Cessna TTx Production Ceases

Wind the Clock

ByMike Hostage July 26, 2016

There is truth in the old adage that 99% of flying is routine while the remaining 1% holds the potential for events that cause those who fly to hold themselves above mere ground-bound mortals. My 37 years of military flying might have distorted that ratio a fair bit given the complexity of high-energy fighter aircraft and the uncertainties of combat, but rest assured we all earn our right to be proud of our wings every time we fly.

The requirement that a single-seat fighter pilot be able to handle rapidly evolving emergency situations and complex systems diagnosis sets a high bar for any who join that group. However, the lessons we learned and techniques we developed for making fighter aviation significantly safer than in yesteryear have direct applicability to general aviation.

Prioritization and compartmentalization are two important skills that every pilot should have. These skills amount to the ability to look at a complex problem, quickly determine the most critical elements, and mentally set aside those things that can wait so as to deal with highest priorities first. While this does not sound like rocket science, the art is in the doing!

The technique for dealing with the immediate onslaught of information, such as when that caution tone or caution light presents and different gauges or displays go haywire, provided the title for this piece.

All flight training will, at some point, involve what is called situational emergency procedures training, know to military aviators as SEPT. We do this type of training in a simulated cockpit that has all the dials and switches for our particular aircraft. None of the switches and dials do anything, some are just decals on a wooden dashboard, but the presentation allows the SEPT victim to reach for the appropriate switch or lever, while telling the instructor what and why they are doing so.

One of the most common mistakes new trainees make is that of trying to act too fast, before they have fully and correctly analyzed the situation at hand. Herein lies the titled technique. After blurting out a quick and incorrect answer, the instructor would admonish with: “rather than try to react instantly, maintain aircraft control, analyze the situation, then take appropriate action. The best thing you can do is to reach up and wind the clock. This will give your nervous energy some place to channel itself, while your brain takes in the full situation.”

Winding the clock might seem like an archaic notion, but, amazingly enough, even our most modern aircraft have the same clock we flew with as far back as the 1960s. The Waltham A-13A aircraft clock and timer is a wind-up device that only uses power to light up at night. Unless your emergency involved some type of catastrophic impact to the instrument panel, you could count on at least your clock to be functioning normally. Thus, reaching out and winding it was unlikely to cause any worsening of your evolving emergency and would distract your brain from the need to take some poorly-thought-out action, too quickly.

Now, in most aircraft there are a few emergencies that will require immediate, reactive actions. In fighters, we call these Boldface Emergencies. For each type of fighter, we memorize, to the letter, the few key actions that have to be instinctive, to prevent disaster. For all other emergencies, there is time to reach out and wind the clock while assessing all instruments and lights to fully understand your situation.

For your aircraft, know those Boldface or Critical Action Procedures, but for all other emergencies, take the time to maintain aircraft control, “wind the clock” while you analyze the situation, then take appropriate action.

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 flys his two homebuilt sailplanes.

Texas Top Aviation at the AOPA Fly-In

ByHank Gibson May 9, 2014

Where were you on April 26th?

Texas Top Aviation was at the AOPA Regional Fly-In at the San Marcos Regional Airport (KHYI).  If you weren’t there, you certainly missed out spending time with 2,500 other airplane and flying enthusiasts!

The day began somewhat gloomy and windy with the threat of rain.  Organizers feared that weather would keep a lot of people from coming.  Boy, were they wrong!

There were many classic airplanes, many modern and pretty nicely equipped airplanes, and everything in between.  There were aviation celebrities, Rod Machado and the Kings of King Schools fame, to name a few.  Not to mention the fabulous BBQ!

Texas Top Aviation had several drawings for free training and 3 lucky winners.  We also had a Lancair Super ES for sale, N132BB (which made the San Marcos Record newspaper!). It definitely stood out with it’s unique paint job.  The flames on the tail drew many oohs and aahs.

Departing the San Marcos Airport after the fly in was like battling traffic in Austin at rush hour (though, Austin doesn’t have any air traffic controllers).  The San Marcos controllers probably hadn’t seen that much traffic since the airport was an Army Air Base back during WWII.  It was quite a sight to see all the exhibitor’s airplanes lined up ready to head skyward.

Thanks to all of you who stopped by the Texas Top Aviation booth!  It was a pleasure meeting all of you and we look forward to working with you in the future!

