Cirrus CAPS Saves Lives Again

ByHank Gibson

In July, a Cirrus SR22 suffered an engine failure in Houston after departing KIAH.  The CAPS system was deployed and the airplane came to rest in a neighborhood on the north side of Houston.  This makes CAPS save number 53 for Cirrus and no fatalities.  The initial NTSB report is below.

N422PB CAPS

14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 07, 2015 in Houston, TX
Aircraft: CIRRUS DESIGN CORP SR22, registration: N422PB
Injuries: 2 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On July 7, 2015, about 1137 central daylight time, a Cirrus SR-22 single-engine airplane, N422PB, descended under the canopy of the cirrus airframe parachute system (CAPS) and landed in a residential neighborhood at Houston, Texas. The pilot and passenger sustained minor injuries, and the airplane was substantially damaged. The airplane was registered to and operated by AIRCCS, LLC; Humble, Texas, as a 14 Code of Federal Regulations Part 91 business flight. Day visual meteorological conditions (VMC) prevailed and a flight plan had not been filed. The airplane departed George Bush Intercontinental/Houston Airport (IAH), Houston, Texas, at 1133 and was destined for Austin Bergstrom International Airport (AUS), Austin, Texas.

The pilot reported that during initial climb, he noticed the engine temperatures began increasing and he reduced power in an attempt to lower the engine temperatures. When the airplane was about 900 feet above ground level (agl) the engine began detonating, and soon after there was a complete loss of engine power. With no suitable forced landing areas the pilot deployed the CAPS ballistic parachute system and the airplane impacted terrain and came to rest upright next to a residence.

An initial on-scene wreckage examination showed there was adequate fuel on-board. At the facility where the airplane had most recently been refueled, refueling unit records and a review of security camera video showed that the airplane had been refueled with aviation gasoline and not with jet fuel. Postaccident fuel quality checks of that fuel facility were satisfactory.

The wreckage was moved to a different location and will be further examined. Several avionics components containing non-volatile memory (NVM), including engine performance data, will then be removed from the wreckage for examination and an extraction of useful data is expected.

At 1053 the Automated Surface Observation System at IAH reported wind from 160 degrees at 15 knots gusting to 20 knots, visibility 10 miles, scattered clouds at 3,000 feet agl, broken clouds at 25,000 feet agl, temperature 31 degrees Celsius (C), dew point 24 degrees C, and an altimeter setting of 30.03 inches of Mercury.

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  • The Avidyne Equipped Cirrus Upgrade

    ByHank Gibson

    A History Lesson

    11 years ago, in April of 2009, the Avidyne Corporation unveiled the much bally-hooed Release 9, or R9 as it is commonly known, as a hardware replacement for the Avidyne EX5000 Entegra system in Cirrus Aircraft. The Entegra system was way outdated by that point. Even though Avidyne was the first company to put together a glass PFD in a single engine piston airplane, the company had quickly fallen behind Garmin in keeping up with the ever changing technology landscape.

    Rewind to 2008. Cirrus had been going strong with the Avidyne Entegra since the SR20 and SR22 went to full glass in 2003 (a PFD and an MFD; prior to that, Cirrus aircraft only had an MFD with steam gauges and a Sandel Electronic HSI). Cessna, on the other hand, vaulted past the Avidyne Entegra and went straight to the Garmin G1000 in it’s aircraft, starting in 2004 with the 182 G1000 and 2005 with the 172 G1000. Beechcraft and Columbia went to the G1000 (Columbia started with the Avidyne as well) in 2005.

    Garmin’s technology in 2007 was so much better than Avidyne’s technology that Cirrus decided to switch. I’m sure there were many promises made by Avidyne to Cirrus about what Avidyne was working on (the R9), but the G1000 was out there, available, and being used in a lot of different airplanes with very good results.

    So, in 2008, Cirrus made the switch from the Avidyne Entegra to the Garmin G1000, dubbing it the Cirrus Perspective by Garmin avionics package. Avidyne finally got the R9 to market in 2009, but by that time, Piper was the only airplane manufacturer left putting factory Avidyne panels in their airplanes, and they switched to G1000 later that year.

    The R9 is a fabulous product. It’s fully integrated, has great graphics, has fully redundant displays, a QWERTY keypad (which, by the way, Garmin didn’t do for another 8 years), and a lot of other neat features. There’s a bit of a learning curve, but it’s a really good product for what it is.

