Oh, Deer (Part 3)

Winter Ops

ByAndrew Robinson August 10, 2015August 19, 2015

It’s summertime and the weather is hot! Over this dry, sunny season, winter flying is probably the last thing on your mind. However, now is the perfect time to start getting things in place for winter and that includes having a plan for taking care of your airplane.

Why are preparations for winter ops needed in the first place? Cold weather, especially during the engine start and warm up period, can be very damaging to your engine if precautions aren’t taken to ensure that safe temperatures exist inside the engine before you turn the key. I always thought that the biggest problem associated with cold weather was engine oil. The logic is since cold oil is thicker and less viscous as the temperature drops, it is not able to circulate quickly throughout the engine to provide proper lubrication upon starting.

While cold oil may be a factor, the introduction of multi­viscocity oils has greatly reduced that issue. The real problem is created by the different ways that various parts of the engine respond to heat. Because aluminum expands more quickly when heated than steel does, the pistons (made of aluminum) expand more quickly than the cylinders (made of steel). This can lead to scuffing on the sides of the cylinder barrel. In the same way, differential heating can reduce clearances which are designed to provide cooling oil to bearings and other vital engine parts, thereby causing damage which greatly reduces the life of the engine.

So how cold is TOO cold? Unfortunately, that is a difficult question to answer. Because there is so much variation between engines, airplanes, and environments, there really isn’t any one specific answer. An older, more worn out engine may actually be less susceptible to cold weather damage than a newer, tighter engine because its internal clearances are probably not as tight as they were a few thousand hours ago. I have heard of some people who preheat their airplanes anytime the temperature falls below about 40 degrees. For us northerners, this seems excessive. On our E33A Bonanza which has a Continental IO­520, we generally preheat the airplane when it is cold soaked in temperatures below freezing (32° F).

Here are a few of the best ways to get your machine ready for a cold weather flight:

• Heated Hangar:­ Nothing beats a heated hangar for warming up an airplane. The warm air is evenly distributed around the engine and in the cockpit (your avionics and gyros will thank you!). The airplane will need to be in the hangar for a while in order to warm up the guts of the engine. Often, the easiest way is to have the airplane pulled in the evening before the planned departure and left overnight. Many FBOs will hangar airplanes overnight for a small fee and it is well worth the price. We almost always have our charter airplanes put into hangars overnight when on a winter trip to ensure that we don’t have any trouble when we depart the next day. This practice has the added benefit of keeping the airframe clear of any ice and snow that may accumulate before you are scheduled to leave.
• Electric Engine Heaters­: Multi­point electronic heaters use heating pads that are placed around the engine in order to heat up the various components such as cylinders, the oil pan and crankcase. Most of these systems are designed to be activated by being plugged into a wall outlet with an extension cord. Preheating for a winter flight is as simple as going to the airport the night before and plugging it in. Two well ­known manufacturers of multi­point engine heaters are Reiff and Tanis. These systems are relatively inexpensive and can be a life saver if you regularly travel in colder climates. If an engine heater is the right choice for you, it is recommended to avoid less ­expensive models that heat only the oil pan.

• Covers and Blankets­: If it is especially cold or you have to preheat outside, having something to insulate the cowling and keep the wind out can be very useful. Regular blankets will work long as you can secure them in place. If you have an ongoing need for additional insulation, there are companies that make custom blankets and propeller covers to fit your airplane. If you are landing and then taking off again relatively quickly, using a few blankets and cowl plugs will work nicely to keep the engine warm while it is sitting outside. In a pinch, placing a couple of powered light bulbs in the cowling overnight with insulation on top can result in sufficient temperatures for starting the engine.

• Forced Air:­ This method is used widely by FBO’s and flight schools. Hot air is produced in a portable heater and is then pumped into the engine compartment via the openings at the front or bottom of the cowling. This method has the benefit of not requiring any additional equipment to be installed on the aircraft beforehand and can be very effective provided there is adequate time for the engine to heat completely before removal.

