Hurricane Matthew rolled through the Caribbean last week and dumped vast amounts of rain across several of the island nations. Haiti was one of them. Haiti has been hard hit by disasters over the last 10 years. Hurricane Ike in 2008, he devastating earthquake in 2010, Tropical Storm Isaac in 2012 and now Hurricane Matthew.
MAF (Missionary Aviation Fellowship) has provided relief through all those disasters in Haiti. Their disaster response team is preparing to provide relief yet again to the island nation in the form of relief supplies and personnel as well as damage assessment flights.
MAF-US is based in Nampa, Idaho. The organization uses aviation and technology to gain access to isolated people groups in order to allow those people to experience the love of Jesus Christ. MAF-US serves in 6 countries around the world spread out amongst 15 bases. MAF International works in 33 countries around the world.
In addition, MAF works with multiple non-profits and human aid organizations to provide transportation to doctors and aid workers to those remote parts of the world where automobile transportation is impossible.
In Haiti, MAF has 3 airplanes based in the country that serve 13 remote airstrips. To read more about MAF, visit their website.
Many people ask, which set of charts is better? Should I use the FAA Aeroservices charts on Foreflight or pay extra for the Jeppesen charts? Since you have to pay for Jeppesen, they are probably better, right?
I am not here to say which one is better as a chart preference is just that, a preference for one over the other or for certain features. After a while, muscle memory and routine take over and you probably wont even notice the difference.
History
In 1934, Elroy Jeppesen began making his own charts and sold them to other pilots. His little company grew into the giant Boeing chart company we know today. Jeppesen charts are used internationally and therefore include information that might otherwise seem common knowledge, like transition altitudes. The key is, you cannot get FAA Aeroservices charts for international destinations. Jeppesen is the only option for outside the US.
National Aerospace Charting Office (NACO), or the new(er) name “Aeroservices” or FAA chart, whatever you decide to call them, are United States government issued charts. In addition to civilian use, Aeroservices charts are used by the military so there will be some terminology that does not apply to civilians. The best part about FAA Aeroservices charts are… they’re free!
If you are in the middle of a transition or trying to decide which charts to use, you have come to the right place. Here are a few key differences.
Obstacle Departure Procedure Chart KAXX (Angel Fire, New Mexico) ODP
Frequencies: FAA Chart provides the AWOS so you have all departure frequencies in once place.
Airport: Jeppesen highlight the airport, which is a nice feature so you can easily see the flow from the airport.
Notes and Remarks: Jeppesen bolds the speed restriction all over the chart so you won’t miss it. All other requirements are in the top right corner. Note the transition altitude 18,000′. Since Jeppesen is used internationally, it is published on the chart since other countries have different transition altitudes. It takes up a chunk of chart real estate, but it’s clear, easy to read, and always in the same place. The FAA charts post all the requirements and restrictions as notes off to the side. Since it’s in the same space as the chart graphic, it’s easy for the eyes to catch while studying the plate.
Take off Minimums: NOT APPLICABLE for PART 91 – however, it’s wise for all pilots to look and abide by them. Jeppesen displays the standard take off minimums table, as well as the rate of climb table, which is nice to have all in one place. The FAA chart gives the non standard information but you need to know/look up the rest in the Digital Terminal Procedures Supplemental document. (Hint: It’s in the Documents section of Foreflight)
Take Off Obstacles: About the same on both charts
Route Description: Similar on both charts, but larger font and clearer description on the FAA chart. When there are different routes from different runways, the FAA chart layout is really helpful.
Graphic Layout: Jeppesen and FAA use the same graphics for all their different charts and plates which makes it easy to read once you are familiar with the respective charts. FAA charts are easy to read and distractions are kept to a minimum. Jeppesen charts make things bold and enlarge pertinent information so you won’t miss it.
Airport altitude: This is only on the Jeppesen chart (the FAA chart doesn’t include it), but it is very helpful for situational awareness. As you brief the arrival altitudes, I think it’s important to have an idea what AGL you are at.
