Thunderstorm Avoidance

ByHank Gibson

Thunderstorms are not to be taken lightly. I know you have probably heard that many times in your flying career. Weather related accidents account for approximately 25% of airline and GA accidents.

The Airman’s Information Manual suggests giving a 20 mile berth around thunderstorms. If you are an experienced aviator or a newbie please take this piece of advice seriously. At one flight school where I taught, we had the policy of maintaining a 25 mile buffer around isolated thunderstorms. A bit excessive you think? Maybe, but safety is a good thing!

On this particular day, I was operating a Bell Jet Ranger helicopter during a power line patrol. Power line patrol by itself offers numerous challenges. The job consists of flying along electric power transmission lines at approximately 40 feet above the ground at 40 knots. The crew consisted of me (the pilot) and an observer. The observer is an employee of the power company and it is his job to determine which line(s) will be patrolled during the given day. As I fly along the lines, the observer is checking for anything out of the ordinary such as broken, cracked, or even shot out insulators, excessively large bird nests at the top of structures, or woodpecker holes in wooden poles. The observer knows the lines and he is also a great help in letting me know there is a crossing, and potentially higher, line in our flight path. That makes him a true safety asset!
Power line thunderstormIt was late afternoon during the summer and we were about to finish up for the day. We only had about another 10 miles of line to follow before calling it a day. Up ahead, I noticed an isolated thunderstorm near our power line. I could see the heavy rain falling below the anvil shaped leading clouds. It appeared to be well beyond the end of our day’s work so we pressed on.

As we drew closer to the thunderstorm, we were suddenly tossed up on our left side like a dog toy in mid-flight! It seemed like we were 90 degrees to our normal cruise attitude and, to make it worse, we had the doors off on that hot summer day. I was able to recover and we did an immediate about face and high tailed it home. Forget the rest of that line, tomorrow is another day.

The destructive force of thunderstorms cannot be overstated. In addition to extremely heavy rain, they can contain strong wind shear, large hail, and severe turbulence, each of which can damage or destroy an aircraft. Take care when one of these bad boys is near your flight path. Give it plenty of respect and a lots of room, for safety’s sake.

Alan VanDoren is a 7000 hour ATP pilot.  He has flown both fixed wing and helicopters as a police pilot, missionary pilot, flight instructor, and most recently as an EMS pilot.  He has flown in five countries around the world and also teaches university level aviation courses in his spare time.

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  • Cirrus SR20 vs. Diamond DA40

    ByHank Gibson

    Note:  For this article I am comparing a 2008 Cirrus SR20 G3 and a 2008 Diamond DA40 XLS.

    Aircraft shopping can be a tedious process.  First, a buyer needs to know what the mission is.  How far will flights typically be, how many people will be on board, and how fast does the airplane need to be.  Then, the buyer has to figure out what the budget is.  Finally, a prospective owner needs to figure out how much airplane he or she can handle.

    Two very good airplanes for newer pilots transitioning from a flight school 172 who need a faster airplane to build experience in, but also want to experience a glass panel, are the Cirrus SR20 G3 and the Diamond DA40 XLS.

    Cirrus SR20 G3

    The 2008 Cirrus SR20 G3 is a good airplane.  The G3 is equipped with the 6 cylinder, Continental IO-360-ES, 200 HP engine.  Performance-wise, an owner can expect 135-140 knots true at 9 GPH (Lean of Peak) or 145-150 knots true at 11.5-12 GPH (Rich of Peak).  The 3 blade propeller equipped models have better takeoff and climb performance than the 2 blade propeller equipped planes, especially in high density altitude conditions.

    Cirrus SR20 Comparison

    The airplane is equipped with the Avidyne Entegra EX 5000 glass panel system.  Most models out there will have Avidyne’s CMAX (Chart View) and all will have the Avidyne EMAX (Engine Monitoring).  All came from the factory with the STEC 55x autopilot (though a handful will have the STEC 55 SR, which doesn’t have glideslope functionality).  They also came from the factory with dual Garmin 430s. Most units have been upgraded to WAAS.

