Mooney announced last week the redesign of their current Ovation and Acclaim models. The biggest change that Mooney pilots will love is the addition of a pilot’s door, allowing the pilot to enter on the left side instead of having to crawl over the passenger seat.
Other upgrades include a keypad for easier data entry on the G1000 and an all in one, digital standby instrument that includes attitude, airspeed, and altitude.
This raises the question, will Piper and Beechcraft follow suit?
L-3 has jumped into the ADS-B transponder game with their Lynx line of products. Aircraft owners have a myriad of options with the Lynx line, from simply becoming ADS-B compliant with the NGT-1000 ($2,100, with ADS-B out that works with the GTX 327 and GTX 330), or going all in with the NGT-9000 touch screen transponder complete with ADS-B In, a traffic screen and NEXRAD ($6,800).
The NGT 1000/2000/2500 line works with the existing transponder in the airplane (as long as it’s a Garmin GTX 327 or 330). The 2000 gives ADS-B In capability, allowing the pilot to access NEXRAD and traffic, plus has a Wifi source to broadcast all the information to an iPad. The 2500 includes all of that, plus gives the pilot MFD capability as well. An optional control panel is available if the airplane is not equipped with one of the aforementioned Garmin transponders.
The L-3 Lynx NGT-9000 is an actual transponder replacement. It is a touch screen device that has a multitude of ADS-B features that, quite frankly, are really cool on a transponder. The ADS-B traffic is displayed on the unit itself and can also be sent, via the optional Wifi connection, to an iPad on the WingXPro or SkyRadar apps. The optional L-3 NextGen Active Traffic can also be installed to receive traffic callouts (this does not include resolution advisories). Already have SkyWatch? The L-3 Lynx can use the equipment.
The L-3 Lynx NGT-9000 is also capable of displaying NEXRAD as well as METARs, TAFs, NOTAMs, and TFRs and a myriad of other weather products, all on it’s moving map. It seems that L-3 has taken the transponder and turned it into something awesome.
To read more about the L-3 Lynx line of transponders, you can visit their website.
There has always been something that felt wrong to me about how the walkway on many models of Beechcraft extends onto the right hand flap. I have never felt right about stepping onto the flap as I make my way into and out of my dad’s E33A Bonanza and therefore I generally try to step over top of it and place my foot on the wing instead. But does this effort actually make any difference, or am I just making my self look silly for no reason?
Well, as it turns out, it wasn’t such a bad idea. In 2007, a pilot flying a Beech reported a split flap condition. Upon inspection, it was found that there was damage to the actuation rod attachment as well as the nose rib and nut plates. Six other aircraft were checked and found to have similar damage. These findings were submitted to Hawker Beechcraft and in 2008 and they issued a maintenance alert regarding the issue. In 2011 the FAA issued SAIB CE-11-21 (Special Airworthiness Information Bulletin) to alert owners, operators, and maintenance personnel about the problem; specifically warning of the potential for cracking in the nose flap rib (part number 35-165050-84). And while its true that this type of damage is not limited to the right hand flap, it is known to be much more common on that side. Stepping over the flap instead of on it is recommended by both the FAA and Beechcraft as a solution.
Unfortunately, the flap cracking is known to span a wide variety of aircraft types. A 2011 “Safety Communique” issued by Hawker Beechcraft lists the affected models as:
-Bonanza 33, 35, and 36
-Baron 55, 56, 58, and 95
-Duke 60
Damage at the flap actuator point (Photo Courtesy of AOPA)
According the the FAA, the cracking can been found most commonly on airframes which are between 4,000 and 6,500 hours, but has also been found on aircraft with as few as 2,000.
So, what do we do about it?
First off, although much of the damage is difficult to detect without dis-assembly, the paperwork from both the FAA and Beechcraft recommend taking a look at the flap yourself to see if there are any obvious signs of problems. They also suggest taking special care looking in this area during your preflight inspections.