Approach Charts
One thing pilots love about Jeppesen approach charts is the clear set up for an approach brief. The top section is created as a “briefing strip” starting with the frequencies, then navigation frequencies, minimums, airport elevation and the missed approach. It’s very natural and user friendly.
FAA charts have a slightly bigger picture of the approach planview, but the profile view and minimums section can get a bit cluttered. It can feel a little discontinuous when briefing the approach to bounce all over the page. However, some pilots really like the small airport diagram in the corner, which I find really helpful for situational awareness (particularly for students learning circle approaches). Non- standard alternate and takeoff minimums are also clearly noted, but unfortunately we must hunt elsewhere to find them. The Jeppesen alternate minimums and takeoff minimums will both be on the airport diagram
Frequencies: Getting weather and tuning radios is easy on the Jeppesen charts – just follow the briefing strip. The frequency section on the FAA charts is still easy to read, but closer to the center of the page. It’s split up from the nav frequencies and other important briefing information. a. FAA charts are created by the government and have military specific information, which are the odd looking frequencies and channels on the chart.
Approach Navigation: On a Jeppesen chart, you will continue to the next line to verify your frequency, course and set minimums (assuming you are straight in on the ILS). On the FAA chart, you will then have to skip to the top of the chart to get the frequency and course, and then scan to the bottom of the page to input your minimums. However, since you could be flying a localizer approach or a circle to land, it’s a good reminder that not everyone using this approach chart will be using the same Decision Altitude (DA). The FAA chart also includes runway distance information so pilots can make determinations of approach speeds and stopping distance if the runway is wet or icy.
Missed Approach – Textual
Approach Lighting
Missed Approach- Graphical: The missed approach information is the same on both charts. The lighting information is key for determining a missed approach and is next to the missed approach text on the FAA chart. It’s found next to the missed approach graphic on the Jeppesen chart. Personally, I find it easier to find and read the lighting information on the Jeppesen chart. Remember, on both charts, the placement of the PAPI on the chart indicates the physical location of the lights (left or right of the runway).
Notes: Both charts have a notes box, but they use them a little differently. Once again, remember that Jeppesen charts are used internationally and include the transition altitudes and altimeter setting info. On both charts, the notes section will be where other critical information will be shared which isn’t really applicable for this airport. On the FAA chart, the tower frequency is starred to note that there are operating hours (you’ll have to check the chart supplement AF/D to find out what those hours are). There is also an L next to the frequency to indicate it is the pilot controlled lighting frequency. You will also find the note about the VGSI and the Approach Glide path next to the profile view on the FAA chart, whereas the Jeppesen chart has that note in the notes section at the top. The FAA chart also has the T and an A in black triangles to note that this airport has non- standard alternate and take off minimums. Again, those are found in separate documents when using FAA charts and on the Airport Diagram when using Jeppesen charts.
Minimum Sector Altitude: Similar on both charts, but in different locations (reminder: ATC vector altitudes may be lower. It is the pilot’s responsibility for safety of flight to maintain safe obstacle clearance, so if you are ever concerned about going below the MSA – just ask ATC).
Planview: Other then differences in size, visuals, and text, the information displayed on both is very similar.
Profile View: Again, the displays look different and pilots will have their preference, but the information is the same.
Minimums: Jeppesen charts not only note the category for each approach with its designated letter, but also displays it in knots. It is recommended that if you increase your approach speed (based on flaps or gusty winds or perhaps a faster speed for a circle to land approach) that you should use the higher category minimums. The reference guide makes that easy to look up. The other benefit of the Jeppesen charts is right the table that contains the time from the final approach fix to the missed approach point for a localizer approach, it also shows the rate of descent with the associated ground speed to maintain a 3 degree glideslope. Now there is no excuse not to set pitch and power! The minimums posted in parenthesis are for the military, but RVR in statute miles is also included.
