was reasoned that since the model works
for professional pilots it would work equally well for owner pilots of the
PA46.

In the fifteen years following this exhaustive review, the accident rate has not
been reduced; In fact, the rate of serious accidents in the PA46 fleet has
increased.2 The PA46 has been and continues to be about twice as likely as
other general aviation aircraft to be involved in a fatal accident.3 There are
many theories as to why this is so, chief among them is the complexity of the
aircraft, experience level of the pilot and the environment in which PA46
pilots routinely operate; primarily single pilot in the mid flight levels.

It is generally believed that glass cockpits would improve situational

awareness and safety. This belief is apparently incorrect. The NTSB has
reported that the number of serious accidents has remained the same or even
increased slightly since the introduction of glass panels4. Once again, in
March 2010 the NTSB has implicated inadequate training as a causal factor.5
We have, in effect, lost sight of the original training mandate detailed in the

1
NTSB Piper PA-46 Special Investigation and FAA Certification Review. Retrieved
January 11, 2009 from http://www.ntsb.gov/Recs/letters/1992/A92_84_89.pdf
2
2009 Malibu Mirage Owners and Pilots Association 2009 Convention Safety Review
presented by M. Casiano and Retrieved February 5, 2010 from
http://rwrpilottraining.com/2009_ConventionSafetyReview.pdf
3
Ibid.
4
Title: Safety Study: Introduction of Glass Cockpit Avionics into Light Aircraft NTSB
Report Number: SS--10-01, adopted on 3/9/2010 NTIS Report Number: PB2010-
917001
5
Ibid

1
1994 AOPA Air Safety Foundation PA46 Safety Review6. Action is required
to reverse the current trend. A paradigm shift is needed; that is, a fundamental
shift in what training is provided and how we provide that training. Former
Alaskan bush pilot and FAA Safety Team (FAAST) Program Manager Fred
Kaiser said it best: “What we are looking for is a discipline which will allow
us to operate to the highest professional standard possible, the same way each
time. Set a standard and stick with it. Let no outside influences interfere... Do
it the same way each time … I’m here because of it”7 The SOP that follows is
a road map for that effort.

PA46 safety can be improved by emulating successful single-pilot training

and SMS (Safety Management System) models. One such model is the
National Business Aviation Association’s (NBAA) Standard Operating
Procedures. NBAA has reduced the number and severity of accidents
involving their members through the voluntary adoption of standard operating
procedures (SOPs).8 Another worthy example is Cape Air. In 2009 Cape Air
flew more than 65,000 accident-free single-pilot IFR hours in complex
aircraft, and all of the training and mentoring was provided by experienced
instructors, in the aircraft, using checklists, flows and memory items.9

The procedures set forth in this document are derived from the National
Business Aircraft Association pro forma SOP. They are adapted to apply to
the challenges associated with mid-level single pilot/owner-pilot operations
typical of the PA46. The methodology in this SOP is modeled after the Cape
Air training and SMS. I encourage each PA46 pilot to:
• Study and adopt these Standard Operating Procedures
• Train to ATP standards at least twice per year with an underwriter
approved type-specific instructor pilot, in your aircraft using well
organized checklists, flows and memory items.

Richard W Rochfort, ATP, CFII

Master Instructor
[email protected]
Fly Safely – Train Often

6
Retrieved 7 December 2009 from the RWR Pilot Training website:
http://www.rwrpilottraining.com/Malibu-Mirage_Safety_Review.pdf
7
Retrieved 26 June 2010 from the FAA website
http://videoontheweb.faa.gov/aviation_safety/ssd2010_RiskMgt.asx
8
Retrieved 7 Dec 2009 from the NBAA website www.NBAA.com
9
IFR Magazine Fall 2009

2
General Operating Rules

All PA46 aircraft operations shall be conducted in accordance with all

applicable Federal Aviation Regulations (FARs) (or ICAO rules as
applicable), The Aeronautical Information Manual (AIM), local and national
laws, the aircraft POH and this SOP. Aircraft shall be operated in an airworthy
condition at all times. PA46 owners and pilots are expected to develop and
utilize sound, conservative judgment in their approach to their duties through
proper training and discipline. The pilot-in-command (PIC or pilot) shall be
responsible for all activity listed here and ensure it is in compliance with this
document. Ensuring safe, reliable transportation is the primary objective of
this document.