Next, if you have an airplane which may be susceptible to cracking, talk to who ever is doing your maintenance work and have them look carefully during your annual inspections. I talked to one of the IA’s at our shop who has dealt with this issue before and he told me that most shops will remove the flap and send it away to a repair station to have it fixed. It’s possible that if you purchased your airplane used it may have already had this issue taken care of; a quick look through the maintenance logbooks should clear up any questions.
Repaired rib next to a damaged rib (Courtesty: AOPA)
Regardless of whether your airplane is known to suffer from this problem or not, do your best to avoid stepping on the flap when getting in and out of the cockpit. It is also a good idea to ask your passengers to do the same as this simple act could end up saving you big headaches and big money someday down the road.
For more information regarding the flap issues discussed above, talk to your maintenance provider and visit these links:
I got the privilege of going to the EAA AirVenture at Osh Kosh this year. It was my first Osh Kosh experience. I’ll be the first to tell you, walking in the gate on the first day is mildly overwhelming. There are people and stuff everywhere. Airplanes, tents selling everything from airplane parts to mattresses (I wasn’t really sure how mattresses tied to flying), vendors, colleges, and loads of people.
Photo Courtesy of William Day, copyright 2018, All Rights Reserved
After I gathered myself from my initial shock, I set out to explore all that I could. I spent most of the first morning walking around the different manufacturer’s tents, getting a gauge on all the new airplanes I could never afford and only hope to ever fly.
The short of it is, the Cessna/Textron Denali is going to be stellar once it gets completed. The Epic E1000 (if it ever gets certified) might take a large market share from TBM, though they will have an uphill climb. The Cirrus Vision Jet is very cool and should be a relatively simple step up for SR22T owners. The Pilatus Jet is huge. Finally, the Diamond DA62 would be my below 12,500 airplane and the Piper M350 would be my pressurized plane. Money being no factor, of course.
Photo Courtesy of William Day, copyright 2018, All Rights Reserved
I decided to take in the entire airshow on Day 1, all 4 hours of it. Upon realizing I would be very stiff necked if I did that each day for the three days I was there, I decided on Day 2 to check out some seminars and learn something. I took a seaplane ground school course on Day 2, then listened to a NASA presentation on electric airplanes and low boom sonic jet technology (how to make supersonic passenger flight quieter).
The end of Day 2 at Osh Kosh had to be the highlight. I got to hang out with Cub Crafters at the 51WI grass strip just north of the OSH Class D airspace. There was a free BBQ and I got to take a ride in a Carbon Cub. My landing from the back seat was a bit rusty, but still a very cool experience. Buzzing the BBQ area in tandem was pretty neat.
Photo Courtesy of William Day, copyright 2018, All Rights Reserved
Day 3 brought some cooler temps and some clouds. We walked out to the vintage airplanes, spending the morning gawking at Cessna 195s and Wacos. Then I took the plunge to explore all the vendor hangars. My idea was to walk around and see if I can find some interesting and innovative technology. Well, after 2 of the 4 hangars, my head was spinning, so I decided to watch the rest of the airshow to let my brain drain out a bit.
Photo Courtesy of William Day, copyright 2018, All Rights Reserved
3 Days was a good amount of time to spend. I don’t think I could have stayed all week, but only a day or two wouldn’t have been worth it. I flew up with a former student in his TBM 700, which was a very nice way to travel. We landed and stayed in Green Bay (KGRB), which was super easy and low stress. Had a great tailwind on the return and made it to Houston non-stop.
A few closing observations:
The Stratos 716X Personal Jet
If Stratos Aircraft is ever able to bring this to market, it sounds awesome. 400 knots, single engine, single pilot, with 6 seats. Being a single engine jet, similar to the Cirrus Vision Jet, it’s 100 knots faster, plus with the airflow and engine technology, it doesn’t have that big V Tail in the back, thereby reducing drag. I have a feeling it would find a good market, but the certification process is a bear to get through. Just ask Epic.
The Lancair Mako
This is a legit airplane. Lots of thought was put in to the design of the Mako by the new Lancair organization in Uvalde, TX (KUVA). The airplane was extremely comfortable, capable, and pretty cool. The stick is in the center, with throttles on the side (where the stick would be in a Cirrus or Columbia). AC, full Garmin integration, and the cool factor of the nose gear retracting, but not having a gear handle. Higher useful load than a Cirrus or Columbia, it would be a great alternative (and cheaper) to one of it’s certified competitors.