Airport diagram: Only on the FAA charts, this particular feature is particularly useful for situational awareness. The arrow pointing to the runway shows the direction the approach is arriving from so planning a circle to land is a cinch. There is also a lot of other information that can be gathered from the airport diagram for quick reference or to help a disoriented pilot: lighting, displaced thresholds, closed taxiways, and runway placement and lengths. This is easily one of the best perks of an FAA chart.
Arrival/ Departure Charts: Sewzy 5 Arrival KAUS
The Jeppesen lay out is very attractive and draws the pilots eye in a clear way to all the important information. The colors pop out, so the required altitudes and speeds are easy to read and remember. The chart, which is the proper scale, shows MORAs , easy to find airports (and runway layouts) and is over all easy to follow. However, the texts, while very clearly laid out, are small and difficult to read and pushed to the very edges of the chart. FAA charts are simple and fairly easy to read, but the airports are not as obvious and the flow to the airport requires a good look. The table on the Jeppesen chart is a really nice format, but the text and Notes for arrivals on the FAA chart are easy to find and much easier to read quickly.
Frequency: FAA charts include the approach frequency on the arrival, which is helpful for having radios tuned. During a busy time when the controller changes your frequency, all you have to do is verify the frequency you already set, rather then totally stop what you’re doing to switch it. The Jeppesen charts add the airport elevation next to the ATIS, which really aids situational awareness.
Notes: Jeppesen notes are clearly numbered and tucked away nicely in a box, but the FAA chart notes pop out in the middle of the page and are easy to skim for pertinent information.
Planview: I think Jeppesen is the clear winner here- it is so easy to read, it only takes one glance to know where the primary airport is and how the arrival flows. The chart being at the proper scale offers the pilot important geographical information and over all is a clean look. Notice the small series of arrows after SMRFF on the the Jeppesen chart; those indicate the pilot should expect radar vectors. The FAA charts include those instructions in the text, but I find the visual reference on the chart helpful. The FAA charts are equally clean, with altitude and speed restrictions easy to read even if they don’t jump out. When there are multiple airports that the arrival serves, the airports are clearly marked, though, I think it would be nice to have a little more information surrounding the primary airport for better situational awareness.
MSA: only on the Jeppesen chart
Primary airport: The runway alignment and grey highlight on the Jeppesen chart stands out very clearly, while the FAA airports are a little more obscure.
Arrival route description: The table on the Jeppesen chart is easy to follow but the text is very small and pushed to the bottom. The route description is much easier to find and read on the FAA chart.
Airport Diagram
The Jeppesen Airport Diagram page has it all: frequencies, airport diagram, runway info, take-off minimums, departure procedures and alternate minimums. It’s a one-stop shop. It makes preflight planning easy when its all at your fingertips.
The FAA charts usually require a little more searching for different pieces of airport information. The Airport Diagram itself is just the airport layout. Above, you will see a simple FAA Airport diagram. It’s clean and simple, perfect for a knee board print out.
In the flight planning process, as you look at what approaches you will be using for the airport, you might see an A or T inside a triangle. Those indicate that you will need to look in the Alternate Minimum or Take off minimum documents for more information. The Takeoff Minimums document (see below) is also where you will find any obstacle departure procedures for that airport. Apps like Foreflight help you out by posting the take off minimums under the departure tab. Even though it’s a little more difficult to read, I didn’t crop out the airport information so you can see what it looks like in context.
FAA Alternate Minimums on the Left and Takeoff Minimums and Obstacle Departure Procedures on the Right
Many people ask, which set of charts is better? Should I use the FAA Aeroservices charts on Foreflight or pay extra for the Jeppesen charts? Since you have to pay for Jeppesen, they are probably better, right? I am not here to say which one is better as a chart preference is just that, a…
Earlier this month, Eclipse Aerospace and Kestrel Aircraft merged to form ONE Aviation. Most pilots are familiar with Eclipse, who makes the Eclipse 550 jet, but not many have heard of Kestrel Aircraft.