• Winter Baffles:­ When the air temperature starts to drop into the teens and lower, you may find it difficult to keep your engine temperatures warm enough in cruise flight. The problem is that the air entering the cowling inlets is so cold that it overcools the engine. The solution is to install additional baffling in the engine inlets to reduce the amount of airflow into the cowling. These additional baffles are usually just sheets of aluminum that are cut to the correct size and are bolted in and removed quickly and easily as needed. Some pilots swear by them while others complain that they can cause uneven cooling. If you have questions about winter baffling, I’d suggest talking to your mechanic about your specific airplane.

Winter flying can be extremely rewarding. After their hands thaw from pre­flight, a pilot is often rewarded with smooth air, improved performance and outstanding views. Just don’t forget to prepare the airplane for the cold. The preparation is often as simple as plugging in an extension cord or making a phone call to the FBO. So whether you live in the north or the south, take good care of your engine so that it can keep taking good care of you.

Landing Light Replacement

ByAndrew Robinson November 2, 2015November 5, 2015

One evening this summer, my wife and I were flying down the southern shore of Long Island in my father’s E33 Bonanza. We enjoyed the sunset as we flew westbound and our plan was to fly the New York Hudson corridor, where we would arrive just after dark. As we approached New York’s airspace, two voices in my head started having a debate.

The first voice said: “You should turn on your landing light when you get to New York to make the airplane more visible.”

The other voice said: “That’s true, but I bet you’ll burn the landing light out”

Well, as it turned out, both voices were right. My landing light fired right up when I needed it to fly the Hudson, but when it came time to land back home I had no such luck. Unfortunately, this was not the first time that I had been given the chance to practice my blackout landings. This Bonanza model has only one landing/ taxi light which is mounted in the lower cowling behind the propeller. This location is less than ideal because the filament in the bulb is fragile and can be damaged by engine vibration.

We landed uneventfully and after putting the airplane away, I decided it was time to look into upgrading the lighting to something a little more modern. I was unsure of my options, but seeing as the airplane needed a replacement bulb regardless, it seemed like a good opportunity to make a change.

After doing a little reading, I learned that HID or LED landing lights would be the best solution to my problem. I was familiar with LED aircraft lights, but had never heard of HID before.

Here is what I learned:

HID Landing Lights

HID, or High Intensity Discharge landing lights, create light by arcing electricity through a sealed gas capsule. They are brighter than LED and traditional incandescent, and the light created more closely resembles the look and feel of sunlight. HID installations require a ballast to carefully regulate the flow of electricity to the gas capsule and also require a “warm up” period after being turned on in order to reach their full brightness.

Fitting an aircraft with HID landing lights tends to be more expensive and time consuming than installing an LED light and would likely require involvement by an A&P/ IA. However, if you want the brightest light available, HID is probably the best bet.

Pros

• Brighter, more natural looking light
• Draws less power than standard bulbs
• Long bulb life
• Does not generate much heat

Cons

• More expensive than other lighting options
• Lights must “warm up” after being turned on
• Cannot be pulsed easily
• Cost/complexity of installations

LED Landing Lights

LED, or Light Emitting Diode landing lights, have no filament and work by moving electricity through diodes which are connected into a circuit. These lights have become very popular for many uses due to their simplicity, low cost, and brightness.

While not as bright as HID light, the LED lights require no “warm up period” and can be easily pulsed. LED lights draw much less power from the aircraft’s electrical system than traditional bulbs and boast incredible life length. LED bulb installation is very simple and can often serve as a direct replacement for the original lights.

