Maintaining TKS Panels

Columbia TKS Panels

When cleaning airplanes, the majority of people don’t know how to properly maintain their TKS panels.  TKS panels provide wing leading edge, horizontal stabilizer leading edge, and, in the case of FIKI airplanes, vertical stabilizer leading edge de-icing protection.  For those not familiar with them, they are metal strips that have thousands of holes drilled into them where the TKS fluid seeps out. They have become quite prevalent on Cirrus aircraft, the Cessna TTx, and Mooney aircraft manufactured in the last decade or so.  The system is also known as a weeping wing system.

Being on the leading edges, these panels pick up bugs very easily.  For the uninitiated, it would make sense to just use normal airplane cleaner to spray the panels and scrub the bugs.  Don’t!

Using anything that contains Methyl Ethyl Ketone (MEK) as that can harm the TKS bladders behind the panels.  Any aircraft cleaner containing wax could cause the pores to clog, preventing the TKS fluid from properly seeping onto the wing.

What’s the best thing to do?  Soap and water with a soft cloth is a good start (again, make sure it doesn’t have wax in it.  Dish soap would be suitable).  No hose available?  Just simply turn the TKS system on, let it run till you start to see fluid drip off the wings onto the ground, and use the fluid to clean the panels.

A soft cloth would work fine, but, if the panels are really buggy, take a green scouring pad to do some scrubbing.  Just make sure the scrubbing motion is up and down with the grain, not side to side.  You can find the green scouring sponges on the dishwashing aisle in the grocery store.  Just leave one in the hangar for when you need it.

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    In instrument flying, I am all about keeping things simple.  There is a ton of detail that an instrument pilot can get bogged down in.  When an instrument pilot gets bogged down, he gets distracted from flying the airplane.  When he gets distracted from flying the airplane, dangerous circumstances can happen.

    I like to keep things simple.  When I first started instructing, I developed a very simple instrument approach briefing that captures everything that is necessary on an approach plate, but prevents getting bogged down in the details.

    I call it the BBC instrument approach briefing.  Here it is:

    Brief

    rnav-32-kssfFirst things first.  The first step of an instrument approach briefing is to brief the approach plate.  There are a bunch of acronyms out there that instructors tell their students to memorize that only cause confusion instead of helping get the plate briefed.  To keep it simple, just work your way across the plate and you’ll get all the information you need.

    Start in the top left hand corner of the plate, with the approach course, then work your way right and down, as follows:

    • Approach Course (or Nav frequency if flying a VOR/ILS/LOC)
    • Runway information
    • Notes (these are good to brief the night before as a lot are irrelevant to GA pilots
    • Missed approach
    • Frequencies
    • Planview and MSA
    • Profile View and Minimums

    Simple enough, right?

    Build

    Now that you know what you are planning on doing, you can now take the second step in the instrument approach briefing and build the approach in your GPS.  You know your approach type, you know your transition, and you know what your minimums are.  Taking all that information, you can now build it in to your system.

    Checklists

    Once everything else is done, don’t forget the checklists.  The descent and before landing checklists still need to be done as part of an approach.  The best time to do these is before joining the approach so that you don’t have to worry about flying the approach and looking at a checklist at the same time.  Even better, memorize the checklist and you don’t have to look at anything!

    Most importantly, you want to be configured properly for the approach by the final approach fix.  Gear, flaps set, power set, so all you have to worry about at that point is following the needles and trusting your instruments.

    ifr-cartoon

  • Cirrus Austin, Texas Get Together

    The South Central Cirrus Owner’s and Pilot’s Association (COPA) Region is hosting a Fly In dinner at the Austin Executive Airport (KEDC) on Friday, October 8th.  The event is from 5-9pm.  There will be a cash bar, a catered dinner ($25/person), a special guest speaker, and great mingling amongst the Cirrus owners and pilots in our region!

    Fly in or drive to EDC.  The dinner will be in the Henrickson Jet Center’s main hangar.  You will need to RSVP so event organizers can get a proper head count.  The link to RSVP is here.

    Cirrus Aircraft will be bringing two new 2016 SR22s that will be available for viewing.

    Register for the CATGT before the slots are all filled up!

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  • Redbird Skyport Bluebonnet Fly-In at KHYI

    Bluebonnet Fly In

    Come out to Redbird Skyport at the San Marcos Municipal Airport on Saturday, May 30th for the Bluebonnet Fly-In.  Hank Gibson from Texas Top Aviation will be giving a safety presentation at 2pm in the large conference room entitled “Is The Approach Activate?  Flying Garmin Approaches.”

    Join Texas Top Aviation and Redbird Skyport as we open the summer together at the Bluebonnet Fly-In.

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  • Spring Cirrus Austin, TX Get Together (CATGT)

    The South Central Cirrus Owner’s and Pilot’s Association (COPA) Region is hosting it’s second Fly In dinner at the Austin Executive Airport (KEDC) on Friday, October 8th, dubbed the Spring Cirrus Austin, TX Get Together.  The event is from 5:30-9pm.

    Like the first CATGT in October, there will be dinner ($25 per person), drinks, and several presentations.  Jack Long and Josh Marvil will speak about their trip around the world in a PC-12.  Ed McCombs and Eric Opiela will give a safety presentation about automation and task saturation.