    Some owners have upgraded the autopilot to the Avidyne DFC 90, which is a nice upgrade.  The STEC 55x is a rate based autopilot which takes it’s commands from a hidden turn coordinator that is behind the instrument panel in front of the co-pilot’s seat.  The STEC has some crosswind limitations on approaches where the pilot can actually fly better than the autopilot.

    The DFC 90, however, is an attitude based autopilot that  takes it’s commands from the attitude indicator on the Primary Flight Display (PFD).  It also adds a Straight and Level button as well as an Indicated Airspeed hold button, adding safety and functionality.  It does much better in crosswinds on an instrument approach then the STEC.

    A select few SR20s have been upgraded to a single (or dual) Garmin GTN 650 touch screen GPS unit.  The GTN 650 is a very nice upgrade.  The Garmin 430 is a great unit, but the learning curve with the GTN 650 is much less.  The touch screen setup makes a little more sense to the new user.

    Values on the 2008 SR20 G3 with 1,000 hours or less run somewhere between $220,000-$260,000, depending on total time and equipment.

    Diamond DA40 XLS

    A handful of 2007 XLS DA40s were made, but not many.  Most XLS models you will see are 2008 and later. These are equipped with the Lycoming IO-360, 4 cylinder, 180 HP engine with the Powerflow Exhaust STC. Due to the Powerflow Exhaust, the performance is equal to the SR20.  At 6,000-8,000 feet, you will routinely see 140 knots true at 10-10.5 GPH.  Higher altitudes will give slightly better performance and lower fuel burn.  Like the SR20, the Diamond DA40 XLS comes with either a 2 blade or 3 blade prop.  Go with the 3 blade as the takeoff and climb performance is much better.

    Diamond DA40 Comparison

    Where the DA40 XLS has a leg up on the 2008 SR20 G3 Avidyne is in the avionics.  Diamond got on the Garmin G1000 train a little sooner than Cirrus did and the XLS is equipped with the G1000 and GFC 700 autopilot.  The Garmin GFC 700 autopilot is the best GA autopilot I have flown with.  It is an amazing piece of equipment.

    Most, if not all, DA40 XLS models will have both WAAS and Synthetic Vision.  Cirrus didn’t get Synthetic Vision till they put the Cirrus Perspective by Garmin in their aircraft in the middle of 2008.

    The DA40 has great visibility due to the massive amount of glass surrounding the pilot.  The big glider wings give it excellent pop off the runway, but quite a different climb pitch attitude than most other piston single engine airplanes.  The airplane does like to float on landing if the pilot doesn’t get the speed right.

    Values on the 2008 Diamond DA40 XLS equipped with the Garmin G1000 are around the low-mid $200,000 range.

    Comparison

    Performance wise, the airplanes are about equal.  Rich of peak, the Cirrus out performs the Diamond, but uses more fuel.  Both have about 5 hour ranges (though the Cirrus has bigger fuel tanks, 56 gallons usable compared to the Diamond long range tanks of 50 gallons usable).  Useful load is slightly better in the Diamond due to the fact that the Lycoming engine has 2 fewer cylinders than the Cirrus.  The Cirrus does have a roomier back seat, a larger baggage area, and a side stick instead of a center stick, but the DA40 has a back door.  The Cirrus also has the CAPS system, though an owner has to do a $15,000 repack every ten years.  Airplane values are about the same.

    I give a slight edge to the Diamond, though, and here’s why.  For about the same price, a purchaser can get the Garmin G1000 system complete with the GFC 700 autopilot in the DA40 XLS.  The Avidyne and STEC system is great, but the Garmin system is definitely above and beyond.  To get the Garmin G1000 in an SR20, you’d have to look at the Cirrus Perspective by Garmin, which came out in late 2008, and you’d be paying $300,000 or more for a single engine piston with 200 HP (though you do get Air Conditioning!).

    So for my money, I would go for the Diamond DA40 XLS.  I believe you get a little bit more bang for your buck and you don’t lose anything with the DA40 XLS.  Don’t get me wrong, I love the Cirrus, but comparing the two, I think the Diamond DA40 XLS rates a little higher.

  • How to Get the Current Weather

    ByStephanie Mertz

    For a long time, I was happy if an FBO had a radio where I could tune the ATIS or automated weather before getting into the plane. This would allow me to skip listening to the weather in the airplane with the engine running, giving me a quicker exit from the ramp while burning a little less fuel. I would also be able to brief my taxi route from the ramp since I would know which runway was in use before getting in the plane.