Pros

• Instant light (no warm up)
• Incredible life length (>5,000 hours)
• Low Cost
• Simplicity of installation
• Can be pulsed easily
• Low power draw

Cons

• Not as bright as HID lighting

After weighing the options, I decided to replace the incandescent bulb in the Bonanza with an LED bulb. I read the reviews online and talked to some of my friends who work in aviation and eventually decided on the Lycoming Alphabeam. The Alphabeam is FAA/PMA approved and is available through Aircraft Spruce and other aviation parts vendors. The bulb cost around 250-300 dollars and I was able to install it as a direct replacement for our old light. All I had to do was take the old one out, put the new one in, and make a logbook entry.

Below are some pictures of the installation:

Last weekend I finally had an opportunity to take the airplane out after dark and see how the new light compared to the old one. I am pleased to say that it did a wonderful job and exceeded my expectations.

If you are interested in seeing a side by side comparison of the different lighting options, a quick Google search should provide what you are looking for. In my own experience, I would say that the LED light was brighter than the old light and did a very good job illuminating the taxiway and runway. It was extremely nice not to be concerned that my light wouldn’t work as I was setting up for landing at an unfamiliar field after dark. I also enjoyed feeling that I had the option to leave it on during climb and cruise in order to increase my visibility to other aircraft.

Many models of aircraft have multiple landing/ taxi lights installed which greatly reduces the likelihood of having to land without one. In our case, spending the extra money to upgrade to the LED bulb made sense because of the desire for increased reliability. If you are looking for a relatively inexpensive way to upgrade your airplane, LED or HID lighting may be something to consider.

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.

Night Flying Techniques

ByAndrew Robinson July 9, 2015July 9, 2015

We’ve all been there. You’re flying into an unfamiliar airport at night, you’re having difficulty seeing the field, and trouble identifying the runway. Airports can be hard to identify for a variety of reasons, but approaching in darkness only makes it more difficult. Perhaps the airport is located in a densely populated area and the airport lights bleed into the city lights. Maybe the airport that you’re approaching is located amid terrain that obstructs your view.

Situations like these are not uncommon for charter pilots. Just a few evenings ago I was descending IFR into Asheville, NC (KAVL) on a dark night with high overcast and scattered showers. Although the airport was VFR, the surrounding hills made me doubtful that I would be able to see the field in time to safely and comfortably descend for the visual approach that I was expecting.

Fortunately, there are some things we can do to help find our destination and set us up for the approach. Here are a few tricks that I use regularly when I find myself in this position:

• When flying into an untowered/closed tower airport: Make sure that you have the right lighting frequency. Some airports have pilot-controlled lighting that is operated on a different frequency than the CTAF. If the lights don’t seem to be working, consult your AFD. If the AFD advises that your frequency is correct, double check the NOTAMs to make sure that the lights haven’t been taken out of service.
  • For towered airports: Ask the tower controller to turn up the intensity of the runway lights. This has helped me find the runway countless times. This request can be especially useful at airports that are located in a highly lit area. Controllers are happy to honor this request and will often leave the lights at the bright setting until you advise them that you are ready for them to be turned back to normal intensity.
• Load an approach: If you are an instrument rated pilot, loading an instrument approach is a great way to get oriented with a runway when you need a little help. You may need to coordinate with the tower or controlling agency if you want to fly the approach, but this has the added bonus of giving the pilot altitudes for terrain/obstacle clearance should there be any hazards present.
• Use OBS mode: If you are flying an airplane that has equipment capable of doing so, you can use the Omni Bearing Selector (OBS) button to help align you with the runway. If using this strategy, just remember: THIS IS NOT AN INSTRUMENT APPROACH. It will not provide you with obstacle clearance, nor will it line you up directly with the runway.

The pictures below should help clarify how to use the OBS to assist in airport orientation.

Step 1- Have the destination set as the next way point in your flight plan. In the picture below, The GPS is set to navigate direct to KJGG. Press the OBS button (circled in red) to engage the OBS mode.

Step 2- Once OBS is selected, use either the window on the screen (which should come up automatically when you press the button in step 1) or the OBS selec tor on your navigation head to select the inbound radial. In this example, I have selected 310 degrees, the landing runway at KJGG.