All inoperable equipment and abnormal operations shall be reported to ATC

as soon as practicable and appropriate assistance shall be requested. If, in the
judgment of the pilot, compliance with an ATC clearance would adversely
affects the safety of the flight, an alternate ATC clearance shall be requested.
If an acceptable alternate clearance is not received in a timely matter, the pilot
shall declare the emergency and take any actions deemed necessary to ensure
the safety of the flight.

Liability and Insurance

The owner shall ensure that all pilots are named insured on the aircraft
insurance policy. A Certificate of Insurance naming any other pilot or pilot
instructor shall be issued prior to any flight. Additionally, each pilot or
instructor pilot is encouraged to carry his or her own primary non-owned hull
and liability insurance and owners are encouraged to request evidence of this
coverage. In the case of self insured aircraft or when the underwriter requires
it, a hold harmless indemnification contract shall be in place.

Training

Since proper and frequent training is the cornerstone of all successful aviation
programs, each PA46 pilot shall train with an underwriter approved,
experienced flight instructor in an aircraft based training program at least
twice per year (annual and mid-year). Optionally the mid-year program could
consist of:

• USAF Physiology Training

• Ground and flight training dedicated to unusual attitudes and upsets
from a nationally recognized aerobatic training facility
• M/MOPA Safety and Training Foundation seminar
• An additional FAA or ICAO rating or certificate

3
 • Underwriter approved initial or recurrent training specific to another
turbine powered or pressurized aircraft or any aircraft with greater than
450 HP.
• ATD based training on a remedial basis as needed or required

High Altitude Training & the Use of Supplemental Oxygen

Each PA46 pilot shall hold a logbook endorsement from a qualified pilot
instructor verifying completion of high altitude (physiology) training. This
training shall include simulation of the use of the O2 generator canisters
during flight under realistic conditions. Pilots shall be familiar with the use of
the quick-donning flight deck oxygen masks when the aircraft is so equipped.
Each pilot shall ensure that the flight deck oxygen mask provided for his/her
use is properly adjusted to provide a good fit. Pilots shall maintain any beard
or mustache in a manner that will allow the oxygen mask to properly seal
against the face of the wearer. In-flight training shall be conducted with this
equipment. When stowed, the oxygen masks must be set to 100% and in a
“ready” position. Completion of the US Air Force Physiology training
(available to all civilian pilots through the FAA) is highly recommended.

High Minimums Pilot

All PA46 pilots shall complete an underwriter approved initial training

program and underwriter approved recurrent training each year prior to acting
as PIC. A high minimums pilot is defined as any rated and current pilot who
has completed PA46 underwriter approved training in the last 12 months, but
who has not completed:

• 250 Hrs PIC in the PA46 Make/Model and less than 2000 hours total
time as PIC, and
• Underwriter approved PA46 initial or recurrent training within the last
6 months, and
• 50 instrument flight hours (actual or simulated) and 24 instrument
approaches as PIC in the PA46 within the last 12 months

High Minimums pilots shall abide by the following restrictions:

• Pilots with less than 500 hours total time shall complete 100 hours of
flight training or supervised solo with an underwriter approved senior
instructor10.

10
Note: an underwriter approved senior instructor has 2000 hours or more of flight
instruction given in the PA46 and is operating within an approved company with an
approved syllabus.