Avionics
There is a lot of new avionics technology hitting the market. Dynon, beloved by experimental enthusiasts, is finding a foothold in the certified world with some neat panels. It will be an uphill battle to take on Garmin, but there is some potential in the retrofit market to offer a cheaper alternative to the Garmin TXi.
Speaking of the TXi, I played around with the 10.7″ panel at the Garmin booth. It is extremely intuitive. Garmin did a great job of making it a simple touch screen interface, easy to use, and easy to learn.
Avidyne is pushing their iPad integration with the IFD 100 iPad app. It ties via Wifi or Bluetooth to an IFD 550 or 440 navigator, giving an additional screen in the cockpit to work with. You have the ability to modify flight plans and such on the iPad and it will show up on the GPS units.
Photo Courtesy of William Day, copyright 2018, All Rights Reserved
All in all, Osh Kosh was an experience I’m glad to have finally experienced. I don’t think I would go every year like some folks, but every few years, especially when my sons are older, seems like just enough for me, but not too much.
All Photos Courtesy of William Day, copyright 2018, All Rights Reserved
There are many different ways to upgrade an instrument panel. Putting in a 696 here, a JPI engine monitoring system there, even an Electronic HSI. But, if you want to swing for the fences and get a serious upgrade, you have to go for a complete glass instrument panel. For good measure, you might as well throw in a touch screen GPS while you are at it.
The Garmin G500
The Aspen EFD 2500
Which panel to go with? There are two mainstream options (Garmin and Aspen) and a handful of other companies that make glass panel replacements (Avidyne being one, King for a short period of time at the end of the last decade being another with the KFD 840). Around 2010, there were a lot of companies trying to get into the glass panel retrofit game, but many of the products didn’t gain a whole lot of popularity, leaving Garmin and Aspen at the top of the heap.
What about the touch screen GPS market? Garmin has this pretty much cornered as well, with Avidyne and King just getting into the game. The gap between Garmin’s GTN series and Avidyne and King is pretty wide.
The answer is pretty easy when it comes to the GPS (go with Garmin!), but not so easy when it comes to the panel. The G500 and the Aspen Evolution series are both excellent interfaces with strong reliability, so which one do you go with? Feature-wise, both have a lot of the same features: traffic, weather, terrain, synthetic vision, to name a few. The presentation for each feature is a little different between the two interfaces. It just depends on what you like better.
The nice thing about the Aspen system is you can go glass, but you have options on how much glass you want: 1 screen, 2 screens, or 3 screens? With the single screen PFD, you have all your instrumentation, traffic, weather, and optional synthetic vision. You don’t need the synthetic vision for the traffic and weather, as it shows up behind your HSI. It is an honest to goodness glass panel retrofit.
When you decide to upgrade to 2 screens, this is where Aspen has a leg up. The second screen is a completely redundant PFD and, if you get the 2 hour emergency backup battery installed, acts as the backup instrumentation to the main PFD. This means you can take out the old steam gauge standby instruments. This helps clean the panel up.
I personally don’t see the need for 3 screens, but maybe there is someone out there who needs it.
One selling point that Aspen has over Garmin is the wide variety of autopilots and GPS units that Aspen units are compatible with. The G500 is only compatible with King autopilots, it’s own GFC 700 autopilot (which would be a retrofit), some Collins autopilots, and the Century 21, 31, 41, and 2000. This does cover a wide array of autopilots, but it keeps some on the outside. Aspen, on the other hand, is compatible with most autopilots on the market.
Finally, let’s talk price. Going with an Aspen EFD 1000 PFD (this is the single screen Aspen) will run you somewhere in the area of $12,000. The price will vary based on the shop and the airplane. When you want to add a screen, it’s an additional $6,000. This is for the base, so if you want to add weather or synthetic vision, it’ll run you a little more.
The Garmin G500 comes in around $20,000, again depending on the shop and the airplane. The screens are bigger on the G500, which is kind of nice, and you are buying a Garmin product, which has a fabulous track record in the aviation industry.
