Jeppesen vs. Aeroservices Charts

Preventing Gear Up Landings

ByAndrew Robinson September 27, 2016April 5, 2017

On the evening of November 3rd, 2015, I was returning to my home airport of Lancaster from Pittsburgh in my company’s Aerostar, after being out on charter all day. It was dark out as I entered the traffic pattern at Lancaster. After an uneventful approach, I was cleared to land behind a Mooney. The spacing looked good as I turned final, but, as I was nearing the threshold, I started to become concerned that the Mooney wouldn’t be clear of the runway in time for me to land. At that moment, over the radio I heard an uncomfortable transmission from the Mooney pilot: “Tower, Mooney ABC has landed gear up.”

It took the tower controller a minute to grasp what was going on, and I was on about a 1-2 mile final when I was instructed to go around. Thankfully, the Mooney came to a stop in such a position that I was able to use the other intersecting runway, and was on the ground only a few minutes later. I can assure you, however, that I’ve never checked my “3 green” so many times in one traffic pattern as after that incident. Thankfully, no one was hurt, but there sure was an impressive amount of emergency equipment on the runway as I taxied back to my hangar.

In aviation, there’s a saying that goes: “There are two types of pilots. Those who have landed with their gear up, and those that will.” I don’t like that saying. The potential of a gear up landing (as a result of pilot error) is something that has always been a risk that I have worked hard to avoid. Not only is a gear up landing embarrassing; but it’s also an extremely expensive black mark on any pilot’s career.

According to a July 2006, article in Aviation Consumer, the estimated cost of repairs following a gear up landing for an A-36 Bonanza would be about $27,000 and about 3 weeks of down time. 25 years ago, even my beloved E33 Bonanza was the victim of a gear up landing. While it was neither me nor my dad flying our airplane that day, the event stays in its history and reduces its value should the time ever come to sell it.

That incident in 1990 resulted in approximately $25,000-30,000 in repairs. The cause of the incident was classic: the pilot put the gear down at the normal time, but then had his downwind extended by tower. He brought the gear back up to fly the longer downwind, but forgot to put it back down later when he was cleared to land. Like many pilots, he had a set routine time when he normally put the gear down, and when his routine was changed, he didn’t remember to lower the gear once more.

Unfortunately, no matter what experience level one may be at, no pilot is immune to the possibility of such a mistake. The following are 5 tips that I have learned in my time flying that have helped myself and others minimize the chance of a gear-up landing occurring:

