APRIL 2015 3.95 US VOLUME 19 NUMBER 4 - Twin And Turbine
F O R T H E P I L O T S O F O W N E R - F L O W N , C A B I N - C L A S S A I R C R A F TVOLUME 19 NUMBER 4APRIL 2015 3.95 USWhere Are We Now?Making It To The AlternateFlying The Pilatus PC-12NGNBAA FocusFlying TiredMARCH 2015 TWIN & TURBINE 1
The Worldwide General Aviationowner/operators and chief pilots of these aircraTOTAL MARKET COVERAGEJETSCHIEF PILOTS & OWNERSAircraft 99AIRBUS ACJ319ASTRA 1125ASTRA 1125SPASTRA 1125SPXBEECHJET 400BEECHJET 400ABOEING BBJCHALLENGER 300CHALLENGER 600CHALLENGER 601-1ACHALLENGER 601-3ACHALLENGER 601-3RCHALLENGER 604CHALLENGER 800CITATION 500CITATION 525CITATION BRAVOCITATION CJ1CITATION CJ1 CITATION CJ2CITATION CJ2 CITATION CJ3CITATION ENCORECITATION EXCELCITATION ICITATION I/SPCITATION IICITATION II/SPCITATION IIICITATION MUSTANGCITATION S/IICITATION SOVEREIGNCITATION ULTRACITATION VCITATION VICITATION VIICITATION XCITATION XLS2 TWIN & 2DIAMOND IDIAMOND IADORNIER ENVOY 3ECLIPSE EA500EMBRAER LEGACY 600EMBRAER LEGACY 650EMBRAER PHENOM 100EMBRAER PHENOM 300FALCON 10FALCON 100FALCON 200FALCON 2000FALCON 2000EXFALCON 20CFALCON 20C-5FALCON 20DFALCON 20D-5FALCON 20EFALCON 20E-5FALCON 20FFALCON 20F-5FALCON 50FALCON 50-40FALCON 50EXFALCON 900FALCON 900CFALCON 900EXGLOBAL 5000GLOBAL EXPRESSGULFSTREAM G-100GULFSTREAM G-200GULFSTREAM G-300GULFSTREAM G-400GULFSTREAM G-450GULFSTREAM G-500GULFSTREAM G-550GULFSTREAM G-IGULFSTREAM G-IIGULFSTREAM G-IIBGULFSTREAM G-IIIGULFSTREAM G-IVGULFSTREAM G-IVSPGULFSTREAM 515265195314933577946281724342621HAWKER 1000AHAWKER 125-1AHAWKER 125-1ASHAWKER 125-3A/RAHAWKER 125-400AHAWKER 125-400ASHAWKER 125-400BHAWKER 125-600AHAWKER 125-600ASHAWKER 125-700AHAWKER 4000HAWKER 400XPHAWKER 750HAWKER 800AHAWKER 800BHAWKER 800XPHAWKER 800XPIHAWKER 850XPHAWKER 900XPJET COMMANDER 1121JET COMMANDER 1121BJETSTAR 731JETSTAR IIJETSTREAM 31JETSTREAM 32JETSTREAM 41LEARJET 23LEARJET 24LEARJET 24ALEARJET 24BLEARJET 24DLEARJET 24ELEARJET 24FLEARJET 25LEARJET 25BLEARJET 25CLEARJET 25DLEARJET 28LEARJET 31LEARJET 31ALEARJET 35LEARJET 35ALEARJET 76LEARJET 36ALEARJET 40LEARJET 45LEARJET 45XRLEARJET 55LEARJET 55BLEARJET 55CLEARJET 60PREMIER ISABRELINER 40SABRELINER 40ASABRELINER 40ELSABRELINER 40RSABRELINER 60SABRELINER 60ASABRELINER 60AELXMSABRELINER 60ELXMSABRELINER 60EXSABRELINER 60SCEXSABRELINER 65SABRELINER 75SABRELINER 80SABRELINER 80SCWESTWIND 1WESTWIND 1123WESTWIND 1124WESTWIND 2TURBO PROPSCHIEF PILOTS & OWNERSAircraft Count27510873342211430359215922CARAVAN 208CARAVAN 208BCARAVAN IICHEYENNE 400CHEYENNE ICHEYENNE IACHEYENNE IICHEYENNE IIICHEYENNE IIIACHEYENNE IIXLCHEYENNE IVAPRIL 2015House AdFull Page4/C Ad
ion & Business Aviation Marketsaircraft ALL RECEIVE Twin &Turbine every monthDo you want your marketing messageto reach these key decision makers?It will when you advertise in Twin & TurbineHouse AdFull Page4/C 236629532160316727816017112912204914CONQUEST ICONQUEST IIKING AIR 100KING AIR 200KING AIR 200CKING AIR 200TKING AIR 300KING AIR 300LWKING AIR 350KING AIR 350CKING AIR 90KING AIR A/B90KING AIR A100KING AIR A200KING AIR A90KING AIR A90-1KING AIR B100KING AIR B200KING AIR B200CKING AIR B200GTKING AIR B200SEKING AIR B200TKING AIR B90KING AIR C90KING AIR C90-1KING AIR C90AKING AIR C90BKING AIR C90SEKING AIR E90KING AIR F90KING AIR F90-1MERLIN 300MERLIN IIAMERLIN IIBMERLIN IIIMERLIN IIIAMERLIN IIIBMERLIN 79899141153182265127129113581623MERLIN IVMERLIN IV-AMERLIN IV-CMITSUBISHI MARQUISEMITSUBISHI MU-2DMITSUBISHI MU-2FMITSUBISHI MU-2GMITSUBISHI MU-2JMITSUBISHI MU-2KMITSUBISHI MU-2LMITSUBISHI MU-2MMITSUBISHI MU-2NMITSUBISHI MU-2PMITSUBISHI SOLITAIREPILATUS P-12PILATUS PC-12 NGPILATUS PC-12/45PILATUS PC-12/47PIPER 700P