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Garmin VNV

ByHank Gibson April 19, 2017

The Garmin G1000/Perspective combined with the Garmin GFC 700 Autopilot can be a great tool in descent planning.  When you want to end up at pattern altitude a certain distance from the airport or you get a clearance to cross a fix at a certain altitude, Garmin VNV is a great tool.  Here’s how to use it.

VFR Garmin VNV Use

Let’s say you want to end up at pattern altitude 3nm from your destination, but you don’t want to descend down into the bumps before you have to.  Here’s how to set it up:

• Go to the Flight Plan page on the MFD
• Press the ATK OFST soft key on the bottom of the MFD.  It stands for Along Track Offset, which, in laymen’s terms, means you are setting a point along your track a certain distance from your destination.  In this case, it will be 3nm
• Input the distance using either the keypad or the small FMS knob and press enter
• Select the altitude you want to be at (in this case pattern altitude) and press enter
• You will see a point 3nm before you destination appear on your magenta line and a Top Of Descent (TOD) appear where you need to start your descent
• 1 minute before the Top Of Descent, an indicator will appear next to your altimeter
• To have the GFC 700 Autopilot fly the descent for you, you have to do two things
  • Set the Altitude bug for the desired altitude
  • Press VNV on the autopilot
• All you have to do now is manage power

IFR Garmin VNV Use

Let’s say you are told to cross a fix at a specific altitude.  Here’s how to use Garmin VNV to plan it out.

• Go to the Flight Plan page on the MFD
• Turn the cursor on and highlight the altitude blank next to the fix in the flight plan
• Input the desired altitude
• You will see a Top Of Descent (TOD) point appear along your course where you need to start your descent
• 1 minute before the Top Of Descent, an indicator will appear next to your altimeter
• To have the GFC 700 Autopilot fly the descent for you, you have to do two things
  • Set the Altitude bug for the desired altitude
  • Press VNV on the autopilot
• All you have to do now is manage power

Aviation News: The Formation of ONE Aviation

ByHank Gibson April 30, 2015May 1, 2015

Earlier this month, Eclipse Aerospace and Kestrel Aircraft merged to form ONE Aviation.  Most pilots are familiar with Eclipse, who makes the Eclipse 550 jet, but not many have heard of Kestrel Aircraft.

Kestrel Aircraft is run by Alan Klapmeier, co-founder of Cirrus Aircraft and brother to Dale Klapmeier, who still runs Cirrus.  Klapmeier joined Kestrel in 2010 and brought innovation to the K350 Turboprop design that Kestrel was developing.  Kestrel has been lacking in investors to further their project, but the merger will help a lot in getting more funding.  Klapmeier assumed the CEO role for ONE Aviation.

The merger will also help bring more innovations to the Eclipse 550.  The original Eclipse Jet was a miserable failure and the company went into bankruptcy in 2009. The Eclipse Jet came back to market in 2013 as the Eclipse 550 with many much needed improvements, including making GPS a standard amenity.

Klapmeier and his genius will lead ONE Aviation in good directions.  The K350 will come to market a lot sooner as more investors will be drawn to the company, while the Eclipse 550 will continue to see new and innovative developments.

Fuel Planning

ByAndrew Robinson December 2, 2015February 11, 2016

A few years ago I took off out of Chicago’s Dupage airport (KDPA) in a Bonanza headed for Deck Airport (9D4), a small uncontrolled airport about 60nm to the west of Philadelphia. It was late November and, unfortunately, due to some unexpected ice, I found myself flying a significant portion of the flight at 4-5,000 feet instead of the 11,000’ at which I had originally planned. This was an issue because I was burning significantly more fuel at 4,000’ than I would have at 11,000’. I did my fuel planning math and came to the conclusion that I would still make it to 9D4 with the required minimums. On I flew, watching the number on the totalizer decrease.

I arrived at 9D4 after dark. Although I didn’t think I would need one, I ended up having to fly an approach to get down below the cloud deck. My troubles weren’t over. After breaking out of the clouds, I was terrified to realize that the runway lights weren’t working.

