The Missed Approach: A Briefed but Rarely Flown Maneuver

The missed approach procedure may be one of the most briefed and least flown maneuvers that instrument-rated pilots accomplish. A pilot briefs the missed approach procedure each time they execute an instrument approach but is rarely required to fly one. To maintain proficiency, instrument-rated pilots and those in instrument training are required to practice executing the missed approach. Often, the maneuver is practiced upon arrival at the missed approach point – either DA (decision altitude) or the MAP (missed approach point) at MDA (minimum descent altitude). This tactic is sound because in real-world flying, arrival at the missed approach point is likely where the missed approach procedure begins.

When the Missed Approach Must Start Early or Late

But what if arrival at the MAP is not where the pilot needs to start the missed approach? What if going missed is required early? Or late – below MDA or DA? The AIM spells out procedures for some of these occasions but lets start with understanding how flying the published missed approach procedure keeps the aircraft clear of obstacles and on a safe path toward the next step.

FAA Standards for Missed Approach Obstacle Clearance

Before an instrument approach is certified the FAA TERPS (US Standard Terminal Instrument Procedures) team calculates required terrain and obstacle clearance based on a set of standards. The AIM gives us a clue to those standards – see below:

“Obstacle protection for a missed approach is predicated on the missed approach being initiated at the decision altitude/decision height (DA/DH) or at the missed approach point and not lower than minimum descent altitude (MDA). A climb gradient of at least 200 feet per nautical mile is required, (except for Copter approaches, where a climb of at least 400 feet per nautical mile is required), unless a higher climb gradient is published in the notes section of the approach procedure chart.

When higher-than-standard climb gradients are specified, the endpoint of the non-standard climb will be specified at either an altitude or a fix. Pilots must preplan to ensure that the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the procedure in the event of a missed approach, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement (feet per minute). Tables for the conversion of climb gradients (feet per nautical mile) to climb rate (feet per minute), based on ground speed, are included on page D1 of the U.S. Terminal Procedures booklets.”

Key Takeaways from the AIM on Missed Approaches

(1) The missed approach clearance corridor begins at the MAP, be it DA or MAP at MDA.

(2) The required climb is the standard climb rate for instrument – 200fpnm.

(3) If a higher climb gradient is required, it will be listed on the chart.

What If You Need to Go Missed Before the MAP?

What if the pilot decides to execute the missed approach procedure prior to arrival at the MAP? The AIM addresses this scenario as well –

“Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver.”

Restated, if the pilot is required to go missed prior to arrival at the missed approach point they should continue the lateral course guidance until reaching the MAP and then begin the missed approach as turning on course early may pose a collision hazard. Makes sense, right? The pilot can begin the go around procedure and start the climb early, but no turns until after the MAP.

Executing a Missed Approach Below MDA or DA

Seems simple enough, but what if a missed approach is necessary after descent below MDA or DA like in the case of an unstabilized approach or a vehicle on the runway?

The missed approach procedures on the approach plate are designed for executing the missed at the MAP. Missed approach execution below MDA or DA does not align the airplane on the same vertical path as the published missed approach. How can the pilot ensure that the climb rates can be met and that the airplane will be clear of terrain and obstacles?

Incorporating Departure Procedures for a Safe Climb-Out

One method is to brief any departure procedures or takeoff minimums for the desired runway as part of the missed approach brief. This technique ensures that all climb rates can be met during the missed approach procedure.

Lets look at takeoff minimums for KLUK. If we read the takeoff minimums for runway 21 we can see that the greatest climb gradient required for departure is 439 fpnm.

Assuming a 100KIAS groundspeed, that equates to a 732 fpm climb required. If the pilot went missed after arrival at the MAP, climbing at least 732 fpm will keep the aircraft clear of terrain and obstacles. Incorporating this required climb rate in to the brief is recommended to ensure a safe climb out if a late executed missed approach is necessary.

A safe pilot is ready to execute the missed approach at any time when transitioning to the terminal environment of an airport. Proper flight planning and approach briefing ensures that no matter where the missed approach decision is made, the procedure can be executed safely.

Make good choices.

While we are holding short of Runway 25 on taxiway A at KLUK, ATC tells us “Cirrus N806BP cross Runway 25, Runway 21 cleared for Takeoff, caution Wake Turbulence!” Wait… “Caution Wake Turbulence?” I thought turbulence only occurs while in flight…? Why did ATC advise us to be cautious of wake turbulence while they gave us our takeoff clearance? “…Interesting?” 