AEROSTARPIPER MERIDIANROCKWELL 680T TURBOROCKWELL 680V TURBO IIROCKWELL 680W TURBO IIROCKWELL 681 HAWKSOCATA TBM-700ASOCATA TBM-700BSOCATA TBM-700C1SOCATA TBM-700C2SOCATA TBM-850SOCATA TBM-900STARSHIP 2000ATURBO COMMANDER 1000TURBO COMMANDER 690TURBO COMMANDER 690ATURBO COMMANDER 690BTURBO COMMANDER 840TURBO COMMANDER 900TURBO COMMANDER 980TWIN PISTONOWNERSAircraft Count9 ADAM A5001550 BARON 58479 BARON 58P137 BARON 58TC5 BARON A56TC142 BARON G5843 BEECH BARON 56 TC2 BEECH BARON 58 PA217 BEECH DUKE B60193 CESSNA 340556 CESSNA 340A120 CESSNA 402BBUSINESS LINER64 CESSNA 402C38 CESSNA 404 TITAN288 CESSNA 414374 CESSNA 414ACHANCELLOR72 CESSNA 42161 CESSNA 421A454 CESSNA 421B757 CESSNA 421C66 CESSNA T303124 PIPER 601P AEROSTAR29 PIPER 602P AEROSTAR465 PIPER CHIEFTAIN28 PIPER MOJAVE870 PIPER NAVAJO24 ROCKWELL 500 SHRIKE33 ROCKWELL 500A SHRIKE69 ROCKWELL 500B SHRIKE46 ROCKWELL 500S SHRIKE8 ROCKWELL 500U SHRIKE28 ROCKWELL 520COMMANDER15 ROCKWELL 560COMMANDER21 ROCKWELL 560ACOMMANDER17 ROCKWELL 560ECOMMANDER11 ROCKWELL 560FCOMMANDER36 ROCKWELL 680 SUPER17 ROCKWELL 680E19 ROCKWELL 680FCOMMANDER22 ROCKWELL 680FL GRANDCOMMANDER14 ROCKWELL 680FLPGRAND LINERHIGH PERFORMANCEMOVE-UP SINGLESOWNERSAircraft Count25049371448265812714240387BEECH BONANZACESSNA 182CESSNA 206CESSNA P210NCESSNA P210RCESSNA T182CESSNA T206CIRRUS SR22PIPER MALIBUPIPER MALIBU MIRAGE37,744 TOTALAIRCRAFTJohn Shoemaker, Advertising Director2779 Aero Park Drive P.O. Box 968 Traverse City, MI 49685-0968(800) 773-7798 (231) 946-3712 Fax: (231) 946-9588E-mail: john.shoemaker@VPDemandCreation.com www.twinandturbine.comAPRIL 2015 TWIN & TURBINE 1
Simcom Training CentersFull Page4/C AdbeTw2 TWIN & TURBINEAPRIL 2015
ContentsEDITORLeRoy CookEDITORIAL OFFICE2779 Aero Park DriveTraverse City, MI 49686Phone: (660) 679-5650E-mail: cookleroy@juno.comPUBLISHERSJ. Scott LizenbyDave MoorePRESIDENTDave MooreCFOJ. Scott LizenbyPRODUCTION MANAGERMike RevardPUBLICATIONS DIRECTORSteve SmithGRAPHIC DESIGNMichael McCattyADVERTISING DIRECTORJohn ShoemakerTwin & Turbine2779 Aero Park DriveTraverse City, MI 49686Phone: 1-800-773-7798Fax: (231) 946-9588johns@villagepress.comREPRINT SALES DIRECTORMEDIA COORDINATORADVERTISING ADMINISTRATIVEASSISTANTBetsy BeaudoinPhone: IBER SERVICESDeb NeumanKathy ErleweinMaria MellbergSan Juana FisherP.O. Box 968Traverse City, MI 496851-800-447-7367COVER PHOTOPhoto Courtesy of PilatusBusiness Aircraft, Ltd.APRIL 2015 VOL. 19, NO. 4FE A T UR E S4EditorialLooking Back8The Majestic Pilatus PC-12NGA New Generation of PC-12’s– Todd Hotes16Where Are We Now, Exactly?Don’t Rely On The Automation822AlternatesA Florida Thunderstorm CausesUnplanned Diversions– Gary “Waldo” PeppersTwin Proficiency2224Fatigue Awareness– Thomas TurnerFrom The Flight Deck26Kite Tales– Kevin R. Dingman29NBAA Focus2436En Route:Tom Turner To NAFIJumpstart GA 2000Twin Commander UniversityPiper Launches M50039Ad Index2640On FinalSometimes, Slow Is Better– David MillerTWIN & TURBINE WEBSITEwww.twinandturbine.com Search for the MediaWire appon your iPad. Issues ofTwin & Turbine are available for freewww.twinandturbine.com40Twin & Turbine (ISSN 1945-6514), USPS 24432 is published monthly by Village Press, Inc. with advertising offices located at 2779 Aero Park Drive, Traverse City, Michigan49686. Telephone (231) 946-3712. Printed in the United States of America. All rights reserved. Copyright 2015, Village Press, Inc. Periodical Postage Paid at Traverse City, MI.SUBSCRIPTIONS: Twin & Turbine is distributed at no charge to all registered owners of cabin-class aircraft. The mailing list is updated monthly. All others may subscribe by writingto: Twin & Turbine, P.O. Box 968, Traverse City, MI 