    Avidyne, though, was late to the game with their technology. By the time it debuted in 2009, all the GA aircraft manufacturers had long since switched to the Garmin G1000 and weren’t looking back. That left Avidyne with the retrofit market for the many different Avidyne Entegra Cirrus aircraft out there. The only problem was, the retrofit was $80,000 ($95,000 if you wanted to throw in the DFC 100 Autopilot, which is a must have) and not many owners were up for paying that much money, then or now.

    To sum up our brief history lesson, Avidyne knew the Entegra needed to go, but couldn’t get the R9 out quickly enough to convince anyone to stick with Avidyne products. The retrofit market didn’t amount to many sales, so Avidyne doesn’t even make the R9 anymore.

    As a side note, I really, really like the Avidyne R9 and am sad that it didn’t make it into more airplanes.

    So, when the Avidyne Entegra starts to have issues, what’s an owner to do? Keep reading!

    There is Hope

    There are thousands of Cirrus aircraft out there flying with the Avidyne Entegra instrumentation, which is basically 20 year old technology (I’ve had a computer engineer tell me the programming in an Entegra is Windows 98 tech). These things are going to start having problems at some point (many already have), but what solution do owners have that is cost effective and get’s them new technology?

    Remember that little company named Garmin? Well, they have come through again. Announced this summer, the Garmin G500 TXi is now certified as a replacement in the Cirrus Avidyne Entegra equipped aircraft. This means pulling out both the PFD and MFD and replacing them with the G500 TXi on both sides. Engine data is also displayed on the G500TXi MFD, including the percent power and TIT indications, if equipped.

    Cirrus SR22 Equipped with Dual G500 TXi Screens and Dual Garmin GTN 650Xi GPS Units

    The cost for the panel? Two 10.6″ G500 TXi’s run about $16,000 apiece for the units, not including labor. $32,000 for a brand new panel isn’t terrible. Plus, the G500 TXi’s work with the DFC90 autopilot if the Cirrus is already equipped with it. If not, the Garmin GFC 500 autopilot is now approved for the Cirrus at a relatively low price of $7,000, including the servos.

    Still have the original Garmin 430s in your Cirrus? Upgraded to the Avidyne IFD 540/440 stack? Put in dual GTN 650Xi’s? Put in a GTN 750Xi? All are compatible with the G500 TXi panel.

    Want to upgrade everything? It does get kind of pricey at that point, but for just equipment, the cost for a complete panel conversion is somewhere in the area of $65,000 plus labor, still below what the R9 cost, but not cheap either. That would include 2 G500 TXi’s, 2 GTN 650Xi’s, a GFC 500 Autopilot, and all the engine monitoring equipment that the G500 TXi would need.

    Cirrus SR22 Equipped with Dual G500 TXi Screens, a GTN 750Xi, and a GTN 650Xi

    Thankfully, some new technology has finally come to the Generation 1-3 Cirrus. Oh, and by the way, your steam gauge Cirrus is fully upgradable as well.

    Want to read more? Check out Garmin’s website.

  • The Aviation Insurance Landscape

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    This is a re-post from Assured Partners Aerospace’s 2nd quarter Newsletter. The full newsletter can be found on Assured Partners website.

    Until the war in Ukraine, the aviation insurance market could be described as “stabilizing” after a couple years of volatility with higher premiums and tighter underwriting. However, and hopefully perhaps only for the short-term, the Ukrainian war immediately brought uncertainty back into the worldwide aviation insurance market. 

    According to Business Insurance, “the impact of Russia’s invasion of Ukraine represents the biggest potential loss to the aviation war market since 9/11.” One leasing firm alone has reportedly already filed a claim of approximately $3.5B for aircraft and engines they say have effectively been seized by Russia. And, because the aviation insurance arena is so small, what happens around the world at this magnitude can have cascading, detrimental effects on the US aviation insurance market.

    In addition, the well-publicized spike in fuel prices could have another cooling effect on aviation operations. Generally, less air activity combined with higher operating costs equates to more frequent requests for reduced coverage, taking premium dollars away from an already-small market.

    Aviation insurance buyers should therefore remain on the alert throughout 2022 for potentially quick changes to the aviation insurance marketplace that might affect either their current insurance program or their next renewal.

    See our recommended insurance agencies on our Aircraft Acquisitions page.

  • Landing Light Replacement

    ByAndrew Robinson

    One evening this summer, my wife and I were flying down the southern shore of Long Island in my father’s E33 Bonanza. We enjoyed the sunset as we flew westbound and our plan was to fly the New York Hudson corridor, where we would arrive just after dark. As we approached New York’s airspace, two voices in my head started having a debate.