4
 • Pilots having less than 250 hours make/model or 2000 hours total time
shall complete underwriter approved training with an underwriter
approved senior instructor11 every 4 months.
• The autopilot shall be fully functional and available for use during all
flights conducted at night or in IMC.
• Takeoff visibility of not less than 1 mile and 1,000 ft ceiling in non
mountainous terrain; 1 mile and 2,000 ft ceiling in mountainous terrain
including forecasts for 1 hr before to 1 hr after scheduled departure.
• Landing minimums from 1 hour before ETA to one hour after ETA
shall be no less than 800 feet/2 miles visibility (non-precision) and 600
feet/2 miles visibility (precision approach).
• The runway length of the intended runway must be at least 30% greater
than that required by the AFM.
• The crosswind component is less than 10 knots.
• The braking action is reported to be not less than good.

Pilots who carry a valid and current PA46 Pro Card12 from an underwriter
approved training program are excluded from these restrictions.

Safety Pilot Limitations

Rated and current pilots who have not completed training from an underwriter
approved pilot instructor within the last 12 months are not qualified as PIC for
the PA46. They may function as a safety pilot only provided they meet the
currency requirements for the certificates and ratings required for the flight.

The “high minimums” listed in the preceding paragraph apply to any flight
requiring a safety pilot unless the pilot is Pro Card qualified.

Checklists, Flows and Memory Items

The PA46 SOPs are based on the regular and systematic use of checklists,
flows and memory items to accomplish the required tasks (normal, abnormal,
emergency etc.). Consistent and proper use of these procedures is essential to
safe operations. The PA46 pilot shall comply with these procedures.

11
Ibid
12
Note: A “Pro Card” is issued by the approved training company when the pilot
demonstrates ATP level knowledge and skill during the evaluation. The Pro Card is
valid for 6 months. Most insurance companies recognize Pro Card holders with a
modest discount on the insurance premium.

5
Single Pilot Operations

During single pilot operations (including standardization flights and flight

training) the pilot shall use a cockpit flow to accomplish all normal and
abnormal operations. Use of a printed checklist during single pilot operations
shall be limited to the following conditions:

• When the aircraft is stopped on the ground

• When the autopilot is engaged during flight

In the absence of a compelling reason to do otherwise the autopilot shall be

used from the beginning of the second segment climb until the runway is in
sight at the destination.

During single pilot operations, an emergency shall be met first with the use of
memory items and a flow followed by a checklist when positive aircraft
control is not at risk.

Crew Operations

The PF (pilot flying) operates or commands the operation of the flight

controls, flight instruments and the autopilot and his/her primary
responsibility is to fly the aircraft.

The PNF (pilot not flying) performs all other cockpit duties including the
following:

• In normal flight - Navigates, communicates, programs communication

and navigation equipment, monitors the radar and flight and engine
instruments, and completes required paperwork and other tasks, as
directed by the PF.
• During emergencies or abnormal system operations - Checks
instrument indications, reads/accomplishes checklists, performs checks,
and takes corrective action, as necessary.

All emergency actions taken by the PNF shall be validated with the PF and
concurrence obtained prior to taking the action. If an apparent error in any
flight parameter is detected, the PNF shall immediately notify the PF of the
deviation from published procedures, limitations, or air traffic clearance or
routing. The PF and the PNF shall coordinate with each other prior to
initiating the following:
• A change in aircraft configuration.
• A transferring of aircraft control.
• Selection or change of navigation equipment settings or frequencies.

6
 • Checklist initiation and completion.
• A change in altitude.
The PIC shall conduct a pre-departure briefing prior to each flight. If there is
more than one pilot, the briefing shall include all pilots to enhance team-
building and set the tone for the flight.

Airworthiness Determination

The final responsibility for determining airworthiness of the aircraft (FAR

91.7) rests with the PIC. In addition to completing a pre-flight check, the pilot
shall thoroughly review the Aircraft Maintenance Log and Deferred
Maintenance Log and satisfy himself/herself that the aircraft is in an airworthy
condition. These responsibilities include but are not limited to ensuring:

• Compliance with all applicable AD’s SBs and SLs.