49685, or by calling 1-800-447-7367. Rates for the United States and its possessions follow: one year 29.95; two years 52.50.Canadian subscriptions are 15 per year additional, including GST tax. Overseas subscriptions are 30 per year additional, U.S. funds. Single copies 3.95.ADVERTISING: Advertising in Twin & Turbine does not necessarily imply endorsement. Queries, questions, and requests for media kits should be directed to the Advertising Director,Twin & Turbine, P.O. Box 968, Traverse City, Michigan 49685. Telephone 1-800-773-7798. Website: www.twinandturbine.com.MANUSCRIPTS: Twin & Turbine assumes no responsibility for unsolicited manuscripts, photographs, or art work. While unsolicited submissions are welcome, it is best toquery first and ask for our Writer’s Guidelines. All unassigned submissions must be accompanied by return postage. Address queries and requests for Writer’s Guidelinesto the editor.POSTMASTER: Send address changes and inquiries to Twin & Turbine, Village Press, Inc., P.O. Box 968, Traverse City, MI 49685.APRIL 2015 TTWINWIN && TURBINETURBINE 3
editor’sbriefingLooking BackIt doesn’t take long. As soonmy logbook are testimony that I did find the airport in anas pilots accumulate a fewunexpected snowstorm, or that it did take twice as long tohundred flying hours, theycome back home as it did to fly out.begin to leaf back through theirlogbooks, reminiscing over planesflown, places seen and peoplenoted. I remember filling up myfirst slim volume of carefullyannotated minutia (truly, therewere some flights logged in indigence-mandated minutes)and turning through the pages before tossing it on the shelf.Looking back is not just for the aged, but for anyone who’son a journey.In my very earliest days, I made entries in aircraft logbooks,as well as my own, because some of the older planes weren’tequipped with recording tachometers. Each pilot dutifullyentered the time flown, to keep track of oil changes, landingsand fuel consumed.To create a useful record, it’s important to be dead-honestabout one’s logbook entries – for yourself, if no one else. I donot, for instance, log pilot time unless I fulfill a takeoff/landingduty, which is why there’s no helicopter time in my books,even though I’ve spent many hours en route under rotor,I don’t know how one flips through electronic records. Asperforming as a human autopilot. As a glaring FAA inspectora print-and-ink guy, I’ve always been a scrivener, reluctantlyonce told me, holding a ballpoint pen in his hand, “Ya know,accommodating a computer keyboard only after the officethis pen can write anything in a logbook.” His point was well-scanner no longer recognized my flawed typing. The pleasuretaken, and you and I have probably seen considerable P-51of recalling experiences can no doubt be drawn from digital(as in Parker 51 fountain pen) time in logs we’ve scrutinized.entries as well as handwritten ones, perhaps linked toTake pride in keeping clean records, so you can look back atadditional files.them as the gospel truth.Why are we interested in going back into the archives ofAs do many senior birdmen, I no longer log the routineairplane types and stops made? Sometimes it’s curiosity,runs in detail, or keep track of time-in-type. But my logs stillwanting to verify something we think we’ve done, but aren’tcontain significant mementos of chasing jackrabbits afterdead-sure of. Have I really flown that N-number, way backhigh-elevation takeoffs, deviating around storms, and makingwhen? Did I fly during the ATC strike in 1981, and where wasunplanned diversions to out-of-the-way airports. Looking backI flying around September 11 of 2001?is habitual and infectious. It can also be productive, as a wayLearning is the transfer of knowledge gained throughexperience, and sometimes we make the transfer by personalrecall, not solely by absorbing it from others. The trips in4 TWIN & TURBINEto avoid repeating the mistakes we’ve made.LeRoy Cook.EditorAPRIL 2015