Now, I had a problem. I was in a relatively unfamiliar area in marginal VFR at night and I was quickly running out of options as far as my fuel was concerned. Fortunately for me, 9D4 is located 14nm north of Lancaster Airport (KLNS), which is a towered airport with very nice approaches and facilities. Also working in my favor was the fact that Lancaster was reporting VFR. I headed as quickly as I could for Lancaster and landed uneventfully.

When I landed I had the required fuel minimums on the airplane, but I managed to scare myself pretty thoroughly. I realized that while I had been forced to deal with some unexpected complications: icing forcing me down several hours before my planned descent and inoperative runway lights that were not listed in the airport NOTAMs. I was very blessed that Lancaster was so close by and that I was able to land without having make an approach. Had LNS not been VFR, I could have easily burned through another 15 minutes of fuel maneuvering for and executing an approach. If, for some reason I’d had to go missed or perform a hold, I would have gone through my remaining fuel pretty quickly. To me, this is a classic example of “just because it’s legal, doesn’t mean it’s safe.” I realized I needed to change how I did my fuel planning.

Since then, I have enforced a personal minimum: 18 gallons must be on the Bonanza at the time I reach my destination. If things change un-expectedly enroute and I realize I won’t make it to my airport with at least 18 gallons, I stop. I had always tried to have an hour of fuel on board as a reserve, but having a hard number is an easy way for me to make decisions.

Having a fuel totalizer installed in an airplane is a really nice way to upgrade the panel and give the pilot a clearer idea of how much gas is being burned/ how much is remaining. The totalizer installed in our Bonanza is a JPI Fuel Flow 450. It has a lot of nice features which make fuel management chores much easier. If a totalizer is something that you are considering installing in your aircraft, or if you have one already, here are a few things that I’ve learned from my experience flying with them.

 

• While helpful, don’t rely too heavily on the totalizer to do your fuel math for you. Similar to the negative effect that using GPS navigation can have on a pilot’s ability to navigate via a chart, over dependence on digital fuel systems can lead to problems. A fuel totalizer should be telling you what you already know, not doing all your math for you. Do your fuel math and confirm it with the totalizer. If it failed, you should still know how much you have and how much is needed.

• Likewise, don’t rely completely on the accuracy of a totalizer. Technology isn’t perfect, and if the instrument isn’t quite calibrated correctly, the numbers could be wrong. Fuel information is absolutely critical, and thus warrants constant monitoring and double checking. When you do arrive at your destination, keep track of how much fuel the airplane takes and compare it to the numbers on the totalizer to verify its accuracy.

• Unless you are flying an airplane which has a “both” setting, you will still need to be keeping track of how much fuel is available in the aircraft’s individual tanks. For example: our Bonanza has two tanks, but the totalizer doesn’t keep track of that information. If I don’t remember to switch tanks, I can run one completely dry and the digital read out will indicate the remaining gas in the other tank. The totalizer won’t indicate anything about the individual tank quantity until the engine quits and the flow drops to zero.

 

Pictured below on the left is a fuel selector from a Piper Aerostar. The airplane has two selector valves and three fuel tanks. While the system is not difficult to use, it does require proper understanding and regular monitoring to ensure that the fuel is distributed correctly. The picture on the right is the selector out of an A36 Bonanza. I love the simplicity of the Bonanza’s fuel system, but it still takes attention and intention on the part of the pilot to keep track of how much gas is available on either side.

 

• The JPI unit that we have installed on our airplane even has an “hours and minutes remaining” screen as well as a “fuel required” screen. The totalizer actually talks to the GPS and is able to tell me how much gas I will need to get to my destination. Just remember that those numbers are computed only at the current flow and do not take into account the potential increases/ decreases in consumption which will occur as power settings are changed for descent and arrival into the airport. I may feel pretty good about my hours and minutes remaining when I’m sitting at 12,000 feet, but when center makes me descend to 5,000’ and I’m still an hour away from my destination, endurance will decrease. It also can’t take into account any additional flight time that may be required to shoot approaches, hold, or divert.