    As we progress forward in technology, I’m constantly amazed at how much more planning I can do from the palm of my hand. Now, I can call a phone number and get the ATIS, AWOS, or ASOS, depending on the size of the airport; if you prefer reading a text version…well, there’s an app for that.

    With this technology, it’s very important for pilots to be aware of what service they are utilizing when calling these numbers. Usually only a Class B or larger Class C airport will have a phone number specifically for ATIS as well as one for AWOS/ASOS. These are listed in the Airport/Facility Directory (AFD), as well as all flight planning apps (Foreflight, Garmin Pilot, Stratus Insight). More then one pilot has called the AWOS/ASOS number for an airport thinking they would receive the ATIS (because towered airports that have ATIS phone numbers often also have AWOS/ASOS phone numbers that are different). Since the pilot didn’t hear a code on the phone, that led to the false thinking that either the tower was closed or the pilot did not have the code (ie. Information Bravo) to give to ground control when calling for taxi instructions.  The minute weather can be very useful for flight planning, but the ATIS must be received before contacting ATC at a towered airport.

    Notice the red box just past halfway down the page. There is a phone number for the ASOS at KSAT and a separate phone number for the ATIS next to the frequency.

    Sometimes, you may get a busy tone if someone else is on the line. Usually, waiting a few minutes and trying again will lead to success. Just like old school phone lines, only one call can go through at at time! If it’s a particularly stormy day, you may be fighting a number of pilots to get on the line. In this case, an app where you can read the ATIS may be particularly helpful (Yes, there actually is a dedicated ATIS App!).

    The ATIS app allows us lowly pilots without an Aircraft Communicating and Reporting System (ACARS) to access the Digital ATIS (D-ATIS ) at airports where ATIS is available. Only 76 airports in the US have D-ATIS, most of which are either Class B or busier Class C airports. Foreflight also provides D-ATIS textually at the same 76 airports, though it is only accessible depending on which subscription level you have with Foreflight (since I’m not a Garmin Pilot or Stratus Insight user, I’m not sure if either of them give D-ATIS reports).

    ATIS App Symbol

    With Foreflight’s D-ATIS, it does not get updated over ADS-B, only when your iPad or phone have an internet signal. When inbound to an airport with D-ATIS, the pilot has to listen to the radio frequency to get the current ATIS. Foreflight will display the last D-ATIS it received, but typically, it’s old. Check the time in the upper right hand corner.

    • On the Airports page on Foreflight, tap Info, then tap Weather & Advisory and the phone numbers will display along with the ATIS frequency
    • On the Airports page, tab Weather, then tap D-ATIS, and the last received D-ATIS will display. Note the age of the D-ATIS in the upper right hand corner

    Foreflight now offers Pre-Departure Clearance (PDC) at those same 76 airports. With either a pre-registered tail number or a Foreflight call sign (starting in FFL), once a pilot files an IFR flight plan, the D-ATIS and the IFR clearance in it’s entirety are texted to the phone number the pilot filed with. All that is left to do is call ground, state “I have information Romeo and my clearance, ready to taxi,” then away you go. Skipping listening to the ATIS and talking to Clearance Delivery saves a good 5-10 minutes at times, depending on how busy the airport is.

    These days, there are many different avenues to get the current weather (and IFR clearances!). When calling on the phone, the key is to be aware, know which number you are calling and, if you are expecting to hear an ATIS message but instead hear the AWOS/ASOS, verify the Chart Supplement Guide and Notices to Airmen (NOTAMS) to check tower hours of operation before flying into the airspace. 

  • Medical Reforms Get Passed

    ByHank Gibson

    On July 15th, the medical reforms that AOPA and many other aviation advocacy organizations had pushed so hard for were passed into law.  President Obama signed the medical reforms law on the 15th, but, before practical application of the law takes place, the FAA has to translate the law into regulations.

    Doctor

    What do the new medical reforms mean for medical certificates and flying?  First, you still have to get a medical examination at some point in your flying career.  Student pilots will still need an initial medical examination. Initially, for pilots who have held a medical certificate at some point over the previous 10 years, a new medical examination may not be needed (this still has to be regulated by the FAA so exact details aren’t known yet).

