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.
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 But, if you have had your medical certificate revoked, suspended, withdrawn or denied, you don’t qualify.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.
You are hand-flying an in-the-weather descent, power back, heading for the FAF. You start a 30 degree banked turn at your lead point to cross the FAF, when your passenger behind you gasps. Looking over your shoulder, you see he has spilled his drink into his lap…too bad for him! However, when you turn your head back to your panel, your inner ear tumbles and you see 45 degrees of bank, 15 degrees nose low, airspeed increasing.
Congratulations! You have managed to get distracted and sucked into an unusual attitude recovery. By the book, you should roll wings level, pull to the horizon, and adjust power as necessary to keep the airspeed within limits. In this scenario, if you had not experienced vertigo, you might have been able to roll to less than 30 degrees of bank, recover your turn, pull the nose up to less than the original descent attitude, pulled a bit of power to slow back to your desired penetration speed and then resumed your desired ground track. However, this would only be appropriate if you had full situational awareness as to the deviations caused by the look over your shoulder, plus full confidence that the moderate corrective actions would put you back on your desired flight path.
As a military aviator, I learned unusual attitude recoveries based upon hard maneuvering at extreme pitch and bank angles. In the hard-maneuvering environment, an unusual attitude could be 90 degrees straight up, airspeed decreasing below 120 kts…or 80 degrees nose low, 135 degrees of bank, airspeed increasing through 500 kts… etc. In these cases, understanding angle of attack, or AOA, is critical to maintaining controlled flight and returning to a normal attitude.
In an extreme nose-high attitude, a military aviator is trained to roll the aircraft to 90 degrees of bank, ease off the back-stick pressure to reduce AOA, add power as required, and allow the nose to slice back towards level, rolling to wings level as the nose approaches the horizon. If nose low, the recovery procedure is to roll rapidly, within asymmetric g limits, until wings level, then to pull at optimum g loading to recover to level flight. For the nose-low recovery, power was normally reduced until airspeed could be assessed and brought under control. However, when doing the nose-low pullout at 7-9 gs, pulling the power for too long would leave you much to slow to resume combat.
The AOA gauge on a fighter’s glare shield is a primary reference during hard maneuvering and for landing. The AOA for optimum maneuvering is 13 degrees, displayed as the green circle or “green donut” on the gauge. The red chevron on top represents a slow condition of 15 degrees or more and the yellow lower chevron represents 11 degrees or less.
For normal landing in the F-16C, the pilot slows to 220 kts and configures abeam the touchdown point while mentally computing the final approach airspeed of 136 kts plus 4 additional knots for each 1000 lbs of fuel. When rolling off the perch and flying the final turn, the pilot would usually only glance once at the airspeed once to ensure final turn airspeed of 180 kts while using the AOA sight gauge as the primary indicator of a best performance turn. As long as the AOA was green donut (13 degrees) or less, you would not stall. If on speed and 13 degrees wasn’t going to get you around the turn to line up with the runway, you knew you were going to overshoot. You never wanted to see the red chevron of 15 degrees or more as that meant you were too slow, pulling too hard, and in danger of building an un-recoverable sink rate!
Few GA aircraft are currently equipped with AOA indicators, though there are several after market devices available for retrofit. However, knowing the impact of AOA and how to manage it is vital to safe aviating, even without an AOA gauge. The bottom line is, as long as you don’t ask the wing to produce more angle of attack than it can handle, you won’t stall.
Practicing final turn stalls, to know what the wing feels like as you get too slow or pull too much on the controls, increasing AOA past the critical point, will keep you safe when you encounter that unexpected overshooting wind or you find yourself inadvertently on too tight of a downwind leg. Better to overshoot or take it around to try again, than to pull too hard and exceed critical AOA.
Mike Hostage is a retired USAF pilot with 37 years of experience, flying a wide variety of aircraft. An instructor pilot for more than half of his 4800 flight hours, Mike is currently qualified in a Cirrus SR-22T and regularly flies his two homebuilt sailplanes.