• that the planned flight or series of flights shall not exceed the time
remaining for the time/date maintenance requirements as shown on the
“Item Due” sticker.
• That all inspection due dates, hour or cycle engine limits (turbine
aircraft only) have been carried forward and are not past due.
• That all maintenance discrepancies have been corrected or deferred in
accordance with the MEL, POH and/or governing regulation. All
maintenance record entries shall be completed and signed by certified
technician approving the aircraft for return to service.
• That the deferred items do not render the aircraft unsuitable for the
planned flight or series of flights.
• That all required equipment and documents (including the aircraft POH
and all POH revisions & supplements) are on board including current
databases where applicable.

IFR Minimums

Each pilot making an IFR takeoff, approach, or landing at an airport shall

comply with the applicable instrument approach and weather minimums
published for that facility, including takeoff minimums and obstacle departure
procedures (ODPs). All PA46 aircraft shall be operated as category B aircraft
within 5 NM of the arrival airport when the reported weather is less than 800
feet/2 miles visibility (non-precision approach) and 600 feet/2 miles visibility
(precision approach).

At airports where weather reporting services are available, pilots shall not
initiate an instrument approach procedure with the intention of landing unless
the latest weather report for that airport reports the visibility at or above the

7
published IFR landing minimums as depicted on the applicable instrument
approach procedure chart and in accordance with FAR 91.175.

If during an instrument approach that utilizes RVR for landing visibility, the
RVR is reported to be below the required minimums before the aircraft has
passed the FAF, the approach shall be abandoned and a missed approach shall
be executed. If the aircraft is inside of the FAF when the RVR is reported to
have gone below minimum conditions, the pilot may continue the approach in
accordance with applicable FAA regulations.

Required Publications

The aircraft shall carry a current set of aeronautical charts and instrument
approach procedures, including legend data, standard terminal arrivals
(STARs) and departure procedures (DPs) for the entire area of operation
(everything within 100 NM on all sides of the intended route) and applicable
supplemental information. Use of electronic charts is permitted and
encouraged, however in such cases where electronic data is used as a primary
source of data, a current backup set of data shall be within reach and
immediately available to the pilot.

Flight Planning

The PIC is responsible for flight planning and all related information. The
pilot shall make the maximum use of available information and specialized
equipment (computer flight planning and commercial weather services).

Aircraft Pre-Flight Check

Pre-flight checks are to be accomplished by the pilot in accordance with the

PA46 Aircraft Flight Manual with special emphasis to those areas prone to
damage and wear.

Frost, Snow and Ice Contamination

No pilot shall attempt a takeoff if the aircraft has frost, snow or ice adhering
to the windshield, power plant installation, flight or pitot/static instrument
system, wings, control surfaces or other areas that could affect flight
characteristics or performance. Aircraft that are found to have frost, snow or
ice accumulations must be de-iced prior to flight. If existing conditions could
cause accumulations to reoccur, the pilot must ensure that the aircraft is
deiced as often as necessary based on deicing product specifications and
observed conditions. Prior to takeoff, the pilot must determine that there is no
accumulation that would affect performance of the aircraft.

8
Emergency & Survival Equipment

A factory approved dual Halon fire extinguisher shall be carried aboard the
aircraft. It shall be properly serviced and secured within reach of the pilot.
Each pilot shall be familiar with its proper use.

No flight shall be conducted over water that is more than 30 minutes flying
time, or 100 nautical miles from the nearest shoreline unless an approved
aviation type floatation device is available and within reach for each person.
Additional equipment shall be carried, as necessary or as required by
regulation on flights over sparsely populated areas such as the arctic regions,
deserts, jungle, etc. Each pilot is strongly encouraged to carry a registered 406
MHz personal locator beacon within reach in the aircraft at all times.

The pilot shall ensure that the proper amount and type of emergency and
survival equipment is on board prior to departure and that each person is
familiar with its location and operation.