    So, if you’re medical certificate has expired but you have had one in the past 10 years, you qualify.  But, if you have had your medical certificate revoked, suspended, withdrawn or denied, you don’t qualify.

    Once that student pilot receives the initial medical certificate (or the experienced pilot decides to start flying again), all that needs be accomplished is to take a free, online course on aeromedical factors every two years and meet with a physician at least once every four years.

    There are some operating limitations that will be put into place for folks operating without a third class medical.  Pilot’s can operate aircraft with no more than 6 seats that weigh less than 6,000 pounds, can carry 5 passengers, and are able to operate in day or night VFR or IFR conditions.  Pilot’s may not operate for hire, nor climb above 18,000 feet or fly faster than 250 knots.

    It will take some time for the FAA to put the regulations in place, but the process has begun.

  • The Anatomy of a Hot Start

    ByHank Gibson

    Are you one of those pilots who hates fuel stops simply for the fact that the engine doesn’t have time to cool off?  You pump gas into the plane, hit the bathroom, get in the plane and the oil temperature is still up at 160-170 degrees, leading you to have to figure out how to get the plane going again with a hot engine.  For those without proper training, this usually means a lot of jockeying around with the throttle, mixture, and fuel pump to try and get the thing started without flooding it.  After coughing and wheezing several times, the engine finally comes to life, leaving you to only guess what worked and without the knowledge of how to duplicate it.

    Hot Start 2

    Let’s take a step back for a minute to see what is actually happening with a hot engine.  Once the engine is shut off, the fuel in the lines leading from the tank to the engine is vaporized, meaning there is more air in the fuel lines than liquid fuel.  In the engine block itself, there is still liquid fuel in the injectors, but only enough for the engine to cough then quit if started.

    When a normal priming and starting procedure is performed, too much fuel is forced into the cylinders and the engine becomes flooded.  A flooded engine just means that the stoichiometric ratio is way too rich, meaning there is too much fuel and not enough air.  The prime does the trick of getting the fuel vapor out of the fuel lines, but it shoves too much fuel into the cylinders.  Once the engine is flooded, it’s a waiting game to allow air into the engine to get the mixture right.  All Lycoming powered high performance and turbo charged engines are notoriously easy to flood when hot.

    So, what’s the solution?  By taking a step back to see what is actually happening, you can attack the problem from the source, which is the fuel lines.  You need to get the vapor out of the fuel lines and get some liquid fuel in there.  The procedure for this varies based on the make and model of engine, but I’m going to use the example of the Continental IO-550-N that is in a Cirrus SR22.  I found this procedure in the Continental Engine Manual and it works every time.

    (Pilots of other airplanes, keep reading.  I have sections below for PA46s, Columbias, and Bonanzas as well )

    • Mixture:  Full Lean (this allows fuel in the fuel lines, but prevents it from going past the mixture control into the engine, sending all fuel back to the fuel tank; a small amount of fuel leaks past the mixture control providing prime for the engine)
    • Throttle:  Idle
    • Low Boost Pump:  Run for 30-60 seconds (see note below)  (15 seconds in the Turbo Cirrus)
    • Mixture:  Full Rich
    • Throttle:  Open about 1/4 travel (not 1/4″, that won’t be enough)
    • Boost Pump:  Off, but have your finger on Low Boost
    • Starter:  Crank (engine will turn over a few more times before firing, this is normal)
    • At the first indication of start, turn the Low Boost on, increase the throttle to ensure the engine catches,  then adjust the throttle for 1,000 RPM
      • The engine will fire right about the time you start thinking it isn’t going to work

    A few notes regarding engine temperatures:

    • If the oil temperature is above 150 degrees, a hot start will be required.  If oil temp is close to 200 degrees, run low boost for 60 seconds in a non-turbo.  If oil temp is 175, run low boost for 45 seconds in a non-turbo.  If oil temp is 150, run low boost for 30 seconds in a non-turbo.  Use 15 seconds for all temps above 150 in a Cirrus Turbo.
    • If the oil temperature is between 125-150, skip the hot start procedure, don’t prime the engine, leave the boost pump off, and crank the engine, then boost pump on when it starts and slightly increase throttle to make sure the engine catches
    • If the oil temperature is between 100-125, skip the hot start, don’t prime the engine, and perform a normal start with the boost pump on
    • If the oil temperature is below 100, perform a normal prime and start