    The first voice said: “You should turn on your landing light when you get to New York to make the airplane more visible.”

    The other voice said: “That’s true, but I bet you’ll burn the landing light out”

    Well, as it turned out, both voices were right. My landing light fired right up when I needed it to fly the Hudson, but when it came time to land back home I had no such luck. Unfortunately, this was not the first time that I had been given the chance to practice my blackout landings. This Bonanza model has only one landing/ taxi light which is mounted in the lower cowling behind the propeller. This location is less than ideal because the filament in the bulb is fragile and can be damaged by engine vibration.

    We landed uneventfully and after putting the airplane away, I decided it was time to look into upgrading the lighting to something a little more modern. I was unsure of my options, but seeing as the airplane needed a replacement bulb regardless, it seemed like a good opportunity to make a change.

    After doing a little reading, I learned that HID or LED landing lights would be the best solution to my problem. I was familiar with LED aircraft lights, but had never heard of HID before.

    Here is what I learned:

    HID Landing Lights

    HID, or High Intensity Discharge landing lights, create light by arcing electricity through a sealed gas capsule. They are brighter than LED and traditional incandescent, and the light created more closely resembles the look and feel of sunlight. HID installations require a ballast to carefully regulate the flow of electricity to the gas capsule and also require a “warm up” period after being turned on in order to reach their full brightness.

    Fitting an aircraft with HID landing lights tends to be more expensive and time consuming than installing an LED light and would likely require involvement by an A&P/ IA. However, if you want the brightest light available, HID is probably the best bet.

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    • Brighter, more natural looking light
    • Draws less power than standard bulbs
    • Long bulb life
    • Does not generate much heat

    Cons

    • More expensive than other lighting options
    • Lights must “warm up” after being turned on
    • Cannot be pulsed easily
    • Cost/complexity of installations

    LED Landing Lights

    LED, or Light Emitting Diode landing lights, have no filament and work by moving electricity through diodes which are connected into a circuit. These lights have become very popular for many uses due to their simplicity, low cost, and brightness.

    While not as bright as HID light, the LED lights require no “warm up period” and can be easily pulsed. LED lights draw much less power from the aircraft’s electrical system than traditional bulbs and boast incredible life length. LED bulb installation is very simple and can often serve as a direct replacement for the original lights.

    Pros

    • Instant light (no warm up)
    • Incredible life length (>5,000 hours)
    • Low Cost
    • Simplicity of installation
    • Can be pulsed easily
    • Low power draw

    Cons

    • Not as bright as HID lighting

     

    After weighing the options, I decided to replace the incandescent bulb in the Bonanza with an LED bulb. I read the reviews online and talked to some of my friends who work in aviation and eventually decided on the Lycoming Alphabeam. The Alphabeam is FAA/PMA approved and is available through Aircraft Spruce and other aviation parts vendors. The bulb cost around 250-300 dollars and I was able to install it as a direct replacement for our old light. All I had to do was take the old one out, put the new one in, and make a logbook entry.

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    Last weekend I finally had an opportunity to take the airplane out after dark and see how the new light compared to the old one. I am pleased to say that it did a wonderful job and exceeded my expectations.

    If you are interested in seeing a side by side comparison of the different lighting options, a quick Google search should provide what you are looking for. In my own experience, I would say that the LED light was brighter than the old light and did a very good job illuminating the taxiway and runway. It was extremely nice not to be concerned that my light wouldn’t work as I was setting up for landing at an unfamiliar field after dark. I also enjoyed feeling that I had the option to leave it on during climb and cruise in order to increase my visibility to other aircraft.

    Many models of aircraft have multiple landing/ taxi lights installed which greatly reduces the likelihood of having to land without one. In our case, spending the extra money to upgrade to the LED bulb made sense because of the desire for increased reliability. If you are looking for a relatively inexpensive way to upgrade your airplane, LED or HID lighting may be something to consider.

    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.

  • Cirrus Simulator Training

    ByHank Gibson

    Let’s face it: airplanes are not the best classrooms. The propeller is running, the engine is making lots of noise, the pilot is attempting to multi-task and the instructor is barking orders. That’s almost as much overstimulation as being a parent to 4 kids under 10 (I have experience in that arena!). That’s even before takeoff!

    At Texas Top Aviation, we have observed many situations where a simulator would be an excellent way to introduce different concepts and supplement training. Now, in our Austin Executive (KEDC) office, we finally have a really good simulator.