    Plus, best of all, Cirrus is bringing a real live flying SF50 Vision Jet, plus a brand new SR22 G6 with the Garmin Perspective NXi panel.

    Fly in or drive to EDC.  The dinner will be in the Henrickson Jet Center’s main hangar.  You will need to RSVP so event organizers can get a proper head count.  The link to RSVP is here.

    Register for the CATGT before the slots are all filled up!

  • Flying the RDD LX7

    I get to fly a lot of different airplanes in my chosen career. There aren’t many airplanes that I take off in, then say “Wow,” and have a big smile on my face. The RDD LX7 was definitely one of those.

    I wrote about the RDD LX7 in the past, bragging about everything I read about it. The blogs all advertised 250 KTAS and 17 GPH and FL250, all of which are eye popping numbers.

    Lo and behold, those numbers are true.

    I got to go up to RDD’s Redmond, Oregon facility in April 2021 to get my initial training in the RDD LX7 and I couldn’t wipe the smile off my face. The 3 screen G3X Touch layout is very impressive and not crowded like I thought it would be. Being familiar with the G500TXi, there are some G3X specifics that take a little getting used to, but overall, it’s a good system. The main GPS and number 1 radio is a GTN 750Xi.

    We took off from RDM and proceeded to climb at 140 KIAS, which equated to 2,000 FPM. We only had half tanks (which is still 90 gallons of fuel!), but it climbed with no problem. It’s extremely responsive as I learned while doing the basic flight maneuvers. The stall speed of the airplane (the biggest problem with the Lancair 4P, the airframe that the RDD LX7 is derived from, was the terrible wing design and extremely high stall speed), was in the low 60s or high 50s, with the stall being extremely docile.

    The airplane handled very similarly to a Columbia 400, but seemed even more responsive. The glide ratio isn’t as good as some, but it’s still better than a Cirrus (plus it still has a BRS system to boot).

    The big test was the flight to San Antonio from Redmond to bring the plane home. The new owner and I departed RDM with the tanks full of Avgas (180 gallons), then got up to a cruise altitude of FL210. After setting power and leaning, the numbers came out true to spec: 252 KTAS, 17.5 GPH.

    The greatest part? We stopped in Santa Fe to stretch our legs and we didn’t need fuel. We still had 100 gallons left! That left us plenty to get to San Antonio with 40-50 gallons left over. Another RDD LX7 owner flew his piston direct from Redmond, OR to Jacksonville, FL, non-stop. It was over 9 hours. That’s impressive.

    You can’t beat the purchase price, either. A new Cirrus SR22T runs a little north of $1.2m. A piston engine LX7, that is pressurized, 70 KTAS faster with a much longer range, and still has a BRS, is between $850,000-$900,000. An LX7 starts to make a whole lot of sense when you weigh all that. There is also a PT6 option with several different sizes and horsepowers to choose from, which costs more, but you see 300 KTAS.

    To learn more about the RDD LX7, check out the company’s website: RDD LX7.

  • The Importance of Transition Training

    In September, the FAASTeam at the San Antonio FSDO put a special emphasis on transition training (AOPA put out a free course last year covering general transition training topics).  A lot of pilots don’t understand the need for transition training or what it even entails.

    Transition training deals mainly with piston engine aircraft, regardless of whether the airplane is a single or twin.  The FAA doesn’t have any special requirements for changing from one piston engine airplane to another, as long as the pilot has the appropriate endorsements (high performance, complex, high altitude, etc.) and is rated in that category and class.

    Transition training is promoted mostly by insurance companies. An insurance company looks at a pilots experience when deciding to insure him or her in a new airplane.  If the pilot has only flown Cherokees and Comanches and is now upgrading to a Malibu, then the insurance company is going to require some transition training with a knowledgable instructor.

    What is transition training?  It is when an appropriate rated pilot needs to learn how to fly a different airplane.  These are referred to commonly as checkouts, but with more complicated airplanes, the training is actually very in depth.

    Using the example above, Pilot A just sold his Comanche 260 and bought a 1987 Malibu.  Pilot A says, “A Malibu is a complex, high performance, single engine piston, which is what I had in my Comanche.  I can fly that, no problem.”  In reality, a Malibu has a lot of differences.

    pa46-transition-training

    First, there are more systems in a Malibu.  You have pressurization, air conditioning, emergency oxygen, turbo charging, and possibly radar.  Not to mention you are dealing with a Continental engine instead of a Lycoming.  And, is it a factory TSIO 520 or a converted 550?  2, 3, or 4 blade prop?  Glass panel or steam gauges?  What kind of autopilot?  Plus, it’s a much heavier airplane so it’s going to fly different, have different rotation and landing speeds and handle differently in stalls.  What’s the sight picture supposed to be on final approach?  What are the emergency procedures?

    Overwhelmed yet?

    An experienced, insurance approved instructor and training program is a necessity when getting into new airplanes.  It makes for safe pilots and safer skies.

    Texas Top Aviation offers Cirrus Transition Training as well as Bonanza Transition Training and Columbia/Corvalis Transition Training.  We are working on an insurance approved Piper PA 46 piston transition course as well (Malibu and Mirage) and will have the course approved by the end of 2016.  Contact us today to schedule your transition training.

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