    Piper Malibu (PA46-310P with Continental Engine)

    • Mixture:  Full Lean (this allows fuel in the fuel lines, but prevents it from going past the mixture control into the engine, sending all fuel back to the fuel tank; a small amount of fuel leaks past the mixture control providing prime for the engine)
    • Throttle:  Idle
    • Low Boost Pump:  Run for 15-30 seconds depending on oil temperature…
      • Greater than 150 degrees: 30 seconds
      • Less than 125-150 degrees:  15 seconds
      • Less than 100-125 degrees, no need to run the Low Boost
      • Perform normal cold start below 100 degrees
    • Mixture:  Full Rich
    • Throttle:  Open about 1/4 travel (not 1/4″, that won’t be enough)
    • Boost Pump:  Off, but have your finger on the Primer Button
    • Magnetos:  On
    • Starter:  Crank (engine will turn over a few more times before firing, this is normal)
    • Engine should fire with the Low Boost Pump off, but…
      • If the engine starts to die, simultaneously increase the throttle a little bit and hit the primer button.
      • Only tap the primer button, don’t hold it as you’ll flood the engine if you hold it At the first indication of start, turn the Low Boost on, increase the throttle to ensure the engine catches,  then adjust the throttle for 1,000 RPM

    Piper Mirage & Matrix (PA46-350P and PA46-350T with Lycoming Engine)

    • Leave throttle and mixture idle
      • Before you turn the battery on, ensure the mixture is idle cutoff
      • If the mixture is forward and the battery is on, the low boost pump in the fuel tank will start pumping fuel to the engine and quickly flood it
    • Ensure Magneto switches are on
    • Open throttle 1/4 travel (not 1/4″ as this won’t be enough)
    • Crank
    • As soon as the engine begins coughing and wheezing (and this is what it will sound like), push the mixture 3/4 of the way forward
    • Once the engine has a good solid fire, smoothly and swiftly push the mixture all the way forward
    • Reduce throttle
    • Note:  The Emergency Boost Pump can be used as part of the hot start technique, but I usually leave it off.
      • Pro to the Emergency Boost Pump is it can help suck more fuel in and purge vapor during the start
      • Con is that if the engine doesn’t start on the first try, you are flooding your motor

    Columbia 400

    • Throttle and Mixture Idle Cutoff
    • Vapor Suppression:  Run for 30-60 seconds.  Reference above temperatures on the non-turbo Cirrus for run times
    • Mixture full forward
    • Throttle 1″ in
    • Prime for 3 seconds, then off
    • Crank
    • Once engine fires, primer might need to be pushed momentarily to purge excess vapor
      • On Columbia 350s, the throttle should be twisted (or pushed depending on if it’s an Avidyne or Garmin Columbia) in while cranking
      • Be prepared to reduce power once engine fires

    Beechcraft 36 Bonanza

    • Throttle and Mixture Idle Cutoff
    • Low Boost:  Run for 30-60 seconds.  Reference above temperatures on the non-turbo Cirrus for run times
    • Mixture full forward
    • Throttle open 1″
    • High Boost until fuel flow peaks, then off
    • Crank
    • Once engine fires, Low Boost might need to be engaged momentarily to purge excess vapor

    There are other “procedures” for hot starting out there, but most of them involve starting with full throttle, which can lead to the airplane shooting ahead on a ramp or taxi way if the brakes aren’t properly set.  This can lead to high repair costs, so always be cautious.  Figuring out what is happening when the engine is hot will give you a better chance of getting it started right away.

  • Fly Away Destination: Sedona, AZ (KSEZ)

    ByHank Gibson

    Looking for somewhere to take a trip this fall?  Sedona, Arizona should warrant strong consideration.  Just shy of 100 miles north of Phoenix, Sedona is one of the most beautiful areas in the southwest United States.  From Texas, depending on how fast your airplane travels, you could make it to Sedona in a day, with a couple of stops in between.  You’d definitely want to spend a few days to enjoy the scenery and maybe jump over to the Grand Canyon while you’re in the area.