Rockwell CollinsFull Page4/C AdAPRIL 2015 TWIN & TURBINE 5
Rockwell CollinsFull Page4/C Ad6 TWIN & TURBINEAPRIL 2015
Rockwell CollinsFull Page4/C AdAPRIL 2015 TWIN & TURBINE 7
Pilatus PThe Majesticby Todd HotesThe Pilatus PC-12 is a majesticlooking airplane, standing14-feet tall with a 53-footwingspan. Its footprint rivals thatof a small to mid size jet, but it’snot. It’s a single-engine pressurizedturboprop. The latest version, thePC-12/47E, also known as the NG(Next Generation), was introduced in2008. Yes, its price tag may approachthat of a small jet. However, this iswhere the similarities end. In thecase of the NG, the profit is in thepurchase.Described as the high-performancesport utility vehicle of the sky, thePC-12NG provides a high ratio ofcost to performance. Boasting 330cubic feet of cabin space, a 4' 5" x4' 4" cargo door, and an increasedmaximum takeoff weight of 10,450lbs (compared to 9,920 lbs in theprevious model), the PC-12NG,and all of its predecessor upgrades,delivers the ability to carry a heavy8 TWIN & TURBINEpayload across a vast expenseof earth, at a reasonable speed.Dependable, efficient, and eloquentare just a few adjectives that describethe NG. Propelled by the large,dependable Pratt and Whitney PT6A67P engine, and with a glide ratio ofalmost 2.4 nm per thousand feetAGL, the fear of an aircraft havingonly one engine quickly subsides.With intelligent piloting, combinedwith the reliability of the engine, thePC-12NG is as safe (arguably safer)as any aircraft of its size.APRIL 2015
s PC-12NGA New Generationof PC-12’sAPRIL 2015 TWIN & TURBINE 9
I’ve now flown the NG for almostfive years; the airplane never ceasesto amaze me. Whether it’s theperformance on any particular day,the flexibility of suitable airfields(including unpaved airstrips), or thereliability of the airframe, the NGalways delivers what we’ve grownto expect from the Pilatus. If you’relooking for a personal airplane, thisis it. If you’re looking for a cargohauler, this is also it. And if you’relooking to maximize business travel,well, this is it, too. It’s a horse ofmany different colors, and this iswhat sets the airplane apart. Followalong, as I walk through differentstages of flight to describe the PilatusPC-12NG. But first, let’s note thedifferences among previous models.Old Dog, New TricksInitially appearing in 1995, thePC-12/41 had a gross weight of 9,036lbs, quickly upgraded to 9,920 lbswith stronger landing gear as thePC-12/45. Pilatus deserves muchcredit for providing retrofits for10 TWIN & TURBINEolder airplanes to bring them uplater standards. Larger winglets in1998, panel changes in 2001 andthe increase in gross weight in 2006to create the PC-12/47, continuedthe upgrades. Pre-NG aircraft usedthe PT-6A-67B engine, limited to1,000-shp after five minutes.The NG has had a few significantupgrades over the earlier modelPC-12s. For one, the airplane nowcomes standard with the HoneywellPrimus Apex Integrated AvionicsSystem. Very robust, the avionicspackage includes four 10-inchreversionary screens that can easily bereconfigured in the event of a failure.The screens are arranged in a “T”shape, with two PFD’s on either sideof the upper MFD and one additionalMFD below that. The information isdivided in quadrants for easy viewingand interpretation. Maneuveringaround the system is made easy witha cursor control device, in additionto the standard