The Avidyne Equipped Cirrus Upgrade

Selecting the Proper Altitude

ByHank Gibson August 28, 2015September 6, 2015

One of the first questions a student pilot asks me when starting the cross country portion of his or her training is, how do I know what altitude is best for my flight?  This is a good question, because without taking certain aspects of the flight into account, it’s really just a crap shoot when selecting an altitude.  Craps and flying don’t mix, so let’s take a look at a few considerations when selecting an altitude.

Sky Coverage

Sky coverage has several subcategories when it comes to selecting an altitude.  First is how high are the bases?  Is it IFR (VFR pilots would be grounded), marginal VFR (1,000 AGL to 3,000 AGL ceiling), or good VFR (above 3,000 AGL ceiling)?  If the cloud deck is only 2,500 feet off the ground, then VFR pilots are limited to either 1,000 AGL to 2,000 AGL.  This is an excellent segue into why VFR pilots shouldn’t scud run!

Second, what kind of cloud deck is it?  Is it an actual ceiling (broken or overcast), or is it a scattered layer?  Few or scattered layers usually allow VFR pilots to find a hole to get higher to some smoother air, making the flight more pleasant.  VFR pilots, always make sure to check the destination weather as it could be scattered where you are departing from, but it might be broken or overcast where you are arriving.

Last, how high are the tops of the clouds?  Pilots can only get this information in the planning stage from the area forecast or from pilot reports, so most of the time, it’s not very precise information.  If the tops are at 10,000 feet and the pilot is flying a 172 on a 30 mile trip, it doesn’t make much sense to get on top of the clouds.

Terrain and Obstacles

Terrain goes hand in hand with sky coverage.  If there are low clouds and high terrain, that doesn’t bode well for trying to stay VFR and not hitting anything.  Obstacles need to be taken into account too, as there are some pretty tall radio towers that can stretch up into a 1,500-2,000 AGL deck of clouds.

Winds Aloft

Once the sky coverage and terrain have been considered, it’s time to look at the winds aloft.  Tailwinds are preferred, but, sometimes, a headwind is the only option.  After taking the clouds and terrain into account, this narrows down your altitude to a handful of options.  The winds aloft will further narrow it down.

Aircraft Performance

Once you have two or three altitudes in mind, taking a look at the performance charts for your airplane will help nail down that final altitude.  Pull out the POH, compare fuel burn and cruise speed, and you’ll have your altitude selected.

TBM Debuts the 960 at Sun N Fun

ByHank Gibson April 15, 2022May 1, 2022

This is a Press Release from Daher’s website, the maker of the TBM 960.

Sun ‘n Fun Aerospace Expo, Lakeland, Florida, April 5, 2022 – Daher today unveiled the latest high-end version of its TBM pressurized single turboprop aircraft family – the TBM 960 – which incorporates Pratt & Whitney Canada’s advanced PT6E-66XT engine and a fully digital e-throttle, along with a digitally-controlled cabin that incorporates an all-new environmental control system, LED ambience lighting and electrically-dimmable windows.

The TBM 960 was introduced at the Sun ‘n Fun Aerospace Expo in Lakeland, Florida, where Daher is exhibiting the first production airplane (exhibit stand #MD-22B).

“The TBM 960 is the quintessential TBM, representing the fifth evolution of our very fast turboprop aircraft family since the TBM 900-series’ introduction in 2014,” commented Nicolas Chabbert, the Senior Vice President of Daher’s Aircraft Division. “It takes the maximum advantage of today’s turboprop technology to provide digital control of the engine and the propeller.”

The TBM 960 retains the rapid speed of Daher’s TBM family while enabling lower fuel consumption. At Daher’s recommended cruise setting of 308 kts., the fuel consumption is only 57 U.S. gallons per hour, which is a 10% fuel economy compared to maximum cruise setting for more sustainability.

At the heart of this latest TBM version is the intelligent PT6E-66XT powerplant and Hartzell Propeller’s five-blade RaptorTM composite propeller, both of which are linked to the dual-channel digital Engine and Propeller Electronic Control System (EPECS).

With the EPECS, the PT6E-66XT’s startup is fully automated after a single-switch activation. The cockpit’s power lever is an e-throttle, using a single forward position from takeoff to landing – with the EPECS optimizing powerplant performance throughout the flight envelope while

Daher unveils the TBM 960 at Sun ‘n Fun Aerospace Expo

reducing pilot workload by integrating all functions and protecting the engine’s life. Analysis of engine parameters is driven by 100-plus smart data inputs.