You are hand-flying an in-the-weather descent, power back, heading for the FAF. You start a 30 degree banked turn at your lead point to cross the FAF, when your passenger behind you gasps. Looking over your shoulder, you see he has spilled his drink into his lap…too bad for him! However, when you turn your…
Most of us who have been through instrument training are familiar with the traditional view limiting devices. There is the original hood, which does a decent job of blocking a pilot’s view of outside, but there are still gaps that allow “peeking”, though that peeking doesn’t really help a pilot fly an approach. It does help them figure out which way is up, so it’s not a true simulation.
The other problem with a hood is the process of putting it on to begin simulating IFR conditions, then taking it off when it’s time to land. This process takes time and the instructor has to take the controls (or the autopilot flies), losing some of the realism of the simulation.
Overall, an IFR hood is relatively comfortable. The elastic band sits under your headset, doesn’t squeeze your heard, and doesn’t press underneath your ear cups of the headset, giving you a headache. Hoods are large and somewhat unwieldy.
Foggles are another way to simulate IFR conditions for training. Most of the time, these are safety glasses that have most of the lens blacked out or fogged out, leaving little slits at the bottom for the pilot’s eyes to see the instruments.
Foggles aren’t quite as good as an IFR hood at blocking the outside. Due to their shape, there are often cracks that allow more “peeking” then a hood. The process of beginning to simulate IFR conditions and ending the simulated IFR conditions is easier though, since all the pilot has to do is put the foggles on or slip them off, which can often be done one handed (putting them on can be more difficult one handed since they have to fit underneath your headset). Wearing them for a long period of time can get painful as your headset is probably going to start crushing them against the side of your head.
The best comfort and view limiting combination I have found, so far, is called the ViBAN. It’s very comfortable and does a really good job of simulating IFR by blocking a view of the outside.
What’s the whole goal behind a view limiting device? When a pilot starts instrument training, ideally, all the training would take place in the clouds, since that is why someone get’s an instrument rating. As we all know, this isn’t possible, hence the need to simulate IFR conditions. The problem with simulating IFR is, it’s not true IFR. True IFR conditions are different then what a hood or a set of foggles can simulate. This can lead to spatial disorientation if a fresh instrument pilot enters the clouds for the first time, having done all his training in simulated conditions.
I’ve even heard a story of a pilot who did all his IFR training with a hood, passed his check ride, went into the clouds the first time, and put the hood on because he was getting disoriented since he hadn’t ever experienced true IFR.
What about full motion simulators? How I wish every airport had a full motion simulator for instrument training. Full motion sims are truly the best way to simulate IFR conditions. A pilot can easily get spatially disoriented in a sim if he or she isn’t careful. It’s a great way to simulate IFR conditions, but, alas, this just isn’t possible.
Are we doomed to just do an okay job of training instrument pilots in simulated IFR conditions with a hood or foggles?
Nope, at least not anymore.
Enter the ICARUS Device. The ICARUS Device, which stands for Instrument Conditions Awareness Recognition and Understanding System, is an amazing piece of equipment which truly simulates IFR conditions in the training environment. The ICARUS is a plastic shield that uses a Polymer Dispersed Liquid Crystal film that allows the degradation of a pilot’s visibility. It clips on to a baseball cap and is attached to a battery. That battery is then bluetoothed to an iPad or iPhone App that allows the instructor to put the pilot into and take him out of simulated IFR conditions.
Originally designed for helicopter training, it’s an excellent tool for fixed wing IFR training too. I’ve been using it for the last month and a half and I am hooked. The customer’s that I have used it with truly say that they cannot see a thing outside. Because the plastic shield turns white, it really does give the view that the pilot is in the clouds. The inner ear certainly believes it. The curve of it fits the glare shield in most planes nicely (there is some custom cutting that would have to take place for specifically rounded glare shields, but it fits Cirrus and Piper Saratogas nicely, the two planes I have used it in), and it sits away from the pilot’s face, blocking out all windows, which is what clouds do.