Baggage Loading/Storage

Baggage shall be placed in designated compartments or placed where it will

not block access to aisles, emergency equipment, air vents or
normal/emergency egress routes. Passengers may access hand baggage during
cruise flight. Baggage must be secured for takeoff and landing and passengers
shall be briefed of this requirement. All baggage must be properly positioned
within center of gravity limits and within the load limits for each compartment
or area of the cabin. Safety webbing shall be used when practicable.

Cabin Announcements/Briefings

The pilot shall ensure that all passengers are briefed as required under FAR
Part 91. Prior to flights requiring flotation equipment, pilots shall ensure that
all passengers have been briefed on its use. The aircraft shall not take the
runway for departure until all passengers are seated with seat belts fastened
and loose articles are properly stowed.

Admission to the Cockpit Area

No person shall be admitted to the cockpit area when operating at or below

10,000 feet except as defined herein:

• A crewmember

9
 • A person engaged during flight for the purpose of checking pilot
performance for a government agency (FAA Examiner or Designated
Pilot Examiner).
• An underwriter approved pilot instructor designated by the aircraft
owner to provide pilot training or conduct a flight crew performance
evaluation involving named insured pilots.
• Qualified maintenance technicians or other technical personnel directly
involved in maintenance related activities requiring an in-flight
evaluation or adjustment.

A passenger may occupy an empty front seat (observer’s position) during

takeoff, landing and/or cruise flight at the discretion of the pilot. This
passenger shall also have a cabin seat available in case an emergency situation
arises. The pilot shall ensure that anyone occupying a front seat for takeoff
and/or landing has been thoroughly briefed.

Operation of Flight Controls

Operation of the flight controls is limited to the following:

• Named insured pilots

• Individuals receiving training from an underwriter approved pilot
instructor
• FAA Pilot Examiner in the conduct of his or her duties
• Designated Pilot Examiner in the conduct of FAA duties
• Piper test pilot in the conduct of company duties
• Underwriter approved instructor pilot

Sterile Cockpit

A “10k” check shall be made during climbs and descents when passing 10,000
feet. Pilots shall eliminate all cockpit conversation which does not apply
directly to the operation of the aircraft anytime the aircraft is in motion on the
surface, or airborne, while operating below 10,000 feet MSL or 3,000 feet
AGL whichever is encountered last in the climb or first in the descent.

The sterile cockpit environment shall also be maintained during climbs and
descents when within 1000 feet of reaching an assigned altitude.

Ground Movement

Aircraft lights shall be employed in accordance with the current FAA

FAR/AIM. Taxi diagrams shall be used at all towered airports. All taxi
clearances shall be copied and read back in the same manner as any other

10
clearance. Progressive clearances shall not be relied upon in lieu of proper
planning since they interfere with the ground controller’s division of attention.
Radar shall be in the standby mode in ramp areas & during taxi operations.
The aircraft shall be properly configured prior to entering the runway
environment and no configuration changes shall be made until the aircraft has
reached a positive rate of climb and is clear of any runway environment
obstacles. All possible contingencies shall be considered prior to takeoff. Pitot
heat shall be used on each flight from the time the aircraft enters the runway
environment until taxi speed is reached on the roll out at the destination
airport. Proper call-outs in conjunction with AIM 7-5-7 procedures shall be
used on every takeoff.

Takeoff Minimums

If take-off minimums are not prescribed for a particular airport, 1 statute mile
visibility shall apply for takeoffs under IFR. In addition to the minimums
specified herein, the pilot shall consider all of the factors affecting non-
towered airport operations (i.e., other aircraft, animals or personnel on the
runway, debris, and pavement damage, etc.), and increase the takeoff
minimum as necessary. Special attention shall be given to the charted
minimum climb rate for obstacle avoidance as applicable. Current PA46 Pro
Card holders are excepted from these restrictions to the extent that they are
more restrictive than 14 CFR Part 91.