Decisions, decisions. There really is no wrong answer here. Both are excellent products with very good track records. Both have really nice features and don’t hardly fail. Really, the choice comes down to what you want.
Need training on your upgraded GPS or glass panel retrofit? Contact Texas Top Aviation for thorough training on your new avionics today.
If you’ve ever been to Nantucket Airport during the summer, you’ll understand when I say that it is a crazy place. During the summer months, especially on weekends, the airport is visited by an endless parade of airplanes ranging from the smallest GA airplanes to the biggest private jets.
One sunny Sunday afternoon I was standing in line at the front desk of the Nantucket FBO when the ramp door opened and a very grumpy and entitled man walked in. The man marched right up to the front desk and barked a fuel order at the girl working there, which she mistakenly read back wrong. After yelling at her for her wrongdoing, he announced that he had flown in to go to the restaurant and stormed off to drown his sorrows in fish and chips. Although he was a jerk, his attitude got me thinking about FBO’s and everything that the people who work at them do for us pilots.
For anyone who may not know, FBO stands for Fixed Base Operator. FBO’s can be found at airports everywhere and their business is to provide services such as fuel, hangar space, and tie downs. Bigger FBO’s can offer more services including rental cars, food, maintenance, flight instruction, etc. FBO workers have the ability to make life really good or really miserable for pilots, and, it seems to me, we pilots have the same power over them. Based on my personal experiences and the experiences of some friends who have worked at airports around the country, here are some things to think about next time you taxi onto an FBO ramp.
Landmark Aviation has the best pens
I’ve divided this article into two sections:
FBO Etiquette: What can we as pilots do to make life easier for the workers at the FBOs
FBO Pilot Perks: Ways that FBOs can help make a pilot’s life better (besides basic services like fueling)
FBO Etiquette
Be Polite
Everyone I talked to about their time working at an FBO said that simply by being friendly and polite is one of the biggest ways we can help. Most of the people that work at the FBOs love aviation and likely are working there to be around the industry in hopes of eventually being more involved. The girl working the desk at Nantucket didn’t deserve to be yelled at just for reading a tail number back wrong; don’t forget that “please” and “thank you” are still magic words.
Call Ahead
Whether you are flying to the airport, or you left your airplane at the FBO and you need them to pull it out or fuel it, calling ahead is greatly appreciated. Most FBO’s have a radio at the front desk and have their frequency listed online and in foreflight. Call ahead and tell them that you’re coming, when you’ll be arriving, and what you’ll need when you get there (gas, rental car, taxi..etc). That way they wont feel rushed and you may get what you’re looking for more expediently upon arrival.
Fuel orders
If your fuel order is difficult or confusing (example: 6.54 gallons in the right side and 4.32 in the left) you may be better off just to do it yourself at the self serve. One of the guys I talked to said that he would have pilots ask for extremely specific numbers and then stand there watching, ready to pounce when it wasn’t fueled exactly right. Its also worth noting that fuelers do make mistakes. Its highly recommended to watch and make sure that the correct truck (Jet A or 100LL) is the one pulling up to dispense your gas. Make sure you check that the fuel caps are properly installed before departing.
Look outside
A lineman motions for the pilot to stop.
Taxiing onto the ramp is not the right time to be doing your after landing and shutdown checklists. Wait until the airplane is stopped before taking your eyes off the person marshaling you to your parking spot. I’ve been told that it isn’t uncommon for a pilot to be looking inside while taxiing and it makes the linemen very nervous as they are motioning to the pilot to stop (For those unfamiliar, with lineman hand signals, here’s a helpful link).
Brakes
Unless you have talked to them and get the okay, don’t leave the parking brake on when leaving your airplane at an FBO. Often the lineman will direct you to park upfront to make loading and unloading easy, but if you’re going to stay for a long period, the airplane will need to be towed and parked out of the way. Leaving the parking brake on can make serious headaches for the people trying to organize the ramp after you leave.