Causes of Wake Turbulence and Its Importance

What causes wake turbulence and why is it important for us to be mindful of it? First, we will talk about the creation of wingtip vortices and how it contributes to wake turbulence. Wingtip vortices are created when an aircraft starts to generate lift as it rotates off the ground. There is an area of higher pressure, which is below the wings, and it flows around the wingtips in a circular motion (vortex) towards the area of lower pressure which is above the wings. The vortices don’t stop at the wingtips as they tend to spread out and trail behind it as well. Creating what is called “trailing vortices.” What we must be cautious of being pilots is wingtip vortices are created by all aircraft producing lift, but all aircraft vary with how much vortex is being created due to some factors. This would include an aircraft’s weight, shape speed and span of its wing. Aircraft considered to be “Heavy, Clean, and Slow” would tend to create larger wingtip vortices. Think of a Boeing 747 compared to a Cirrus SR20. Since we just talked a little about the formation of wingtip vortices, we are now going to focus on wake turbulence. Wake turbulence is created when an aircraft’s trailing vortices “wake” are disturbed through the air.  

Avoiding Wake Turbulence on Takeoff and Landing 

Takeoff and landing are important (critical) sections of flight! Our aircraft is relatively close to the ground currently and there is not a lot of time or altitude available to regain control if we encounter severe wake turbulence. While ATC does a fairly good job of separating departures and arrivals, especially here at KLUK to allow time for the wake to dissipate, the final responsibility for wake avoidance falls back on us as the pilot! When in doubt, if we are concerned at the possibility of encountering it, we need to wait. The FAA recommends waiting at least 3 minutes to allow the wake to dissipate. If we are trailing an aircraft that is larger than us, we need to remain at or above its glide path. As we approach to land we need to reference where the aircraft in front of us touched down and make sure we land beyond to stay above its wake during this critical phase. Now it’s time to talk about what lead us to this discussion, when ATC told us on takeoff “Caution Wake Turbulence.” When we are planning on departing behind a large aircraft that recently just departed, we need to be able to rotate before the point on the runway where it took off. We also need to understand our climb performance in a sense we need to climb at a much faster rate than the aircraft that just departed. 

Conclusion 

As we end our discussion, its important not just in mid-air, but its relativeness to the critical phase of flight such as during takeoff and landing. Next time when you hear ATC say “Caution Wake Turbulence,” make sure you listen and are aware as it might save you and your passengers for an enjoyable flight! 

In the movie Apollo 13, Houston control is seen meticulously working through prelaunch checks, ensuring every aspect of the spacecraft, environment, and crew is ready before giving the final “Go” to launch. Dozens, if not hundreds, of engineers and experts participate in this process, identifying and managing risks before the Saturn V rocket hurls three astronauts into space. Their methodical approach to risk assessment and mitigation is a lesson in discipline, preparation, and safety—principles that we can apply to our own flights.  

As pilots, we are our own mission control. Every flight requires a “Go/No-Go” decision, a deliberate process of assessing whether conditions are safe to proceed. The stakes are high—not just for ourselves but also for our passengers and loved ones who trust our judgment.  

Identifying and Managing Risk 

The fundamental principle of risk management in general aviation mirrors NASA’s approach—identify hazards, assess risk, mitigate threats, and make an informed decision. Pilots should methodically evaluate three critical areas before every flight:  

1. The Aircraft – Is the aircraft airworthy? Have the preflight checks been thorough? Is there any maintenance discrepancy that could affect flight safety? A rushed or incomplete inspection could mean overlooking a crucial issue.
2. The Environment – What are the weather conditions? Are they within personal and legal limits? Are there alternate routes or airports available? Consider not just the departure and destination conditions but en route weather and potential diversions.
3. The Human Factor – Am I physically and mentally prepared for this flight? Fatigue, illness, stress, and external pressures can degrade decision-making ability. The IMSAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, and Emotion) is a powerful tool to assess readiness.

The IMSAFE and PAVE Checklists 

Two essential tools for assessing risk before a flight are the IMSAFE and PAVE checklists: 

IMSAFE: 

• Illness – Am I suffering from any condition that could impair my ability to fly? 

• Medication – Am I taking any medications that could affect my cognitive function or alertness? 

• Stress – Am I experiencing stress that could interfere with my concentration? 

• Alcohol – Have I consumed alcohol within the last 8 hours? Am I under its effects? 

• Fatigue – Am I well-rested and alert? 

• Emotion – Am I emotionally stable and clear-headed for the flight?

PAVE: 

• Pilot – Am I fit to fly? (Using the IMSAFE checklist) 

• Aircraft – Is the aircraft in proper condition and within weight and balance limits? 

• enVironment – What are the weather conditions, NOTAMs, and potential hazards? 

• External Pressures – Are there any external pressures (schedule, passengers, personal commitments) influencing my decision-making? 

A Case Study in Poor Go/No-Go Decision-Making 

On April 19, 2018, a Cirrus SR22 took off under questionable conditions and suffered tragic consequences. The probable cause was cited as: “The pilot’s failure to obtain an updated weather briefing before the flight and his subsequent loss of airplane control due to spatial disorientation while maneuvering in instrument meteorological conditions during a diversion to an alternate airport after encountering forecast icing conditions.” 