Noise Abatement

Pilots shall adhere to published noise abatement procedures and voluntary

curfews except when the pilot has determined that the safety of flight may be
adversely affected.

Severe Weather and Weather Detection Devices

Flights into areas of known or forecast severe weather shall be avoided to the
maximum extent possible. When flight is necessary into areas of reported
thunderstorms, icing, turbulence, etc., avoidance shall be accomplished using
lightning detection equipment and airborne radar and, when available
NEXRAD and air traffic control assistance. A minimum distance in miles
equal to the height of the storm in thousands of feet (e.g.: tops 45,000 = 45
miles distance) shall be maintained from all areas of weather which have
produced lighting within the last twenty minutes.

An operable weather radar system must be installed in the aircraft if operation

is planned into areas of known or forecast thunderstorm activity where
avoidance cannot be accomplished by visual means. NEXRAD shall be used
for corroboration if it is available; however it is not acceptable as a stand-

11
alone tool for tactical thunderstorm avoidance. Aircraft without operable
airborne weather radar shall not depart on any flight into areas of known or
forecast convective activity or rain greater than light.

In-Flight Icing

During flight, alternate induction air (piston aircraft) shall be used at all times
in the presence of any visible moisture (clouds, rain, snow, etc.) Alternate
induction air shall continue in use until the pilot is absolutely sure no ice
remains in the plenum behind the air filter. Since there is no way to
empirically know this, the pilot is strongly encouraged to leave the alternate
air open until after landing and shut-down.

Propeller heat shall be used in the presence of visible moisture when the
outside air temperature is between +10º C and -20º C. All other anti-ice
equipment shall be applied at the pilot’s discretion or when ice is present.

De-ice boots shall be used immediately when ice is observed. Allowing ice to
build prior to activating de-ice equipment is not authorized. Airframe ice shall
be reported in accordance with the AIM and alternate plans shall be carried
out when light ice is expected to continue for 20 minutes or more, or when the
accumulation is moderate or greater. Any loss of airspeed or airframe
vibration, regardless of other observations shall be considered severe ice and
the contingency plan shall be initiated immediately. Flight must not be
attempted into known or forecast icing conditions unless the aircraft
deicing/anti-icing systems are fully functional. No aircraft shall be flown into
known severe icing conditions.

Minimum Landing Fuel Reserves

One hour is established as the minimum reserve fuel planned to be on board at

the time of landing. Minimum fuel reserves are designed as an absolute
minimum and are not intended to be used as a landing fuel target.

Minimum Runway Requirements

The minimum authorized airports/runway lengths for use shall:

• Exceed those published in the POH by 15%. In any case the takeoff
shall be immediately discontinued if 60 Kts is not reached by the
halfway point.13
• Meet or exceed the aircraft climb performance required for the flight.

13
In accordance with AIM 7-5-7

12
Braking Action Requirements

The pilot operating at airports where ice or snow covered runways are
reported, or anticipated shall obtain runway condition reports and braking
action reports where practicable, prior to operating at those airports.

A braking action report must be evaluated with regard to its source, timeliness
and changes to be expected with fluctuations in temperature. The reported
braking action must be better than nil if the runway length is less than 200%
of that required by the POH. Braking action reports of “fair or poor” are
acceptable if the runway is into the wind and exceeds the landing field
requirement by 150% or, in the case of takeoff, AIM 7-5-7. Extreme caution
shall be exercised under these conditions. The pilot’s judgment shall always
be the determining factor.

Landing and Shut Down

Landings shall be accomplished at the slowest speed consistent with safety

and the aircraft shall be de-rotated and brought to taxi speed as quickly as
practicable with the smooth and coordinated use of Beta (turbine powered
aircraft), back pressure and brakes. No configuration changes shall be
attempted until the aircraft is at taxi speed and clear of the active runway.

Shutdown shall be accomplished as soon as practicable after stopping the

aircraft. Vigilance shall be maintained outside the aircraft at all times during
this process. Pilots shall not command chocks until the propeller is completely
stopped. Special care is required when operating on snow and ice.