• Have you ever heard of “G.I.G.O?” It stands for “Garbage In, Garbage Out.” What it means is that the information which the fuel totalizer is giving the pilot is only as good as the information that the pilot gave it at the beginning of the flight. The totalizer in our Bonanza does not have any method of checking the quantity in the fuel tanks. At start up the pilot inputs the amount of fuel on board the airplane and the totalizer keeps track of how much is burned which is then subtracted from that inputted number. Ergo, if the amount of fuel is not updated or is incorrect, the fuel total numbers displayed will be inaccurate. If a pilot told the computer that the tanks had been topped off, but didn’t verify it, the fuel could be exhausted and the totalizer would still indicate that there was fuel available. It is, therefore, VERY IMPORTANT to confirm the airplane is fueled to the amount desired (visually if possible) and use the fuel gauges in the airplane to verify the accuracy of the totalizer.

• Use a timer: I like to use the timer on my phone to remind me when it is time to switch the fuel tanks. If I set the phone to vibrate and put it in my pocket, it will remind me to change tanks at the desired time if I haven’t remembered to otherwise. It’s also nice because I can write down exactly at what time (or quantity) I changed tanks so I can keep very accurate track of how much fuel I have in any given tank. This is especially helpful in airplanes that have more than two fuel tanks. Another option is setting the timer on a Garmin 430, 530, or G1000 to give an alert or message reminding the pilot to change tanks at a preset time.

 

It shouldn’t come as news to anyone that the importance of fuel planning cannot be overstated. I personally know multiple people who have run airplanes out of fuel because their planning wasn’t quite right or the weather changed and they were unwilling to take the time to stop. In the case of my Bonanza story earlier in this article, it was obvious to me before I even landed that I should have picked a fuel stop when it became apparent that I would arrive at my destination with less than my desired one hour margin.

The technology that we have now to help us keep track of our fuel usage is wonderful, but use it as an aid; not as your only source of fuel calculation. Remember to verify the amount of fuel on the airplane before you go because the number on the totalizer won’t mean anything if it doesn’t match the amount in the tanks! Above all, don’t be afraid to stop and get fuel when you need it. I’d rather have to tell the passengers that we need to stop for gas than deal with the potential consequences of running out.

Andrew Robinson is a 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania.  He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.

An Educational Runup

ByHank Gibson July 23, 2020July 17, 2020

When a pilot thinks of an engine runup in a single engine piston airplane, typically it is let’s find out if the engine is running rough or not, meaning a spark plug is fouled.  Believe it or not, there is a little more to learn from a runup than just checking the spark plugs.

A distinct advantage to having an engine monitor that monitors all EGTs and CHTs is you get a better idea of engine health.  When switching to one magneto or the other during the runup, all the EGTs should rise, showing that the temperature of the exhaust gas is going up from each cylinder.  This occurs because when running on only one magneto and one set of spark plugs in each cylinder, the mixture takes longer to burn, so, when the exhaust valve in the cylinder opens, the burn is still on going and this hits the EGT probe, causing a temperature rise.  An indication of a magneto failure in flight would be a rise in all the cylinders EGT without a change in mixture setting.

Now that we know what to look for when checking each magneto, what would one look for to show that there is a problem?  The basic that each student pilot is taught still applies.  The engine manufacturer puts a limit on RPM drop during the runup.  When checking one magneto or the other, watch for an excessive RPM drop.  If the RPM drops past the limit, this usually will be accompanied by engine roughness.