Had the PAVE and IMSAFE checklists been properly utilized, this accident might have been avoided. Weather briefings, personal fitness, and understanding environmental conditions are crucial elements of a thorough preflight risk assessment.  

The Power of Saying “No-Go” 

The pressure to “go” is real. External factors—such as schedule commitments, passenger expectations, or perceived inconvenience—can create a subtle yet dangerous push toward launching when conditions aren’t ideal. However, seasoned pilots recognize that the ability to say “No” is just as critical as the ability to take off. A delayed or canceled flight may be inconvenient, but it is always preferable to a poor outcome.  

A successful flight begins with sound decisions on the ground. The next time you’re preparing for a flight, take a moment to step back and evaluate the situation through the lens of a NASA flight director. Are all conditions optimal? Have all risks been thoroughly considered and mitigated? If not, making the call to delay or cancel isn’t a failure—it’s a demonstration of sound judgment and professionalism. 

In the ongoing battle of entry-category jets, Honda, Embraer, Textron, and Cirrus consistently push the limits of service, features, and performance. But within every brand and model, there’s always a sweet spot—those rare finds that savvy owners should jump on.

Today, we’re talking about the Cessna Citation M2 and what I’d call its best-kept secret for owner-pilots: a select group of serial numbers manufactured just before the introduction of the M2 Gen2.

One of my longtime clients—a seasoned owner-pilot—used to say:
“Planes, boats, and an F-150—you never know how many friends you have until you own one.”

And it’s true. A plane often doubles as a social centerpiece with a stream of friends eager to bum a ride. But when it comes to choosing aircraft for thetypical owner/pilot, it’s the front office—the avionics and platform—that should take priority over amenities for the passengers heading right.

That’s where these particular M2 serial numbers shine. These jets come equipped with the Garmin G3000 avionics suite from the Gen2, delivering all the cockpit enhancements without the higher price tag of a newer model.

Here’s what you get:

• Sharper Displays: Resolution leaps from 1280×800 to 1920×1200 (~50% more PPI).
• Faster Processing: With 7x the CPU speed, boot-up takes just 10 seconds, and moving maps pan and zoom without a hiccup.
• Smarter Data Handling: Database updates are lightning fast—sync speeds of 100 MB/s via a single SD card (300x faster).
• Better Weather Radar: The GWX 75 delivers 16-color displays for unmatched clarity.
• Future-Proofing: The G3000 platform supports future upgrades, keeping your tech ahead of the curve.

The serial numbers preceding the M2 are the perfect balance of cutting-edge tech and pricepoint.

The Sweet Spot Advantage

You could retrofit an older M2 with these upgrades, but it’ll cost you. Expect downtime and an invoice rivaling two Cybertrucks—and that’s without the radar upgrade. By choosing one of these pre-Gen2 serial numbers, you get the avionics without the premium price.

Want a closer look? Check out this video from Garmin showcasing what the G3000 is capable of in terms of start-up speed: (**FOMO warning if you’re flying software 4.8.9 or earlier!**) Garmin G3000 Overview.

Lone Mountain Aircraft has two of these Sweet Spot M2s available right now—perfectly timed for year-end tax planning. Let’s chat if this is a meaningful difference in your upcoming aircraft transition!

N232BW | Contact Spencer Bain, sbain@lmajets.com

N525GW | Contact John Arnold, jarnold@lonemtn.com

This article was written by Jet Sales Director, Spencer Bain. 

Experience Elevated: A Journey with the Phenom 100EV

Some aircraft go beyond being just machines—they tell a story, connect people, and redefine the way we experience the world. For Mark, a passionate aviator and proud owner of a Phenom 100EV, this jet was more than a purchase; it was a gateway to freedom, time, and unforgettable adventures.

The Draw of the Phenom 100EV

Mark knew he was ready to move up from his Cirrus Vision Jet to a light jet that could better meet his mission’s needs. When he came across a matte black Phenom 100EV, it was love at first sight.

“I loved the color black! But also, what drew me in was how well-maintained it was and all the upgrades,” Mark shared. “It’s a reliable, robust aircraft, built like a tank. Everything about it feels solid—not cheap plastic. The cockpit, powered by the Garmin G3000 avionics suite, is intuitive, powerful, and built for precision.”

For Mark, the decision wasn’t just about aesthetics or performance; it was about confidence. “I purchased it with 515 hours and it has a rated lifespan of 35,000 hours. Knowing that Embraer designed the Phenom with airliner characteristics, gave me complete peace of mind. It’s built to last and handle all conditions. The reliability, quality, and aesthetics were the perfect mix!”

Cabin Comforts and Connectivity

Mark’s family—including his wife, three kids, their nanny, and their dog—have taken the Phenom 100EV all over the U.S., from New York to Los Angeles, and even to the Caribbean. With a cabin optimized for productivity and comfort, the aircraft has redefined how they travel.