Kestrel Aircraft is run by Alan Klapmeier, co-founder of Cirrus Aircraft and brother to Dale Klapmeier, who still runs Cirrus. Klapmeier joined Kestrel in 2010 and brought innovation to the K350 Turboprop design that Kestrel was developing. Kestrel has been lacking in investors to further their project, but the merger will help a lot in getting more funding. Klapmeier assumed the CEO role for ONE Aviation.
The merger will also help bring more innovations to the Eclipse 550. The original Eclipse Jet was a miserable failure and the company went into bankruptcy in 2009. The Eclipse Jet came back to market in 2013 as the Eclipse 550 with many much needed improvements, including making GPS a standard amenity.
Klapmeier and his genius will lead ONE Aviation in good directions. The K350 will come to market a lot sooner as more investors will be drawn to the company, while the Eclipse 550 will continue to see new and innovative developments.
Earlier this month, Eclipse Aerospace and Kestrel Aircraft merged to form ONE Aviation. Most pilots are familiar with Eclipse, who makes the Eclipse 550 jet, but not many have heard of Kestrel Aircraft. Kestrel Aircraft is run by Alan Klapmeier, co-founder of Cirrus Aircraft and brother to Dale Klapmeier, who still runs Cirrus. Klapmeier joined…
Texas Top Aviation is proud to announce that Hank Gibson has completed the training to become an American Bonanza Society Instructor, or ABS Instructor. He is now qualified to give instruction in Beech Aircraft.
As an ABS Instructor, Hank brings over 2800 hours of flying experience in a variety of aircraft to the cockpit of Beechcraft. Along with his ABS Instructor Designation, Hank is also a Cirrus Standardized Instructor Pilot (CSIP) and a Cessna FITS Accepted Instructor in both Cessna high and low wing piston aircraft (CFAI+). Hank is proud to add the ABS Instructor designation to his list of qualifications.
The process of becoming an ABS Instructor is quite comprehensive. The coursework consists of 20 powerpoint lessons covering anything and everything related to flying Debonairs, Bonanzas, Travel Airs, and Barons. The ABS Instructor course is quite in depth and detailed, giving the graduate a full understanding of the Beechcraft piston line of aircraft. To find out more about ABS Instructors, see the ABS website.
Hank is now giving initial and recurrent training in Beech Debonairs and Bonanzas. Please visit the Texas Top Aviation Bonanza Training page for more information on Bonanza and Debonair initial and recurrent training. Interested in Bonanza or Debonair training with a qualified ABS Instructor? Contact Texas Top Aviation today!
Texas Top Aviation is proud to announce that Hank Gibson has completed the training to become an American Bonanza Society Instructor, or ABS Instructor. He is now qualified to give instruction in Beech Aircraft. As an ABS Instructor, Hank brings over 2800 hours of flying experience in a variety of aircraft to the cockpit of…
From the time I started flying, I have always had the dream to learn how to fly a seaplane. As I learned in November, it’s actually learning to land a seaplane, and the veterans call them floatplanes.
ProMark Aviation at the Burnet Airport (KBMQ) offers a weekend float plane course that is high on fun and low on stress. The school has a Piper PA12 Super Cruiser on amphibious floats (amphibs as I was corrected at one point. I mean, if you’re going to fly a seaplane, er, floatplane, you have to know the lingo) that will land and takeoff on water, but does little else with ease and grace. At 150 HP with those big floats and all the associated rigging hanging underneath the airplane, you are lucky to get to 500 feet before you get to your destination.
We weren’t working on setting any speed records. I was learning the lay of the water. I learned about the step, the keel, pumping the floats, how to read the water, currents, ducks (yes, ducks and birds are important to know about when you are flying low on the water), buoys, docking, and ditching. Step taxiing was fun as you are basically at 3/4 throttle screaming across the top of the water just below flying speed. It’s the best way to taxi a seaplane (truly, it is. You get more air in your engine, you can see better, and you are moving. Just don’t try and turn sharp).