    Meet the Noble Flight Simulator, the next best thing to a Cirrus cockpit. With the Noble Flight Simulator, we can duplicate 6 different types of Cirrus aircraft (G3 SR22, G3 SR22T, G5 SR22, G5 SR22T, G6 SR22, and G6 SR22T). The Garmin Perspective panel easily swaps between the G3 and G5 configuration to the G6 configuration, so the buttons are all in the proper places.

    Having button pushing problems? The simulator is the place to practice.

    Want to experience actual emergencies? An engine failure is a lot less stressful in a simulator.

    Want to pull CAPS (Cirrus Airframe Parachute System)? The Noble Flight Simulator has a realistic CAPS handle with the same amount of pull pressure that the CAPS handle in the airplane has.

    Need an IPC or want to practice approaches? All approaches done on a Noble Flight Simulator are luggable, plus a full IPC can be accomplished.

    Want to save fuel? The Noble Flight Simulator is for you!

    To top it all off, the Noble Flight Simulator that Texas Top Aviation has is classified as an Advanced Aircraft Training Device. It is certified to the highest standards of non-motion simulators, allowing pilots working toward their private and instrument ratings to log a significant amount of time toward that certificate or rating. Up to 20 hours of IFR training is allowed to be logged in an AATD toward an instrument rating. That’s huge!

    Texas Top Aviation is also developing a CAPS specific course to expose Cirrus pilots to the many different scenarios where pulling CAPS would be necessary. This teaches Aeronautical Decision Making to Cirrus pilots who struggle with the decision of whether or not to pull CAPS. Look for CAPS course information under our Aircraft Training page later this summer.

    Interested in checking the simulator out? Contact us today!

  • Flying Eyes Sunglasses

    ByHank Gibson

    I am on a mission in flying for my head to be as comfortable as possible.  I’m currently going through the process of experimenting with different ANR headsets to see which ones squeeze my head the least (which I’ll be writing a future article about).  In the meantime, I decided to focus on sunglasses.

    I wear glasses (can’t do contacts anymore since they irritate my eyes), so anytime I have a headset on, I have frames running underneath my ear cups.  I had a pair of prescription sunglasses for years that were okay, but still caused soreness above my ears after more than 3 hours of flying.  I routinely fly 4-5 hours a day in training folks, so I had to find a better solution.

    I saw an ad in Flying Magazine one month for Flying Eyes sunglasses.  It was a relatively new company with a cool concept.  A pilot started the company with the goal to create as thin a pair of sunglasses frames as possible to increase the comfort and decrease the ANR loss when wearing sunglasses.  What the company came up with is pretty cool.

    The ultra-thin frames on the all the different Flying Eyes models are made out of Resilamide.  The material is so strong that the frames can be bent back and forth while not breaking.  The company even brags that the frames are virtually unbreakable.  I had to try these out.

    I ordered a pair of the Golden Eagle Sport sunglasses.  The process of getting prescription lenses in them was no big deal and took about a week.  The eyeglasses shop initially thought the shape of the lens could be an issue, but it proved no problem at all.  The lens manufacturer even managed to chip the frames, but Flying Eyes sent a new set of frames for free, even though it was not at all their fault.

    In about a month and a half of flying with them, they are very comfortable.  Some squeeze on the side of my head after extended periods of wear underneath a headset, but I’m exploring headset options currently (see above).  Much improved over my last set of sunglasses.

    Flying Eyes offers several different frame models, some of which are prescription compatible and some which aren’t.  The Golden Eagle Sport frames run about $180.  Orders can be placed on the Flying Eyes website.

    Ordering new sunglasses from Flying Eyes?  Use this link to receive 10% off your order.

  • Learning From Other’s Mistakes:  An Overview of the 2024 Piper PA-46 Accidents

    ByHank Gibson

    The Piper PA-46 series, which includes models like the piston engine Piper Malibu and Piper Mirage, and the turboprops Piper Meridian, M500, and M600, is a popular choice for private pilots and business aviation. Known for its impressive speed, range, and pressurization, the PA-46 is a very capable single pilot aircraft. However, like all high-performance aircraft, it presents its own set of challenges and risks, especially when pilot error or adverse conditions come into play.