“Having power outlets for the kids to do homework or watch movies and L3 Wi-Fi so I could join board meetings, check the weather, text, call FBOs, made all the difference,” Mark said.  Wi-Fi was the one feature I never knew I needed! I will never fly a plane that doesn’t have Wi-Fi anymore, it’s indispensable.”

The belted lavatory has come in handy for extra passengers, and the cabinets in the bathroom were surprisingly useful—more than I expected.”

With its spacious cargo capacity, the Phenom 100EV is also incredibly practical. “We pack everything—food, clothes, even dog food! The ability to bring everything we need in one trip is a game-changer.”

Performance and Peace of Mind

One of the Phenom 100EV’s standout features is its performance. Capable of flying at 40,000 feet, it allows Mark to bypass inclement weather and turbulence. “I’ve flown in all kinds of weather, and this jet handles it all. The reliability and build quality give me a feeling of safety I haven’t experienced in other planes.”

He also appreciates its efficiency on longer trips. “The range and speed mean fewer stops. This jet fits my entire family and our luggage comfortably, and we can make most trips in one leg. It’s a huge convenience.”

The G3000 avionics suite is another highlight. “It’s so advanced yet easy to use. The situational awareness, ease of navigation, and reliability make flying this plane an incredible experience.”

A Journey Across the Globe

One of the most remarkable chapters in the Phenom’s story is its journey from Australia to the United States—a 20-leg flight that spanned continents, weather extremes, and unforgettable moments.

“The fact that it was in Australia was a selling point because I got to see the world by getting this plane. The highlight was crossing the Indian Ocean. Using HF radio to communicate, the isolation was surreal,” Mark recalled. “In India, we saw the best and worst FBOs. In one, we were greeted with a red carpet, showers, and food ready for us. At another, it was the exact opposite.”

A particularly meaningful moment was flying over the Mediterranean and landing in Lebanon, Mark’s home country. “I left Lebanon as a refugee in 2006, so to return in my own jet was incredibly emotional. Navigating around Cyprus, refueling in Egypt, and flying through a GPS dead zone made it a challenge, but it was worth it.”

The final legs across Iceland, Greenland, and Canada presented new challenges, from poor visibility to freezing temperatures. “Flying out of Iceland at –37°F and seeing the northern lights as the sun began to rise was breathtaking. It was the perfect finale to an extraordinary adventure.”

Experience the highlights of this incredible journey in Mark’s video as seen here.

Why It Stands Out

More than just a jet, the Phenom 100EV represents freedom and control over time. “People think a plane saves time, but that’s not why I bought it,” Mark explained. “It gives me ownership of my time. I can spend a quiet moment with my kids in the morning without rushing to catch a flight.”

Mark credits Spencer, our Jet Sales Director at Lone Mountain Aircraft, Steve Nicoll, Travis Holland, and the Shepard Air Team for making the dream a reality. “From insurance to logistics, Spencer handled everything. I saw the plane in October and said, ‘I want it,’ and he made it happen before the year’s end! This wouldn’t have been possible without him.”

A New Chapter for a Trusted Jet

As much as Mark loves his Phenom 100EV, it’s time for a new adventure. He’s upgraded to a Phenom 300 to better accommodate his growing needs. “This jet has been incredible for my family and business, but I’m excited for the next step,” he shared.

This Phenom 100EV is now available for sale—a rare opportunity to own a carefully maintained jet with exceptional upgrades, including Wi-Fi, theGarmin G3000 avionics suite, and premium cabin features. With its reliability, comfort, and impressive performance, it’s equipped for operation both in the US and internationally. Ready to make this Phenom 100EV yours? Contact Spencer Bain, Jet Sales Director via phone at +1.630.414.1293 or email him for more information.

Meet Gordon: A Lifelong Passion for Planes and People 

Gordon’s journey into aviation began earlier than most, with a deep passion that took flight at just 14 years old. It all started with a 1963 Cessna 150 Straight Tail that he and his father bought together. The two of them flew it home from Iowa to Connecticut—a memorable father-son experience that quickly turned into a project. Together, they repainted the plane, revamped the interior, and made it flight-ready for Gordon’s training. “After I earned my wings, we sold it and tripled our money,” Gordon recalls. That first successful sale set him on an entrepreneurial path, leading to the purchase and resale of multiple aircraft, including Piper Warriors, Cessna Hawk XPs, Cherokee Sixes, Piper Lances, Cessna 210s among many others. With each new plane, Gordon gained not only hours in the cockpit but also valuable experience in the world of aviation business. 

A Day in the Life at Lone Mountain 

Today, Gordon channels his early experiences and knowledge into his work at Lone Mountain Aircraft, where he’s the Vice President of Aircraft Sales. His days are dynamic, often shifting between managing aircraft listings, tackling the unique challenges of aircraft sales, and collaborating on strategic initiatives that drive Lone Mountain’s growth. But one focus remains constant: fostering a culture rooted in customer experience and shared values. “Watching our culture positively impact both our team and clients is incredibly rewarding,” Gordon says. His commitment to Lone Mountain’s mission ensures that clients feel welcomed and valued, no matter where they are in their aviation journey. 