Towing

All towing operations shall be performed in accordance with the methods and
limitations described in the appropriate sections of the AFM and/or
maintenance manual. The pilot shall supervise towing operations.

Aircraft Refueling Procedures

The pilot is responsible to ensure that fuel is of the proper grade and quality
and that the desired amount is placed into the proper fuel tanks. The pilot shall
verify that the refueling equipment is labeled with the name of the product
ordered (100 LL, Jet A, Jet A1, etc.), and is properly positioned and is not
under any part of the aircraft that could settle during refueling. Fuel trucks
shall not be backed up to the aircraft and shall be parked so that the truck
could be moved away from the aircraft in case of a malfunction or emergency.
The use of a protective fueling mat is encouraged.

13
Passengers shall not remain onboard the aircraft during refueling unless there
is a crewmember present in the cabin and positioned near the cabin door and
in this case, the main entry door must remain open. No smoking is permitted
and cells phones and two-way radios shall be turned off, holstered or kept at
least 20 feet away during refueling.

The fuel truck shall be bonded to the aircraft structure at the recommended
bonding point at either main landing gear strut. The pilot shall ensure that the
fuel caps are secure and determine that all bonding wires have been
disconnected from the aircraft.

Fuel samples shall have no evidence of free or suspended (cloudy or hazy)

water and have no visible particulate matter (dirt, rust, etc.). If there is any
question as to the quality of the fuel or fueling equipment being used, the pilot
shall make a written request for testing, reject the fuel and seek an alternative
source.

Standardization Program

Organization and coordination is essential in the safe operation of the PA46

aircraft. The proper and consistent use of checklists, flows, memory items and
these SOPs creates a standardized system whereby the pilots become
immediately aware of any departure from the normal sequence of events or
normal system operations. The use of these items will place the pilot in the
best position to recognize potential problems and respond appropriately.

Pilots are not authorized to deviate from these SOPs unless the deviation is in
the best interest of safety. Frequent evaluation in concert with a regular
training by a qualified pilot instructor ensures that these procedures are
effective and suitable all for PA46 flight operations.

Fly Safely – Train Often

14
 ___________________________________

Biography
Richard W. Rochfort
A former corporate pilot and primary flight
instructor, Dick is a full-time Master
Certified Flight Instructor providing type-
specific, insurance-approved initial,
recurrent and instructor standardization
training, buyer consulting, relocation and
expert witness services to Piper PA46
(Matrix, Malibu, Mirage, and Meridian)
owners, pilots and instructors worldwide.
He holds multi-engine ATP and Gold Seal
Flight Instructor Certificates with CFII, MEI
and CE-525S ratings. He has been actively
involved in flight training since 1991.
Dick is an Aviation Safety Counselor for the FAA Baltimore Flight
Standards District Office, a National Industry Member of the FAA
Safety Team (FAAST) and has conducted hundreds of programs for the
pilot community. His training program is FITS (FAA Industry Training
Standards) approved and FAA Wings approved. The National
Association of Flight Instructors (NAFI) has designated him Master CFI.
Less than 1% of all flight instructors earn this designation.
Dick served as a “Green Beret” Staff Sergeant E6 in the US Army
Special Forces from 1970 until 1976 as an A team radio operator,
training indigenous personnel in field communications. He worked from
1976 until 1991 as an industrial engineer training manufacturing
personnel for the production of communication and navigation
equipment for the US military.

His education includes undergraduate degrees in Clinical Psychology

and Engineering, and a Masters Degree in Business Administration.
Dick lives in Baltimore, Maryland with his wife and has two daughters.
He is a PADI (Professional Association of Diving Instructors) Certified
Scuba Diving Instructor, a DAN (Divers Alert Network) First Aid
Instructor and an Eagle Scout.

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 RWR Pilot Training
Document #09120716-D
© 2010 Richard W Rochfort, ATP, CFII – Master Instructor