    The 2024 PMOPA (Piper M-Class Owner’s and Pilot’s Association) Convention was the first weekend in November and one of the sessions every year is the PA-46 Safety Review.  Sadly, in 2024, the accidents involving various PA-46 models pointed out several areas related to decision making that all pilots need to put be aware of. These accidents highlight critical issues in weather awareness, pilot training, and decision-making, and they provide valuable lessons for other pilots in any type of aircraft.

    Overview of the 2024 Piper PA-46 Accidents

    The Piper PA-46 is generally regarded as a reliable and capable aircraft, but the safe outcome of a flight often times depends on the pilot’s decision making.  There always can be mechanical malfunctions, but those still require good pilot decision making to be able to walk away from the accident.

    In 2024, multiple accidents occurred involving different variants of the PA-46, with many of the accidents occurring during critical phases of flight like takeoff or landing. Some of the key factors contributing to these accidents included:

    1. Weather Challenges: In several cases, adverse weather conditions, such as low visibility, thunderstorms, or high winds, contributed to accidents. Despite most PA-46’s being equipped with NexRad and weather radar, pilots sometimes underestimated or misjudged the weather risks.
    2. Pilot Decision-Making: A recurring theme in these accidents was pilot error—specifically, poor decision-making when faced with challenging conditions. In some cases, pilots continued flights despite deteriorating weather or failed to react appropriately to emergency situations.
    3. Mechanical Failures: As with every airplane, systems fail on a Piper PA-46.  Several accidents were due to engine power loss.  Proper training teaches pilots how to have the right mindset and skills to handle those engine power loss situations, taking a bad situation and having the best possible outcome due to good decision making and gliding skills.

    Three Key Lessons for Pilots

    The Piper PA-46 accidents of 2024 serve as valuable reminders about the importance of pilot preparation, decision-making, and risk management. Here are three critical lessons pilots can take away from these accidents:

    1. Prioritize Pre-Flight Weather Planning

    Poor weather conditions were a significant factor in some of the crashes in 2024. Pilots of high-performance aircraft must place a strong emphasis on weather pre-flight planning, especially when flying into regions prone to rapidly changing weather or severe conditions and across frontal systems. Pilots should:

    • Stay up-to-date with weather briefings before and during the flight, including calls to Flight Service Station if there is serious weather along the route.
    • Be proactive in altering flight plans or delaying departures when weather conditions become unfavorable.
    • Utilize onboard weather radar and other tools to monitor changing conditions in real time and avoid nasty looking weather systems.  ADS-B and XM Weather are delayed information.  They are not meant to be used to find holes through storm systems.
    • Finally, don’t try to shoot through holes!  They are called sucker holes for a reason.

    2. Master Emergency Procedures

    Pilots of all aircraft, not just PA-46 models, need to practice engine-out procedures multiple times a year with an instructor, not just at recurrent training.  The goal is to make emergency procedures second nature which creates the right mindset to handle the emergency, creating a much better outcome. Training should focus on:

    • Engine-out procedures immediately after takeoff, climbing out at low altitude, and at cruise.
    • Performance with the propeller feathered and unfeathered, recognizing how the feathered prop increases glide range.
    • Practicing forced landings and other emergency scenarios regularly to build confidence and competence.

    3. Always Plan for an Emergency Landing

    It is very important to know your options in the event of an emergency. When flying over mountainous or remote areas, pilots should always have a contingency plan for where to land if something goes wrong.  An emergency engine out brief should be a part of every pre-takeoff briefing to put the pilot in the right mindset. Pilots should:

    • Brief an engine failure on the runway, low altitude, and at an altitude that allows for a safe return to the airport in the event of an engine failure as part of every pre-takeoff briefing.
    • Study the flight route in detail and identify suitable emergency landing sites along the way, especially when flying in areas with limited options.
    • Consider the terrain, weather conditions, and available options in the event of an engine failure or other emergency.
    • Use terrain awareness and other onboard tools to help identify suitable landing areas in real-time, including the ForeFlight Glide Advisor.

    Conclusion

    The Piper PA-46 series, while a capable and reliable aircraft, demands a high level of skill and preparation from its pilots. The accidents in 2024 serve as a sobering reminder of the critical importance of weather awareness, emergency training, and proper flight planning. By learning from these accidents, pilots can make better decisions, have the right mindset, and reduce the risk of similar accidents in the future.

    By prioritizing weather awareness, mastering emergency procedures, and always having a contingency plan for forced landings, pilots of the Piper PA-46 can improve their ability to handle the challenges posed by these high-performance aircraft. These lessons are not just for PA-46 pilots, but for all pilots striving to fly safely and confidently.

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