joystick, which helpstremendously in turbulent conditions.Housed in the modular avionics unit,subsystems controlled by computersand line-replaceable modules allowthe integrated avionics system toproduce easy-to-manage information,system functionality, and graphicaldepictions.Moreover, the NG also benefitedfrom new winglets (for a myriadof efficiencies), a rudder/aileroninterconnect (for improved lateralstability and coordination), servotabs on the aileron (introducedon the PC-12/47 for boostedroll performance), and lastly, asmentioned earlier, increased powerfrom the PT6A-67P engine, capableof 1,845-shp but flat-rated to acontinuous 1,200-shp by Pilatus,coupled to the increased maximumtakeoff weight (MTOW) of 10,450 lbs.All of these upgrades have continuedto make the NG a formidable playerin both the turboprop and light-tosmall jet markets.OperationallyThe PC-12NG handles as well asshe is beautiful. With all of the newAPRIL 2015
upgrades, versatility is unsurpassed.Whether the mission is flying in acongested terminal environment,where adaptability in airspeed andautomation are paramount, usingunimproved airfields, with help fromtrailing link gear and large tires,or flying in mountainous terrain,requiring agility and ultimate pilotcontrol, the NG has you covered, forrather reasonable fixed and variableoperating costs. The aircraft doesn’tsatisfy every mission profile, but ithas quite a large operating envelope.Powering up the PC-12NG gives thefeeling of being in a larger aircraft.Its sights, sounds, and spaciouscockpit, along with the ergonomicsand “switchology”, resemble that ofa “big airplane”, albeit, a single-pilotfriendly one. Pilatus and BMW havegone to great lengths to design thecockpit (and cabin) with eloquence,durability, and functionality in mind.Cockpit organization is made easywith side storage areas for papercharts, mini drawers behind eachseat to fit Jeppesen-binder sizeitems, coat hooks aft of the seat,cup holders for the ever-importantcup of coffee, and cockpit lightingin just the right places. The cabinisn’t too shabby either; it’s usuallyconfigured with four club-facingseats and two forward-facing seats,plus room for two more, with accessto entertainment.Power-up is simple, but properprocedures need to be followed,due to start-up logic withinthe computers. Along the samelines, using a ground power unitfor preloading the flight plan/performance information, as wellas ground heating and cooling,gives the feel of a larger airplane.Be that as it may, the airplane doeshave two NICAD batteries that arefully capable of battery starts: Onepowers the starter/generator and theother provides power to maintainessential systems during start.David Clark CompanyHalf Page4/C AdNashua Flight SimulatorSixth Page4/C AdTaking to the SkyTaxiing the NG is fairly easy,despite its size. Although it appearsAPRIL 2015 TWIN & TURBINE 1 1
SPECIFICATIONSPilatus PC-12NGto have a very long nose, the sightpicture from the pilot seat makes itrelatively easy to see everything infront of you. With the help of brakes,turning radius is a reasonable 32feet, wing tip to wing tip. Similarly,it’s an easy airplane to taxi in andout of small spaces, thanks to alarge viewing range and easy “tribalknowledge” aircraft reference marksto locate the position of tires, etc.Additionally, the aircraft’s lightingmakes it easy to see and be seenat night. Having a large prop withbeta control also limits the requiredbraking, so as to facilitate smoothand steady taxiing. There is noseparate propeller control.After completing the beforetakeoff checklist and ensuring thatthe “takeoff configuration” Crew12 TWIN & TURBINEAlerting System (CAS) messageis