Relationships That Go Beyond the Sale 

One of Gordon’s most memorable professional experiences occurred in the late 1990s when he worked with the Oscar-winning actor William Hurt. While filming in the United Kingdom, Hurt entrusted Gordon with configuring his new Piper Seneca, including everything from the paint to the interior specifications. “I trust your judgment,” Hurt had said—a responsibility that Gordon took to heart. Their successful collaboration resulted in a plane Hurt enjoyed for years and forged a friendship that lasted throughout his aviation journey and well beyond the transaction. It’s just one example of how Gordon’s relationships often extend well beyond the sale, a testament to his dedication to both his clients and his craft. 

A Legacy of Mentorship and Influences 

With aviation so ingrained in his life, Gordon values the relationships and mentorships that have shaped his career. His father’s work ethic and willingness to encourage his early pursuits set a powerful example. Another influential figure was the late Gary Saunders, affectionately known in the industry as “Mr. Six.” He mentored Gordon in his youth and they ended up working together at the Piper dealership in the Northeast and later became business partners. Over time, Saunders not only helped Gordon hone his flying skills but also guided him in the business of aviation, resulting in a partnership and lasting friendship that continues to inspire Gordon today. 

Favorite Aircraft and Flying Adventures 

While Gordon has worked with a variety of planes over the years, he has a few personal favorites. The Cherokee Sixes, Lances and Saratogas (PA-32’s) stand out. Known for being easy to fly with great load utility, Gordon describes it as a plane that has taken him on unforgettable adventures, from crossing the North Atlantic to family trips to the New England islands. “It’s been a faithful and stalwart friend,” he says of the PA-32, which served him well in various roles. Another favorite is the Super Cub, a plane he regards as one of the purest forms of flying—an experience that connects him with the essence of flight. 

A Philosophy on Building Trust and Loyalty 

For Gordon, success in aviation sales is all about building trust. “People have to like you and trust you,” he explains, seeing every transaction as an opportunity to create a long-lasting relationship. He’s dedicated to advocating for his clients, prioritizing a “win-win” outcome that benefits everyone involved. His straightforward approach has earned him lasting loyalty from clients, even those who were not clients going into a transaction.  

Advice for First-Time Aircraft Buyers 

When it comes to guiding newcomers through the world of aircraft ownership, Gordon has a wealth of advice. “Borrow as much gray hair as you can!” he suggests, encouraging clients to seek guidance from those with industry expertise that can advocate for you. For him, the process is about ensuring clients are well-prepared and informed, navigating them through the complexities of ownership and helping them avoid potential pitfalls. 

Beyond Aviation: The Love for Travel and Adventure 

Outside of work, Gordon is always up for adventure. He loves motorcycle rides through the mountains, camping, and exploring maritime Canada, where he and his wife both have family roots. It’s a chance to unwind and enjoy life beyond the cockpit, a balance that keeps him grounded and connected to the world around him. 

Whether at work or out exploring, Gordon is always eager to connect with others in aviation. He’ll be attending PMOPA in Austin, Texas, and looks forward to meeting both new and familiar faces there. 

Don’t Forget About the GO-AROUND.  

It is a beautiful day. The sun is shining, and the winds are light. You are perfectly set on final approach – checklists complete, on airspeed, on glide path. Feeling pretty great about life you call out “stabilized approach – continue to landing” and as you begin to level off above the runway you hear it.

GO AROUND. The sound is like a record scratch from ATC during your favorite song and the tune changes. But are you ready? Are you really, ready to abort that approach and go around? 

We commit to land every time we fly. But how often do you commit to the go-around? 

We should commit every time we fly. So that means we need to be ready for the go-around at all points during the arrival and the touchdown. You have heard the phrase “the key to a good landing is a good approach,” and that is so true. A good approach does not guarantee a good touchdown or that there may not be cause to go-around at a low altitude. In fact, we often continue to the landing when the approach is less than perfect; less than good even. As pilots, we say, “I can fix this” or “I’m back on track now, all good,” and we commit to land. Therein lies the potential problem. We are so committed to land that we forget that the go-around is even an option. We develop a sort of tunnel vision with the sole focus of wheels on ground.  

A go-around remains an option during all phases of the landing. The only instances when a go-around is not an option are pretty much if the aircraft is on fire or out of fuel. But a go-around is an additional skill that needs practice for the pilot to remain proficient. Part of the practice is training your brain to keep the go-around option open. How can we do this? How can we stay aware of the option to start over on the landing rather than continuing to a less-than-desirable touchdown?  

For starters, let’s ready and use the Balked Landing/Go-Around checklist that is available in the MFD. After you complete the Before Landing Checklist and the Landing Checklist, have the Balked Landing/Go-Around Checklist either up on the display or ready to view with one touch of the checklist key.  