Lights
Don’t blind the poor guy parking you by leaving all your landing, taxi, and recognition lights on as you’re pulling into your spot at night. Likewise, when you are ready to leave your parking space, its courteous to signal the person waiting in front of your airplane by flashing one of your lights at them so they know you are ready to be directed off of the ramp.
FBO Pilot Perks
Good parking
This one is pretty basic. I’ve heard through the grapevine that you may get parked in the boondocks as punishment for being rude to the FBO staff. However, if asked, much of the time they can pull your airplane right up front and may even let you pull a vehicle onto the ramp to load people and bags more easily.
Cheaper hotel rooms/ rental cars
Some FBO’s have special rates with hotel and rental car companies around in the area. Although it varies from place to place, you may be surprised with the amount you can save on these travel essentials. I had a flight last week where I called and was given a quote of 185 dollars for a rental car…after telling them that I was parking at the local FBO, I got the special price of 125. Check with the FBO you will be stopping at for any of their current offerings.
Fuel discounts
Sometimes the price of fuel or the minimum uptake to waive the fees can be negotiated. Sometimes, the fees may be forgotten entirely. If you are unable to take the minimum amount of fuel to waive the landing or ramp charges, tell them what you can take and you may be pleasantly surprised with the response. Its not uncommon with our Bonanza that even though the “minimum” may be 20, I can waive the fees by up-taking 10 or 12 gallons instead.
Points/ Rewards cards
Some FBO’s offer incentives to pilots for buying gas. Many of the rewards programs are free to sign up for and will pay the fuel purchaser cash based on how much fuel they buy over a specified time period. I am a member of the Avtrip program which rewards fuel purchases at Avfuel airports with points that are redeemable for money. Avtrip is just one example of an FBO fuel rewards program; if you fly regularly, it may be worth looking into whether or not there is a fuel rewards program you can take advantage of.
Crew Cars
Most FBO’s have cars designated for use by the pilots. They are extremely nice for going to get lunch or taking care of whatever short errands you may need to run around town. Most crew cars are limited to about 1-2 hours of use, but they can often be loaned out longer based on the discretion of the people working the desk. On a few occasions, I’ve had the cars loaned to me for longer, even over night, by the nice people at the FBO (They always appreciate pilots splashing a few gallons of auto gas into the cars while they are out, too).
FBOs and the services that they provide are invaluable to pilots, both commercial and private. If we as pilots are willing to work with the linemen and service reps we can make both our lives and their lives easier. Remember to be polite and don’t be afraid to ask if you need something….that’s what they’re there for!
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.
It’s that time of year again! Yes, it’s the New Year, but it’s also time to register for the 2024 Texas Top Aviation Fly In. The Aviator’s Academy’s sister company, Texas Top Aviation, is hosting it’s 4th annual fly in event on March 19th-22nd, 2024 at the Shangri-La Resort in Grand Lake, OK.
For those not familiar with the annual Texas Top Aviation Fly In, we’ve been hosting this event since 2019 and it is always well attended and fills up fast. Geared around aviation education, golf, community, and a whole lot of fun, the fly in is always very popular.
This year, we are adding a Par 3 Shootout for early arrivals on Tuesday, March 19th at the Shangri-La’s Battlefield Par 3 Course. The 4th Annual 2 Round Golf Tournament begins on the afternoon of Wednesday, March 20th and finishes up on the afternoon of Thursday, March 21st.
The biggest hit of the week is always the safety seminars on Thursday morning. This year, Texas Top Aviation has secured the talents of Paul New, expert Cirrus, Columbia, and Cessna mechanic, and owner of Tennessee Aircraft services. If you listen to Mike Busch’s podcast, Paul is a regular. Scott Williams, owner of The General Aviation Law Firm, will be presenting on LLC’s and Illegal Charters, while Hank Gibson, owner of Texas Top Aviation and The Aviator’s Academy, will present a study on several different accidents and what can be learned from other’s mistakes.
It’s guaranteed to be a fun week. The Grove Regional Airport in Grove, OK will be our host airport (KGMJ) this year. Sign up soon as space is limited. Registration is only open till February 23rd, 2024. For more information and to register, simply Click Here. We hope to see you there!