The greatest thing from an instructor’s standpoint is the ICARUS Device app. The pilot puts the device on before taxi and I set the app to VMC. This completely clears the ICARUS Device so the pilot can see just fine for taxi and takeoff. Then, at about 400 AGL, I tap the <1/2 VIS button on the app, and boom, the pilot is in the clouds. I even have a time delay to slowly make the ICARUS Device opaque to simulate slowly entering the clouds. I do the same thing on an approach, except in the reverse order, simulating we are slowly exiting the clouds.
The ICARUS Device is a game changer for IFR training. It’s comfortable, easy to use, the battery lasts for a long time (though bring a standard USB charging cord with you in the plane because the battery failure mode makes the ICARUS Device opaque instead of transparent. You don’t want that to happen at 200 AGL!), and, most important, it truly simulates IFR conditions.
After using it, I believe all flight schools and CFII should get one of these, both in the fixed wing and helicopter world. It’s the best option for simulating IFR conditions.
Texas Top Aviation, LLC was given an ICARUS Device by the ICARUS Device company to test. Texas Top Aviation, LLC was not paid for our above opinion on the ICARUS Device (trust me, if it was terrible, I would have told you!).
Most of us who have been through instrument training are familiar with the traditional view limiting devices. There is the original hood, which does a decent job of blocking a pilot’s view of outside, but there are still gaps that allow “peeking”, though that peeking doesn’t really help a pilot fly an approach. It does…
I have used a few different sun shields in airplanes in my flying career. I have found one that I really like. Bruce’s Custom Covers knocks it out of the park for usability and ease of storage.
Let’s start off with functionality. Like other window sun shields, Bruce’s Custom Covers fit very nicely into the airplane glare shield and side windows. Depending on the type of airplane you have, some of the window covers use the suction cups and others don’t. I recently had 2 customers order from Bruce’s, one that owns a P210 that uses the suction cups for all windows, including the glare shield, and the other owns a Cirrus which doesn’t use the suction cups on anything.
They work great. They do the job of blocking the sun and keeping the cabin much cooler while the airplane is sitting on the ramp.
The thing I like best about Bruce’s Custom Covers is their storage. Other sun shields require you to roll them up and lash a tie around them. Bruce’s, on the other hand, come folded very neatly in a black canvas bag. The folded covers don’t take up nearly as much room as the rolled up covers, plus they are really easy to just fold up and store.
Bruce’s Custom Covers also sells plugs for cowling, pitot tubes, etc., as well as aircraft exterior covers.
Bruce’s Custom Covers gets my recommendation for anyone wanting to get some new sun shields. For those of you in Texas, you know you need them!
I have used a few different sun shields in airplanes in my flying career. I have found one that I really like. Bruce’s Custom Covers knocks it out of the park for usability and ease of storage. Let’s start off with functionality. Like other window sun shields, Bruce’s Custom Covers fit very nicely into the…
Are you a Cirrus pilot with a Garmin Perspective? Still can’t figure out the use of the go around button? Read on!
When it comes to flying an instrument approach, we as pilots are assuming we are going to land. Most of the time, we won’t even take off if the ceilings or visibilities are below the minimums for an approach. 95% of the time, we do land.
There is the other 5% of the time when something unexpected happens, whether we get a full scale deflection, or we don’t see the runway at the published minimums, and we have to perform a missed approach.
When instructing, missed approach procedures are actually what I see the most deficiency in when instructing an instrument rated pilot. It’s not necessarily configuring the airplane for a missed approach procedure, it’s the button pushing involved in setting up the GPS properly. When a pilot isn’t proficient in the button pushing, that button pushing distracts the pilot from actually flying the airplane, which can lead to a dangerous situation.
I am going to spend a few articles on flying a missed approach with different GPS and different autopilot configurations. Today, I will be addressing the Garmin Perspective with a GFC 700 Autopilot, which is what all Cirrus Aircraft after 2009 are equipped with.