Additionally, we should brief the go-around. Landing is arguably one of our busier times as pilots but if we are flying a stable approach, we have time to audibly brief the go-around procedure. We brief the missed approach procedure in instrument flying – this is no different – this is briefing what could be next. Assuming a stable approach at 500’, brief the go-around procedures when the “five hundred” aural is heard.  

Lastly, practice, practice, practice. Practice makes proficient so be sure to dedicate time to reviewing checklist procedures outside of the cockpit in order to keep the memory sharp and take time to fly the actual procedure in the airplane to engage that muscle memory.  

Go-arounds are free. There is no shame. The go-around is often the perfect answer to an avoidable landing incident. If you are prepared, you can always go around.  

Make Good Choices. 

Understanding Airport Hot Spots 

What is a Hot Spot?? A Hot Spot is a location on an airport movement area with a serious high potential risk of collision. Typically, it is a complex or confusing taxiway/runway intersection. If not carefully understood during the pre-flight process this can lead to what we know as a “Runway Incursion”. 

Where can we find Hot Spots?

Hot Spot locations are shown on Airport Diagrams within the Airport/Flight Directory, now known as the Chart Supplement. On Foreflight you may find published Hot Spots under Airport Procedures. At our Training Center Location (KLUK) we have Two Hot Spot locations that we need to pay close attention to. Hot Spots are depicted as open circles or polygons designated as “HS 1” etc. HS 1: The first Hot Spot location describes when aircraft are departing on RWY 21 you can expect to hold short of RWY 25 on TWY A. HS 2: The second Hot Spot location describes aircraft located on the terminal ramp and RWY 7, you need ATC authorization to depart the terminal ramp area.  

Assessing Hot Spots during Taxi: 

When it comes to getting our taxi clearance to taxi to the active runway, we need to make sure we perceive the information/route we receive from ATC. While taxiing we need to stress the importance of visually scanning outside the cockpit. Our SR20s provide many features we can use to help supplement visual scanning such as the MFD moving map to see ADS-B traffic/Published Hot Spot locations, and the Surface Watch feature to help mitigate the risks of encountering Runway/Taxiway Incursions. 

Takeaway: 

Hot Spots are not to be overlooked during pre-flight planning/taxi operations. Knowing where they are located and having a good sense of situational awareness you can prevent having an Incursion. 

Winter Flying Hazards: The Importance of Managing Icing Risks  

As we approach the winter months, it’s crucial to recognize the unique hazards associated with flying in colder weather. One of the most significant threats during this season is airframe icing, which can quickly turn a routine flight into a dangerous situation if not properly managed.  

Why Icing Is a Concern:  

Icing is one of the most dangerous hazards during winter flying, particularly for aircraft not equipped with anti-icing systems, such as the Lone Mountain Flight Training SR20s. Without TKS (Thermal Kinetic System) or other ice protection, these aircraft are vulnerable to the rapid buildup of ice on critical surfaces like the wings, tail, and propeller. Even a thin layer of ice can disrupt airflow, reducing lift and increasing weight and drag, which significantly affects the aircraft’s performance and controllability.  

Be vigilant for signs of icing, such as a buildup of ice on the leading edges of the wings or windscreen. Even small accumulations can disrupt airflow and severely affect aircraft performance.  

Tips for Safe Winter Flight:  

1. Pre-Flight Preparation: Always check for the latest weather briefings on icing conditions before stepping to the aircraft. Know your aircraft’s limitations and make go/no-go decisions accordingly. When pre-flighting your aircraft remove all frost, snow or other contaminants from the wing and flight control surfaces. NEVER FLY WITH A CONTAMINATED WING.  
2. Stay Out of Icing Conditions: Avoid flying though areas of known icing. Use weather tools like XM weather to help identify potential icing zones along your route. Climbing or descending out of icing conditions quickly is crucial. Familiarize yourself with nearby alternates and escape routes before entering areas prone to icing.  
3. For Clients with TKS Equipped Aircraft: Make sure you know how to activate the TKS anti-ice system and understand its capabilities.  
4. Cirrus Icing Awareness course: Set yourself up for success as we enter the winter months by refreshing yourself on the Cirrus Icing Awareness course on Cirrus Approach. Even if you have completed this in the past Cirrus recommends that you re-complete it every 24 months. Ask Jack Dobrozsi for help getting access. 

Key Takeaway:  

Icing is a serious risk during winter flying, but with proper preparation, awareness, and use of your aircraft’s systems, you can mitigate this hazard.  

Reporting of Aircraft or Safety Items to LMFT 

Remember that when operating LMFT aircraft to please report all mechanical or safety incidents to LMFT staff. No matter how small it may seem, just shoot Jack Dobrozsi or one of the instructors a text after your flight.  