    The Airport

    As you approach the Sedona Airport (KSEZ), you become somewhat distracted by the scenery around you.  Don’t be too distracted as the approach is a little tricky.  If you are landing north, on Runway 3, the calm wind runway, don’t let the surroundings fool you.  Stay on that PAPI and don’t be short, as the runway is on a 500 foot mesa.  In instrument conditions, the MDA for the RNAV approach to Runway 3 dumps you out about 1,300 feet above the airport elevation, giving you plenty of time to set up to land.

    When using runway 21, don’t make your pattern too wide as there are some pretty tall rocks (around 7,000 feet) north of the field.  The Airport/Facilities Directory gives a warning to pilots in strong southwesterly wind conditions.  Be aware of strong downdrafts coming in on final for runway 21.

    The runway itself is in excellent condition, and plenty long at just over 5,000 feet.  The FBO is a little dated, but the folks there are great.  They were redoing the ramp this summer, so beware of that.  Airplane parking is no problem, but actually getting to the FBO is a little tricky.  The Mesa Grill is a very nice good restaurant just a short walk from the FBO.  When I was there, I chowed down on a buffalo burger.  It definitely hit the spot.

    What To Do

    Sedona is the outdoorsman’s paradise.  Starting off, to get a great overview of the area, hop on the Red Rock Scenic Byway (SR 179) about an hour before dusk.  You’ll get to see some spectacular views while it’s still light, then you can’t beat the sunsets in Sedona.

    For hiking, you have a myriad of options, from the Cathedral Rock, to the Oak Creek Canyon, to the Devil’s Bridge Trail, all are beautiful, though most are not for the faint of heart (especially the Devil’s Bridge).  Even though the fall is cooler, make sure you pack plenty of water for the hikes.

    Sedona

    Want something to do in the evening?  Go up to the Chapel of the Holy Cross to watch the sunset.  After the sun goes down, go do some stargazing.  You’ll get to take a tour of the stars at the Sedona Star Gazing location in Oak Creek.  You are shown all the constellations and stars by professional astronomers, and blankets and chairs are provided.

    Art connoisseur?  You’ll find plenty of art galleries around town with a ton of beautiful, original artwork.  There are also several theaters and golf courses around Sedona, giving everyone a little bit of everything.

    If you’re up for it, the Grand Canyon is about a 2 hour drive north of Sedona, or a quick flight up to the Grand Canyon Airport (KGCN).

    In search of a good getaway?  Try Sedona.  You’ll be sore from lots of hiking and sight seeing, but it will definitely have been worth it.

  • Piper PA46 Partnership in San Antonio

    ByHank Gibson

    A Piper PA46 partnership is being formed in the San Antonio area. Two to three partners are being sought to purchase either a Piper PA46-310P Malibu or a ’90s model Piper PA46-350P Mirage.

    The Piper PA46 Malibu is the original Piper PA46 airframe. It is equipped with a Continental TSIO 520, 310HP engine (though many have been upgraded to the Continental TSIO 550C engine, which is a great upgrade), is complex, and pressurized (the best feature about the airplane!). The six seat airframe travels around 185-190 KTAS at FL200 on 16-17 GPH, giving an incredible range with 120 gallons of fuel.

    The Piper Mirage is what Piper designated the PA46 when it switch to the Lycoming TIO 540 350HP engine in 1989. The airframe remained the same, but the engine eeks out a few more KTAS at 22-25 GPH depending on how high the cruise altitude is.

    Both the Piper Malibu and the ’90s model Mirage are equipped with the KFC 150 autopilot. A lot of the Piper PA46 airframes still have a Garmin 530W/430W or dual 430Ws, but a large number have been upgraded to the Garmin GTN 750/650, while a few have opted for the Avidyne IFD 540/440 GPS units. There are a fair number still with steam gauges, while some have upgraded to Aspen units or the Garmin G500 or G500TXi.

    If you are located in the San Antonio area and interested in a 3-4 way partnership on a Piper PA46, please Contact Us. The purchase price will be between $300,000-$450,000, so only interested parties that can afford a budget of $100,000-$150,000 please.

    The plane will be based at Stinson Field (KSSF) or New Braunfels (KBAZ).

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