Floatplanes also don’t have any shock absorbers, so the higher the wave, the more you get knocked around, so wind velocity and, in turn, wave height is very important.
A very important nuance of an amphibious floatplane compared to a straight floatplane (one that doesn’t have wheels that come out of the floats), is at one point, you want to make sure your gear is down for landing (runway landing) and at another, you want to make absolutely sure your gear is up for landing (water landing). If you land wheels down in the water, you will capsize, 100% of the time. Thankfully from my good instruction, I did not capsize.
Ken Wittekiend, my instructor, and I spent the majority of the weekend landing and taking off on Lake Buchanan (I was informed by locals it is pronounced “Buk-cannon”, not “Bue-cannon”), which is more open and therefore has more waves. We did one landing on Inks Lake so my kids could see me land, which they thought was the best thing since cheese sticks.
There is a check ride at the end of the training, but, as Ken reassured me, it’s the most fun check ride you’ll ever have. I still hate check rides, but that one I think I hated least of all.
I hope someday I can put my floatplane skills to practice, but for now, I can vouch that I now speak seaplane!
From the time I started flying, I have always had the dream to learn how to fly a seaplane. As I learned in November, it’s actually learning to land a seaplane, and the veterans call them floatplanes. ProMark Aviation at the Burnet Airport (KBMQ) offers a weekend float plane course that is high on fun…
Talk about star treatment. The Lajitas Golf Resort rolled out the red carpet for the 2019 Texas Top Aviation Lajitas Fly In. I had been to Lajitas twice before; once in July when it was hot, miserable and bumpy. The second time was the week before our Fly In. Both times, everyone from the airport folks to the bus drivers to the front desk and restaurant staff were top notch. It made for a very pleasurable experience.
If you haven’t been out to Lajitas (or don’t even know where it is) and you’re a pilot (you don’t even have to play golf), you have missed a sure gem. Lajitas is positioned on the southern tip of the Big Bend area of Texas, right on the Rio Grande river. Lajitas has great lodging with several different room options from big to small, an excellent restaurant for 3 square a day (and even a bakery for sweets, coffee, and breakfast tacos in the mornings), and a 5 star golf course in Black Jack Crossing.
Why is this all relevant to us aviators? Lajitas has it’s own private airport, 89TE. Complete with a 5,500 foot asphalt runway, VFR conditions most of the year, and reasonable fuel prices, Lajitas is the pilot’s gateway to the resort and the entire Big Bend area. If you wait until the fall, a brand new, 7,000 foot concrete runway should be completed and an IFR approach should be available. An AWOS is in the works too.
The resort and airport are so far south, radar and radio coverage with Albuquerque Center is pretty poor below about 15,000 feet, and non-existent below 10,000 feet. This isn’t a big concern as any airplanes in the area should be on 122.9 and the airport manager will make contact with you, give you a weather report, and assign a runway.
Once you are on the ground, there will be a resort bus waiting to whisk you and all your friends to the resort for your getaway.
The 2019 Texas Top Aviation Lajitas Fly In was a big hit. We had 7 airplanes total: 5 Cirrus SR22s, 1 Piper Matrix, and 1 Citation M2. There were 15 attendees total, including 13 golfers. Everyone raved about the resort and the golf course. The only hiccup in the weekend was the cold front that blasted through on Friday afternoon, kicking up a lot of dust. Golfing on Saturday was windy too, but Sunday morning was absolutely perfect.
Thanks again to the folks at Lajitas for the star treatment!
Interested in participating in the next Texas Top Aviation Fly In? Contact Us or Sign Up for Our Newsletter and we will make sure you find out about the next one so you don’t miss out!
Talk about star treatment. The Lajitas Golf Resort rolled out the red carpet for the 2019 Texas Top Aviation Lajitas Fly In. I had been to Lajitas twice before; once in July when it was hot, miserable and bumpy. The second time was the week before our Fly In. Both times, everyone from the airport…