The Aunt Betty Directive: PFD Failures

ByCharles McDougal April 8, 2015April 15, 2015

Glass panel displays, ballistic parachute aircraft recovery systems, portable tablet computers enabling paperless cockpits, and widely available three axis autopilot systems have changed the way we fly, the way we train, and the way we are expected to perform on check rides. Our training and testing paradigms have tried to stay in synch, yet always seem to be catching up to the latest levels of technology.

This is very apparent when we instructors are preparing a student for an FAA practical test. When training aircraft had no autopilots, no GPS, and certainly no parachutes, the general philosophy was that during training, the student should have the lowest level of technology available. This was also the expectation on the check ride. This theory has changed over the years and now the Practical Test Standards require that an applicant integrate all available technology while demonstrating mastery of his or her aircraft. This raises numerous questions from instructors and students about what technology will be available for each task.

One example of this dilemma is found when contemplating an instrument airplane practical test in a Cirrus SR20/SR22. The test requires the task “Instrument Approach without Primary Flight Display”, which has taken the place of what was the partial panel approach, accomplished without use of gyroscopic heading and attitude indicators. In the Cirrus, the standby attitude indicator, standby airspeed, and standby altimeter are available, as is the Multi-Function Display. Guidance from the FAA has us shooting a GPS approach using the moving map display on the MFD after disabling the PFD. Those of us who trained and tested in steam gauge aircraft think that this task should be fairly easy. With a fully functional Attitude Indicator and a nice big moving map display showing our course, a reasonably competent instrument pilot should have little trouble adapting to this setup and flying a good approach.

But, in the Cirrus specifically, and perhaps in other aircraft as well, another question comes up. Can the applicant use the autopilot (which still works just fine after a display failure) during the approach without the PFD? A rather famous DPE who writes for a national magazine says “yes”, opining that not to allow its use would be introducing simultaneous multiple systems failures, which is strictly forbidden in the minds of some. If we follow this logic, we would not test simulated engine failure emergencies in these aircraft either, because to do so would imply failure of not only the engine, but the CAPS parachute system as well. In my former role as a pilot examiner, I always said no, that the approach should be hand flown. Here is my logic.

I was amazed that flight instructors and examiners would accept the substitution of autopilot technology for the skill required to fly an approach without the PFD. I would argue that the intent and the well described emphasis of the PTS is that the applicant must demonstrate the ability to control the airplane after a loss of the primary flight display, not observe and monitor the autopilot controlling the airplane! This argument was generally unpersuasive, so I approached from a different point of view, that of a concerned family member.

“Aunt Betty” represents a future passenger flying with the soon to be rated instrument pilot. Here is the question posed to Aunt Betty: “When we train and test pilots for instrument proficiency, we require them to demonstrate the ability to safely and skillfully fly the airplane without their primary instruments. Now, Betty, in this airplane, we can test this task in one of two ways. We would like your input on which way you would prefer, seeing as you will be a frequent passenger with your nephew. We can either have the pilot (might be your son, brother, husband, or nephew) demonstrate that he can fly the airplane by hand without the PFD, which does require a little more skill and a slightly different technique, or, we can require the pilot to perform this task using the autopilot so that the pilot basically monitors the airplane flying itself on the approach.

“Now, Aunt Betty, a pilot allowed to use the autopilot system on this approach may not have the skill or technique to fly the approach by hand in the clouds should the autopilot shut down due to turbulence or mechanical failure. Should this happen to a pilot without the skill and practice normally required, the odds of a fatal accident occurring would be quite high.

“So what do you think, Aunt Betty? Would you feel more comfortable flying with this fellow if he has demonstrated mastery of the aircraft (sans PFD) without the autopilot or only with its assistance?”

This leads us to a larger discussion about the use of other technology, iPad, GPS moving map, and more. If technology is used as a replacement for pilot proficiency during training and testing, we end up with less skillful, less competent and ultimately less safe pilots. But, if we require that our students demonstrate mastery with the lowest available level of automation and technology (which, by the way, implies excellent fundamental aircraft control skills) then, when technology is added into the equation, we have a safer pilot.

Technology can be a value added safety multiplier, or it can be a crutch needed to make up for lack of fundamental and advanced skills. Crutch or Safety Multiplier, which one will you choose? I know which one Aunt Betty prefers.

Charles McDougal is a flight instructor, corporate pilot, and former DPE ‎who offers basic and advanced flight instruction in the San Antonio area.  To find out more information about Charles or to contact him, visit his website, www.flighttrainingcoalition.com.

Fly Away Destination: Lajitas Golf Resort

ByHank Gibson March 10, 2019July 14, 2026

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!