The RaptorTM propeller is fully integrated into the propulsion system. It is specifically designed to reduce overall weight and improve the TBM 960’s takeoff distance, climb and cruise speed. Turning at 1,925 rpm during maximum power output, the Raptor contributes to limiting noise and vibration. Its sound level during takeoff is just 76.4 decibels, meeting the most stringent international noise standards.

With its G3000® integrated flight deck, the TBM 960 retains Daher’s e-copilot® concentration of technological innovation and safety systems in the TBM, which can be compared to an “electronic copilot.” This includes an icing protection system, flight envelope monitoring through the Electronic Stability and Protection (ESP) and the Under-speed Protection (USP) systems, the Emergency Descent Mode (EDM) function, as well as the game-changing HomeSafeTM emergency autoland system.

New to the TBM 960 is the Garmin GWXTM 8000 doppler weather radar with advanced surveillance features such as lightning and hail prediction, turbulence detection, zero blind range for close-in returns, and ground clutter suppression. The TBM 960 also is the first application of Garmin’s GDL® 60 next-generation data transmitter for automatic database upload and interconnection with mobile devices.

The TBM 960’s Prestige cabin extends Daher’s use of digital power inside the aircraft, featuring an all-new environmental control system, LED ambience strip lighting integrated into both sides of the overhead ceiling panel, and electronically-dimmable windows – all controlled by a PassengerComfortDisplay(PCD). Enhancementsinthecabin’sstyleandcomfortalsoinclude new ergonomically enhanced seats, USB-A and USB-C power plugs, individual cupholders and headset hangers for each occupant.

For the TBM 960, a fifth TBM paint scheme – called Sirocco, based on the creativity of French designer Alexandre Echasseriau – has been added to the aircraft’s style customization possibilities.

The TBM 960 has been certified by EASA (the European Union Aviation Safety Agency); with certification by the U.S. FAA (Federal Aviation Administration) currently underway. Deliveries will begin in the first half of 2022.

With the new aircraft’s launch, Daher’s TBM family is now offered in two versions: the TBM 960 and TBM 910.

About Daher – www.daher.com

Diamond DA50 RG

ByHank Gibson July 15, 2020July 15, 2020

Diamond Aircraft announced in June that the company is going to bring it’s Diamond DA50 RG to market. The company expects European certification in early 2021 and FAA certification toward the end of 2021.

This is not the first iteration of the Diamond DA50, but it is the first with retractable gear. Diamond is known for it’s use of Jet A burning piston engines and you can’t beat the efficiency. The technology in the Continental CD-300 Jet A piston engine is new, but it has been in development for a long time. Diamond advertises 180 knots on only 9 GPH, which is just about as efficient as you can get with a single engine piston.

The addition of the retractable gear from previous iterations of the Diamond DA50 RG is a nice touch. Diamond already had the RG technology from the DA42 Twin Star as well as the more powerful cross country machine, the DA62. Equipping the single engine Diamond DA50 RG with retractable gear just makes sense. It definitely puts the airplane in a class of it’s own.

Diamond’s website shows a nice roomy cabin in the DA50 RG with plenty of space to spread out, plus plenty of baggage. The fuel tanks only hold 50 gallons of Jet A (which still gives a 4 hour + range with an hour reserve at 9 GPH), so the payload, even with full fuel, is an eye popping 897 lbs, though Diamond’s site does not mention if that includes TKS, air conditioning, and oxygen. If it does, then compare that to a fully fueled Cirrus SR22T (which would give an equal speed) at 537 lbs and the Diamond DA50 RG has an argument.

As with all new airplanes these days, the Diamond DA50 RG has the Garmin G1000 NXi complete with keypad and the GFC 700 autopilot with yaw damper. The interior has a 3 person bench seat for the back seat, which, at least to the naked eye, appears that it might actually fit 3 adults, albeit small ones. Diamond’s signature stick in the middle of the seat is still present for the front seats, but the right seat stick in the Diamond DA50 RG is removable for passenger comfort, a nice touch.

The single engine piston market is a hard one to break in to since Cirrus has such a leg up on the competition. However, with a Jet A burning engine, a higher payload, and a roomier cabin, the Diamond DA50 RG might actually be able to make an impact. Look for this bird at Sun N Fun and Osh Kosh in 2021.