extinguished, you’re ready toadvance power. With 1,200 shpcoming to life, torque is strong. Rightrudder to counteract the pullingtendency is necessary, althoughsteadily advancing power reducesthe extreme pull. Power responseis smooth and, with the help of thetorque limiter, takeoff power is seteasily. Unlike older models of thePC-12, the NG’s flat rating means thetime limit for power reduction is athing of the past. Observing propertemperature limits, however, mustbe maintained. Once off the groundwith flaps and gear retracted, theaircraft accelerates nicely. With thehelp of the yaw damper and autopilotcontrol of the rudder trim, ruddercontrol takes little effort.PowerplantPratt & Whitney Canada PT6A-67PSeats 8-11Fuel 402 gal.PerformanceCertified ceiling 30,000 ft.Max. cruise speed 280 ktsStall speed 67 ktsTakeoff distance 2,650 ft(50 ft. obstacle)Landing distance 1,830 ft(50 ft. obstacle)Max. range (w/reserve) 2,210 n.mi.Climb rate 1,920 fpmWeightsRamp 10,495 lbMTOW 10,450 lbZero Fuel 9,039 lbMax. landing 9,921 lbEmpty 6,602 lbUseful load 3,893 lbDimensionsWingspan 53.33 ftHe
193 cessna 340 556 cessna 340a . 64 cessna 402c 38 cessna 404 titan 288 cessna 414 374 cessna 414a chancellor 72 cessna 421 61 cessna 421a 454 cessna 421b 757 cessna 421c 66 cessna t303 124 piper 601p aerostar 29 piper 602p aerostar 465 piper chief tain 28 piper mojave
2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 . Removal handle Sound output / wax protection system. 11 Virto V-10 Custom made shell Battery door Volume control (optional) Push button Removal handle . Before using
April 3rd Raise the Flag for Autism SOM Assemblies April 6th and 20th Sundaes for Kids April 10th Carousel Players (1-4) April 13th Spirit Day – Patterns! April 14th Good Friday April 17th – Easter Monday April 18th HepB/HPV shots – Gr. 8 April 25-28th Scholastic Book Fair April 25th Gr. 3-6 to Wizard o
Alter Metal Recycling . 13 . 9/21/2015 156.73 9/24/2015 66.85 9/27/2015 22.24 9/30/2015 35.48 10/3/2015 31.36 10/6/2015 62.97 10/9/2015 36.17 10/12/2015 80.48 10/15/2015 84.99 10/18/2015 90.93 10/21/2015 82.
Phonak Bolero V70-P Phonak Bolero V70-SP Phonak Bolero V50-M Phonak Bolero V50-P Phonak Bolero V50-SP Phonak Bolero V30-M Phonak Bolero V30-P Phonak Bolero V30-SP CE mark applied 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 2015 This user guide is valid for: 3 Your hearing aid details Model c
Course Calendar. This is a tentative outline, and the instructor reserves the right to make changes as she deems necessary. Week Date (Mon – Sun) Activity 1 April 5 – April 11 April 11, Sunday: Lecture. 2 April 12 – April 18 3 April 19 – April 25 4 April 26 –
EMPLOYMENT/UNEMPLOYMENT DATA. . . 36 . Bill Galvin Alderperson April 2024 Craig Stevens Alderperson April 2024 Steven Campbell Alderperson April 2024 Randy Scannell Alderperson April 2024 Chris Wery Alderperson April 2024 Brian Johnson Alderperson April 2024 Mark Steuer Alderperson April 2024 Melinda Eck Alderperson April 2024
BeeLines April 2017 3 State Apiarist's schedule April 3: Washington County. April 6: Wild Ones. April 8: Queen Production Workshop, Somerset. April 13-14: Williams Queen Production Workshop. to do a quick inspection before money changes hands. April 18: Breckinridge County. April 24-25: Honey Bee Health Coalition. April 28: Campbellsville University Earth Day
Written Questions Due No Later Than (NLT) January 28, 2015 Written Answers Due/Posted to Website NLT February 19, 2015 Proposals Due NLT March 20, 2015 11:00am Proposal Evaluation/Presentations as required March 25, 2015 thru April 7, 2015 Vendor Best & Final Discussions, as required April 13, 2015 thru April 17, 2015 .