The Garmin Perspective Missed Approach Procedure
Once the decision to execute a missed approach has been made, here is the step by step procedure:
Full Mixture and Full Throttle
Simultaneously push the Go Around button on the underside of the throttle. This does the following:
Sets the Garmin Perspective Flight Director to Go Around Mode (7.5 degrees pitch up and wings level)
Takes the Garmin Perspective GPS out of Suspend Mode
Switches the CDI back to GPS mode if it is in a different mode
Garmin Perspective with GFC 700 Autopilot stays on
Flaps up
Confirm airplane is climbing
Set altitude bug for missed approach altitude (assuming it isn’t there already)
Set NAV mode and IAS mode on the Garmin Perspective GFC 700 Autopilot
That’s it. When Garmin and Cirrus got together to create the Garmin Perspective with the GFC 700 Autopilot, they tried to make as simple but robust system as possible. Once you have the procedure down for the right buttons to press, then the procedure is relatively straight forward.
Are you a Cirrus pilot with a Garmin Perspective? Still can’t figure out the use of the go around button? Read on! When it comes to flying an instrument approach, we as pilots are assuming we are going to land. Most of the time, we won’t even take off if the ceilings or visibilities are…
For years, Cirrus owners who have the Avidyne Entegra PFD and MFD have been clamoring for Avidyne to come up with some sort of upgrade. The Entegra, or EX 5000 system, is late ’90s technology and, though it still works, there will be a certain point in the future when it gives up the ghost. Avidyne still supports the Entegra system, but it’s hard for a Cirrus owner to see all this new technology coming on the market while not being able to upgrade the original Avidyne screens.
Avidyne gave it a go in the late 2000s with a panel upgrade known as the R9. The R9 was a good system, but Avidyne was very slow on the release (rumors were the company wanted it to be absolutely perfect before releasing it, which frustrated Cirrus, who then switched to the Garmin Perspective panel, leaving Avidyne behind) which led to the R9 only being available as a very expensive retrofit to the Entegra system ($80,000-$90,000 for the system and install). Needless to say, there weren’t that many takers.
Late in 2020, Garmin announced it had received certification to retrofit Avidyne Entegra equipped Cirrus Aircraft with the company’s G500 TXi displays, which gave new hope to G1, G2, and G3 Cirrus owners. The price tag wasn’t outrageous, coming in at $16,000 apiece for each display. The G500 TXi works with any possible GPS that can be installed in a Cirrus (GNS 430Ws, GTN 650s, GTN750, or the Avidyne IFD 540/440) and with the DFC 90 Autopilot (if the Cirrus is still equipped with an STEC 55x, the Autopilot would need to be changed to either a DFC 90 or a Garmin GFC 500).
Fast forward to June of 2021 and Avidyne re-enters the game with the Avidyne Vantage. After the R9 debacle, Avidyne has opted this time to go for a more simple approach. The Avidyne Vantage system changes out the Entegra PFD and MFD with bigger screens (12″; Garmin’s TXi units are only 10.6″) with high quality pixelation, synthetic vision, engine gauges, checklists, charts, a hybrid touch interface, and all the other information that was offered on the Entegra system, just all more modern and updated. The best news is that the system provides redundant reversionary mode, which was one of the biggest complaints about the Entegra system.
The price tag comes in lower than Garmin, with each screen being priced at $12,500. The units will work seamlessly with the Avidyne IFD Series GPS units, though, as of this writing, it isn’t clear if the Avidyne Vantage will work with Garmin GTN 430Ws or the GTN 750/650. I would assume that the integration would be there, but I haven’t found any documentation stating that yet. DFC 90 Autopilot integration would be seamless, but not sure the integration with the STEC 55x or Garmin GFC 500.
Avidyne says the Vantage will be fully certified in early 2022, but the company is taking orders now. Visit the Avidyne Website for more information.
For years, Cirrus owners who have the Avidyne Entegra PFD and MFD have been clamoring for Avidyne to come up with some sort of upgrade. The Entegra, or EX 5000 system, is late ’90s technology and, though it still works, there will be a certain point in the future when it gives up the ghost….
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:
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.
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.
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.
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…