Why is that?  Let’s look at the cause for the excessive RPM drop.  For this, we need to go back to our EGT indicators.  Let’s say we have a 6 cylinder engine.  When the key is turned to the right magneto, the RPM drops 250 RPM and the engine gets very rough.  Look at the EGT gauge.  The cylinders where the spark plugs are firing normally will all show a temperature.  The cylinder (or cylinders) where there is no combustion, meaning a bad plug, will show no temperature.  This is because the mixture is just sitting in the cylinder and not igniting, therefore, no exhaust gases will be pushed out so there will be no EGT indication for that cylinder.  This is also how you tell a mechanic which cylinder to check for the bad plug.

It could also be a bad magneto.  If multiple cylinders EGT all drop, or the engine wants to quit entirely, you have a bad magneto or bad ignition harness.

What else can you learn during the runup?  Electrical system health is key, especially in all electric airplanes (meaning no vacuum system).  It’s a very good idea to turn on all the lights and pitot heat to ensure that a rise is indicated on the ammeter.  This means the alternator is carrying the load and working properly.

The next time you do your runup, keep an eye on your EGT to see the rise during a magneto check.

Textron Aviation’s New Single Engine Turboprop

ByHank Gibson May 29, 2016

An 8 seat, cabin class, single engine turboprop is set to come to market in 2018 from the new aviation conglomerate Textron Aviation (Textron owns Cessna, Hawker, and Beechcraft).  Details were announced last week at the European Business Aviation Conference and Exhibition.  The as yet unnamed aircraft will be equipped with Garmin’s G3000 avionics and will be outfitted with a GE 1,240 Shaft Horsepower engine.

The GE engine will be equipped with a FADEC (Fully Automated Digital Engine Control) computer that will allow the pilot to make all necessary power adjustments using just one lever.

Range will be about 1,600 miles at 285 knots, giving the airplane the same legs as a PC12 at slightly faster speeds, but a smaller cabin.  The cabin will be equipped with a belted lav if desired.

To read more, check out the AOPA Article here.

The Importance of Density Altitude

ByHank Gibson August 14, 2018August 14, 2018

Density Altitude:  Pressure Altitude corrected for non-standard temperature.

That’s the book definition of density altitude.  The problem is, that definition leaves a lot of general aviation pilots scratching their heads.  What really is density altitude?

All airplane engines rely on air and fuel mixing together, then that mixture is ignited to create combustion. Normally aspirated piston engine airplanes get their best performance at sea level, where the air is nice and thick, allowing plenty of air molecules to get sucked in the engine intake.  As a normally-aspirated airplane climbs, the ambient air pressure drops with an increase in altitude (the air gets thinner, less dense), thereby reducing airplane takeoff, climb, and landing performance.  There just isn’t as much air at higher altitudes, to put it simply.

Turbo charged piston engines assist with this air density problem.  A turbo charger boosts the air coming into the engine and fools the engine into thinking it is at sea level pressure all the time.  The higher the altitude, the faster the turbo charger spins, spinning the compressor faster, which compresses more air to continue to give the engine sea level pressure air.  This gets faster cruise speeds the higher you go.

Both normally aspirated & turbo charged engines do experience longer takeoff rolls and reduced climb rates at higher airport elevations & higher altitudes.

How does this all relate to density altitude?

When the outside air temperature rises, the air becomes thinner, less dense.  This means that when an airport elevation is 1,000 feet, but the density altitude is reported as 3,000 feet, the airplane engine thinks it is at 3,000 feet.  It won’t accelerate as fast.  The airplane’s climb rate will also be reduced.  That means that the normal climb pitch attitude a pilot is used to seeing won’t be accurate at higher density altitudes. It will lead to slower indicated airspeeds, slow enough to potentially lead to a stall if a pilot isn’t paying attention.

Where does this get dangerous?  High elevation airports.  Whenever the OAT creeps above 85 or 90 at an airport that is higher elevation (I would classify higher elevation as 2,500 feet or higher), the corresponding density altitude sky rockets.  If a pilot isn’t paying attention to airspeed or angle of attack (if the airplane is equipped with an AOA), a stall can come very quickly on climb out.

What to take home from this?  Monitor your climb speed and angle of attack, especially right after takeoff, when you hear density altitude on the ATIS or AWOS.