Meet Spencer Bain: The Aircraft Broker Guiding Clients Through the Next Level of Aviation

In our latest Faces of Flight spotlight, we sit down with Spencer Bain, one of our aircraft brokers who specializes in jet sales. Known for his sharp wit and deep knowledge of the industry, Spencer brings humor and precision to every deal. His journey in aviation, however, is much more than that – it’s a mix of passion, excitement, and adventure. 

Personal Background 

Q: Tell us a bit about yourself. What’s your background, and how did you get into aviation? 

SB: I grew up in a middle-class household where everyone on my mother’s side took pride in their lawn, but they were also, mostly aviators; multiple uncles who are captains at either United or American; my grandfather flew Corsairs off the deck of a carrier in World War II; and my uncle was Jack Pryor of Pryor aviation, the only FBO in Buffalo New York.  

I suppose people who find they are inclined to equations and solving problems decide they’ll become an engineer; skillset = subset of job = pigeon-holed career. I’ve found that most people in aviation have a romantic story as to how they found it and I’m no different. I was returning from a funeral at 10 years old, sitting right seat in my uncle’s King Air in heavy IMC. We broke out at decision height and I saw the runway picture and just thought “WOW”! That was the moment for me.  

Q: What’s a fun fact or hobby people might not know about you? 

SB: I am exceptionally good at being mediocre in a wide variety of things. Seriously. I’ve dabbled in everything from SCUBA diving to ukulele playing, from driving race cars to growing my own wine grapes. I even learned professional video editing to create the AV for my wedding. Am I world-class at any of these things? Absolutely not. But I’m a firm believer in the power of trying new things, even if it means being proudly average.  

This business provides me a very unique opportunity in that I’m very fortunate to have a massive amount of exposure to incredibly accomplished individuals where aviation is their latest passion. I’m working with a client who purchased his fifth aircraft in a year and a half, moving from a single engine up to a twin turbine Phenom 300 in that span of time and now has over 600 hours. That takes a ton of interest and focus! As I said, aviation is his latest passion but he and many other business leaders that are owner/pilots have other passions preceding flying.  

I find that my interests feed off of theirs where I’ll take up their passion for a period of time; usually a pair of hobbies adopted with great fervor then dropped several months later at any given moment and for no real reason. I have an eclectic and eccentric knowledge of a handful of skills that have no particular marketable value. You could say I’m a master of none, but an enthusiast of many! 

Professional Experience 

Q: What is your role at Lone Mountain, and what does a typical day look like for you? 

SB: I consider myself the “what’s next guy.” You know that point in a rollercoaster when you’re just about to crest the top, and you’re both excited and terrified of the drop? That’s where I come in. When clients are ready to take their flying experience to the next level, I’m the one who helps them navigate the leap from piston aircraft to jets. We’ve worked with over 2,200 Cirrus owners and every year, a few of them are ready to fly higher, faster, and farther. My role is to facilitate that transition, whether it’s a Vision Jet, a Phenom, or a Citation. 

My pedigree is with Embraer, Bombardier and Flexjet before I joined Lone Mountain Aircraft, which are aircraft and products that I have exceptionally deep knowledge of. There are handful of my other teammates who were similarly salespeople for Daher, Beechcraft, Citation, Socata and Piper. Between us, we have a near-encyclopedic knowledge of probably better than 95% of the owner-flown space and there’s usually someone who has either flown or is rated in those options too. Not to mention that we can typically turn a favor or two from our former factory friends. Half of my time and sales are developing relationships with those Lone Mountain Aircraft folks looking to move up, the other half is spent continuing my relationships forged before my time here.  

Q: How does your role contribute to enhancing the customer experience? 

SB: Think about a day at Six Flags with your kid. You’ve got your map, your game plan, and a fast pass in hand. The goal is to maximize the fun while avoiding the lines and the nausea. My clients are often first-time jet buyers, and they don’t know how to navigate the complexities of the process, which can feel like waiting in line for hours for a two-minute thrill ride.  

I’m the one that gets to guide them to make the best out of this experience. I first need to know about them; what kind of ride they want, what is the timing that will achieve the best result, when is it worth the money for the “fast pass”. With a game plan and their ideal purchase in mind, we have our adventure.  

Can the buyer purchase a plane on their own? Yes, I guess, but if you’ve never been here before or it it’s not something you do often, you can have the same result as a bad day at Six Flags; easily overpaying for things you don’t really need or want; wait an inexorably long time for a lackluster result, or the whole experience can simply make you nauseated.  

Very few of our clients buy their homes without a realtor. Such is brokerage. 

Memorable Moments 

Q: Can you recall a particularly memorable or rewarding experience with a client? 

SB: The most memorable purchases were the ones that were the hardest; when you thought there was a possibility that you’d lose the plane or the client through no fault of your own, but you defied the odds, preserved the deal, saved the proverbial princess from the dragon and the audience … your client … witnessed you do it. I love the days I look over my shoulder and see a cape flapping in the breeze. 