Step 3- The GPS now shows an inbound course to the airport of 310 degrees. It appears as a magenta line. The line serves as an excellent aid in airport/ runway orientation. Remember that this will not line you up perfectly with the runway, but it can still be extremely useful in planning a pattern entry or for getting your bearings.

Note: As shown below, If you press the OBS button again, the GPS will return to the navigation as previously set.

1. Ask for vectors to the airport/ runway: If you have VFR flight following or are talking to a tower equipped to provide vectors, asking for them can be a good choice. Although the controllers may not always be able to accommodate your request due to workload or equipment limitations, most will be happy to comply if they are able. Some pilots may feel silly asking for help, but my policy has always been that I’d rather feel silly for asking than look silly for being lost.

In the case of the Asheville flight mentioned in the opening of this article, my solution was to ask the controller fo r direct to the final approach fix of the assigned runway. Upon arriving there, I had no trouble seeing the VASI and was in good position to fly the visual approach. If I had wanted to be positioned a little further out, I could have asked to fly to a different fix or simply asked to be cleared for the approach in lieu of the visual. Just remember to keep your intentions clear when communicating them to the controller.

The best way to approach an airport day or night, familiar or unfamiliar, is with careful preparation. Having lighted landmarks picked out as well as being acquainted with the airport layout will pay off when it comes time to plan your pattern entry or find the airport on a dark night. Use the resources available to you to get you safely to your destination.

Andrew Robinson is a 135 Charter Pilot and flight instructor in Pennsylvania.  He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.

The Flight Director as a Backup

ByHank Gibson September 3, 2014

I’ve noticed that a lot of general aviation pilots tend to ignore the flight director on the attitude indicator.  A lot of pilots don’t even know what it’s there for or how to use it.  Talk to any airline pilot, though, and he or she will tell you how important the flight director actually is.

In most high performance airplanes, the flight director comes on when the autopilot comes on.  Essentially, the autopilot is following the flight director, which tells the autopilot where to go.  The flight director can also be used with the autopilot off, when hand flying an approach, for example.  By turning the flight director on, it will show you where you need to fly to stay on course and on glide slope.

The flight director is most often controlled by the autopilot controller.  The same buttons you use to put the autopilot in heading mode also tells the flight director to follow the heading bug when the autopilot is off.  When you move the heading bug (or change course on the GPS, depending on which mode you have selected), the flight director will show you when you need to turn and when you need to stop turning.  It directs your flight attitude, hence the name.

I recently discovered it’s a great backup when you have some instruments on the fritz.  I went on a long flight in a steam gauge Piper Malibu and the attitude indicator started reading erratically.  While flying straight and level, it would randomly indicate that I was in a 10 degree bank to the right, swing back and show wings level, then show a 3 degree turn left.  This went on for a while.  We were in VMC conditions, so legality wasn’t a problem, but it was kind of disorienting.

After a little while of this, the autopilot started acting up.  It would start oscillating the pitch up and down, making it seem like we were going through a moguls course in the air.  I ended up turning the autopilot off and hand flying the airplane.

This led to a conundrum, since my attitude indicator was unreliable.  I could definitely look outside, since it was VMC, seeing when I was level and when I wasn’t.  That would create a higher workload for me, which on a long flight like I was on, would lead to an increase in fatigue.  The solution?  The flight director!

I turned the autopilot off, but I left the flight director up.  It wasn’t referencing the bank angle that the attitude indicator was showing since the KFC 150 goes off of the turn coordinator.  So, if I just followed the attitude indicator, I could just keep scanning the instruments and relieve a little bit of my workload.

It actually worked really well.  By just following the flight director, I was able to stay on course and on altitude with only minor attitude adjustments whenever we hit turbulence.

So, if you’re attitude indicator and autopilot decide to stop working on you, then bring up the flight director, push the same buttons you would if you were using the autopilot, and it works as a great backup.