The Importance of Slowing Down

ByHank Gibson June 4, 2018June 4, 2018

Technology has made our job as pilots simpler, streamlined, and safer.  With all the new GPS & autopilot technology that seems to come out every month, flying an airplane is getting easier every day (and when I say flying, I mean programming!).  I can’t tell you the last time I actually used a VOR for navigation, other than a practice approach.  The AIM even has guidance in it now allowing pilots to use the GPS overlay on a VOR or LOC approach instead of switching to the actual NavAid on the course needle (you have to WAAS in order to legally do this).

I hear the argument already.  I am young (31) and used to all the different touchscreens because I have grown up with them.  Tech is nothing new to me.  It’s not that easy for everyone, I do understand.  There is also the argument that all the tech causes pilots to not know how to fly the airplane, which is also valid. This is why I put an emphasis on hand flying in any kind of training I do.

For the sake of argument in this article, yes, I am young and I adapt to technology pretty easily.  I’m not afraid to press buttons to figure out what they do, but I usually do it while sitting on the ground with a GPU hooked up (or I go look in the manual).  And yes, all the autopilot ability has caused a decrease in base pilot skills.  I actually encourage every customer I have to go get a tailwheel rating so that they can actually learn how to fly better.  You don’t use a rudder much in a Cirrus compared to a Super Cub or a Citabria.

What I want to focus on for a few minutes is how to alleviate the frustration that comes with getting so wrapped up in the technology when it doesn’t do something that you want it to, or the wrong button gets pressed, then you end up somewhere you had no intention of being.

The biggest thing a pilot can do when it comes to technology is NEVER to get in a hurry.  Good training is first and foremost, but, after that when flying without an instructor or even in recurrent training, SLOW DOWN and think through what you are doing and what you want the system to do.  This will alleviate a ton of frustration.

It can be very easy in hot, turbulent weather to get tuned in to the GPS programming, trying to do five or six different things in the span of five or six seconds, before looking up and realizing that plane is 500 feet off altitude (without an autopilot) or you blew through the course you were supposed to be intercepting (with an autopilot).

What I teach is to slow down, whether or not you have an autopilot, and do one thing at a time.  Once that item is done, look up at the instruments or the horizon, check on things, make sure the airplane is still flying properly, then do the next thing.  Don’t try and do a bunch of things all at once or in a hurry.  It will usually get you off course and off altitude, plus it distracts the pilot from his main job:  Flying the airplane.

So, next time you want to do something on your GPS, pause, take a breath, think through what you want to do, then do one item at a time.  The outcome will be less frustrating and you’ll keep flying where you want to go.

Garmin VNV

ByHank Gibson April 19, 2017

The Garmin G1000/Perspective combined with the Garmin GFC 700 Autopilot can be a great tool in descent planning.  When you want to end up at pattern altitude a certain distance from the airport or you get a clearance to cross a fix at a certain altitude, Garmin VNV is a great tool.  Here’s how to use it.

VFR Garmin VNV Use

Let’s say you want to end up at pattern altitude 3nm from your destination, but you don’t want to descend down into the bumps before you have to.  Here’s how to set it up:

• Go to the Flight Plan page on the MFD
• Press the ATK OFST soft key on the bottom of the MFD.  It stands for Along Track Offset, which, in laymen’s terms, means you are setting a point along your track a certain distance from your destination.  In this case, it will be 3nm
• Input the distance using either the keypad or the small FMS knob and press enter
• Select the altitude you want to be at (in this case pattern altitude) and press enter
• You will see a point 3nm before you destination appear on your magenta line and a Top Of Descent (TOD) appear where you need to start your descent
• 1 minute before the Top Of Descent, an indicator will appear next to your altimeter
• To have the GFC 700 Autopilot fly the descent for you, you have to do two things
  • Set the Altitude bug for the desired altitude
  • Press VNV on the autopilot
• All you have to do now is manage power

IFR Garmin VNV Use

Let’s say you are told to cross a fix at a specific altitude.  Here’s how to use Garmin VNV to plan it out.

• Go to the Flight Plan page on the MFD
• Turn the cursor on and highlight the altitude blank next to the fix in the flight plan
• Input the desired altitude
• You will see a Top Of Descent (TOD) point appear along your course where you need to start your descent
• 1 minute before the Top Of Descent, an indicator will appear next to your altimeter
• To have the GFC 700 Autopilot fly the descent for you, you have to do two things
  • Set the Altitude bug for the desired altitude
  • Press VNV on the autopilot
• All you have to do now is manage power