One that really stands out is when I helped a client buy a plane from Australia. It was like conducting a symphony—coordinating an inspection halfway across the globe, working with an overseas seller, a required life raft not where it was supposed to be for pickup on the multi day flight home over multiple oceans, and handling all the export/import logistics. To top it off, we had to make sure the buyer completed his dual instruction in time for insurance purposes, which meant shrinking a two-week timeline down to just a few days, in order for him to fly his plane back himself to the U.S. Imports are always the hardest to manage when trying to maintain a timetable as you are consistently at the mercy of government agencies.  

The best and most rewarding part of this sale, though, didn’t happen for me until several months later when the buyer shared with me the film he had made of his adventure. He had so much footage that he had the movie professionally compiled and edited. Seeing my passion for aviation reflected in the spirit of my clients and friends makes this job, not a job, rather a subsidized hobby. 

The Passion 

Q: What aspect of aviation are you most passionate about, and how does that influence your work? 

SB: Aviation is the Wild West of possibilities, and I’m all about helping people wrangle those opportunities. But I’ll be real with you—it’s not just about the planes or the flying, it’s about the people. I love being around passionate individuals who are excited about their next aircraft. It’s not just the money (there’s money to be made!); it’s more about the thrill of guiding someone through what might be the most exciting purchase of their life.  

As a pilot, selling fractional ownership was always marginally disappointing as the buyers would walk up the stairs and turn right with zero appreciation for what was up the stairs and to the left. When selling for the manufacturer, the disappointing parts were the quantity of people involved in the decision with various agendas that were separate from the merits of the aircraft; selling to a corporate operator who is largely dispassionate about appreciating the unique attributes of the plane I was selling; not spending their own money where a more critical evaluation put my skills to work; and they are likely to just buy what they did before because it is like pressing the “easy button”. 

The Lone Mountain family of salespeople and clientele is, generally, full of people with a passion for aviation. Our aircraft buyers often want a critical evaluation of their next plane and appreciate that aircraft’s unique qualities making it the best choice for their company and/or family. I love living in this world, sharing my expertise when the clients are ready to make that next step. This strips the chaff from my previous professional roles. I feed off the excitement and direction of my clients. 

When you take away the spreadsheets and paperwork, at the core of it, we’re all just people who love to fly. And I get to be the guy who helps them take that next step. 

Q: Any personal aviation experiences that left a lasting impact? 

SB: Definitely. One of the most impactful experiences was flying with my Uncle Jack in his King Air. We were heading back from a family funeral, and this was my first flight in a private aircraft. Jack allowed me to sit right and it was a beautiful, picturesque day on the departure, but a bit more harrowing on the return flight in heavy IFR.  

I saw Uncle Jack spinning dials, and nobs; talking to ATC in a language that I couldn’t understand but desperately wanted to, meanwhile the only thing I could see during the night flight home was the reflection of the nav lights in the clouds. I knew enough to keep quiet as Jack was clearly concentrating but I could tell we were descending and slowing but there was no runway in sight. I heard the beep of the outer marker and didn’t know what that meant. I finally voiced my concern to Uncle Jack “How are we going to land if we can’t see?” “Just wait” he said in a calm and soothing voice, responding to the anxiety in mine. The dot-duuu, dot-duuu, dot-duuu, dot-duuu, dot-duuu, dot-duuu, of the middle marker of the ILS grew in volume and intensity then, BOOM, we broke out of the clouds and I saw the brilliance of the runway picture, breaking protocol and silence, involuntarily cooing “cooooool!” as Jack kicked in a little rudder and we landed gently. 

I see that runway picture in my dreams to this day. That phase of flight puts a smile on my face every time. 

Favorite Aircraft 

Q: Do you have a favorite type of aircraft among those you’ve sold or financed? 

SB: I was with Bombardier when the Lear 45 was the hottest Super-Light jet ever built and also when the Challenger 300, previously the Continental, was on the drawing board.  

I was later with Embraer when the famed Phenom 300 became the best-selling aircraft for nearly a decade running, then when the Legacy series, now Praetor, was under development and delivered four years later. I know this doesn’t narrow the field nor answer the question directly, other than to say that I appreciate those aircraft the most as I feel I was a part of their success and their history. 

Q: Any advice for first-time aircraft buyers? 

SB: Yeah, if you’re having to justify chartering the plane or splitting ownership to make it work, don’t buy it. Aircraft ownership is a big deal, and while the financials are important, you should be excited about the experience, not just crunching numbers.  

There is a reason that a small plane that may only have a 2-state range and a 3-cabin zone aircraft that can go around the world in one stop both cost $5 million. You need to understand why or you will make a huge mistake.  

You may not need me in the future, but, if it’s your first purchase, you need me now.  

You can meet up with Spencer at this year’s NBAA-BACE in Las Vegas, Nevada. The convention takes place October 22 – 24, 2024. To connect with Spencer, you can email him at sbain@lmajets.com.