1. Know your aircraft systems: What are the operating perimeters on your airplane’s gear warning system? Most airplanes have a designated speed or power setting at which the gear warning horn will sound in the event that the gear isn’t down and locked. In the Aerostar that I was flying, the gear horn was supposed to come on at 15” of manifold pressure with the gear up, but in practice, it didn’t come on until much lower than that. It has since been adjusted, but at the time it was important for me to know that if I had left the gear up, the horn wouldn’t have sounded in a timely enough manner for me to go around, much less lower it prior to touchdown. Most likely it would have just added to the noise of metal on concrete as I pulled the power all the way back in the landing flare.
2. Don’t override gear-up warning systems: They were put there for a reason! Even if you’re out doing maneuvers and the horn is blasting in your ear for half an hour, resist the temptation to simply pull the circuit breaker or push the warning silencer to make it shut up. If a pilot disables the gear-up warning horn and then later forgets to put the gear down on landing, he or she will have a much worse headache on their hands than the one that the horn would have given them.
3. Use your checklists and memory items: It doesn’t matter how much a pilot knows about his or her airplane, or the procedures for it. Distractions happen. Mistakes Happen. Always consult the checklist for confirmation that you’ve accomplished all the essential tasks before landing. Additionally, if you haven’t already, work on developing call outs which you perform out loud regardless of whether you are alone in the airplane or not. Whenever I’m landing an airplane, I start with my flows, go through my GUMPS (Gas-Under carriage- mixture- props- seat belt) checks, then do the printed checklist, and finally when on short final I call out “short final, cleared to land, three green.” I’ve had several passengers tease me about doing the “three green” call out while I was flying aircraft that didn’t have retractable landing gear. But, I’d much rather be in the habit of checking every time regardless of what I’m flying than forgetting to check when it is necessary.
4. Use your available resources and develop healthy habits: If I have someone riding with me, I generally ask them to confirm that there are 3 green lights glowing on the instrument panel. Even if that person isn’t a pilot, they will probably enjoy the opportunity to be involved, and it’s a good way for me to stay in the habit of checking the gear lights to ensure that everything is properly down and locked. I’ve also found that intentionally leaving your hand on the gear lever until you have gear safe lights is a good idea. Forcing yourself to keep your hand on the handle until you have the all important lights obligates you to actually observe the indications instead of simply throwing the lever and moving onto something else. This way, if you only get an indication of 2 greens you’ll be aware of it right away and have more time to respond appropriately. It also helps you to learn the normal length of time it takes for the gear to extend or retract, which will be helpful to you to be aware of any abnormalities in the gear system.
5. Upgrade your aircraft’s gear-up warnings: There’s a variety of ways you can improve your aircraft’s ability to warn you of a potential gear-up landing. For student pilots or pilots new to complex aircraft, it could be something as simple as a red post-it note on the panel to remind you to verify the gear position prior to landing. Or, if you own an aircraft that doesn’t have an effective way to warn the pilot of a gear-up landing, consider investing in an aftermarket gear-up warning system – surely the extra price of such an upgrade is a small amount next to the cost of repairing the damage from a gear-up landing!

Always remember, regardless of experience, no pilot is immune to the possibility of a gear up landing. The best way to safeguard yourself is to discipline yourself in the use of flows, checklists, and call outs. Things like gear warning horns, visual reminders, and other systems are a useful back up, but they shouldn’t be relied upon to save your bacon if you don’t get the gear down at the proper time. Fortunately, in most gear up landings, the pilot and passengers are able to walk away uninjured – but that doesn’t lessen the embarrassment or financial burden of the event. So, keep your chin up, your gear down, and remember….THREE GREEN

Beechcraft Flap Issues

ByAndrew Robinson September 8, 2015

There has always been something that felt wrong to me about how the walkway on many models of Beechcraft extends onto the right hand flap. I have never felt right about stepping onto the flap as I make my way into and out of my dad’s E33A Bonanza and therefore I generally try to step over top of it and place my foot on the wing instead. But does this effort actually make any difference, or am I just making my self look silly for no reason?

Well, as it turns out, it wasn’t such a bad idea. In 2007, a pilot flying a Beech reported a split flap condition. Upon inspection, it was found that there was damage to the actuation rod attachment as well as the nose rib and nut plates. Six other aircraft were checked and found to have similar damage. These findings were submitted to Hawker Beechcraft and in 2008 and they issued a maintenance alert regarding the issue. In 2011 the FAA issued SAIB CE-11-21 (Special Airworthiness Information Bulletin) to alert owners, operators, and maintenance personnel about the problem; specifically warning of the potential for cracking in the nose flap rib (part number 35-165050-84). And while its true that this type of damage is not limited to the right hand flap, it is known to be much more common on that side. Stepping over the flap instead of on it is recommended by both the FAA and Beechcraft as a solution.

Unfortunately, the flap cracking is known to span a wide variety of aircraft types. A 2011 “Safety Communique” issued by Hawker Beechcraft lists the affected models as:

-Bonanza 33, 35, and 36
-Baron 55, 56, 58, and 95
-Duke 60

According the the FAA, the cracking can been found most commonly on airframes which are between 4,000 and 6,500 hours, but has also been found on aircraft with as few as 2,000.

So, what do we do about it?

First off, although much of the damage is difficult to detect without dis-assembly, the paperwork from both the FAA and Beechcraft recommend taking a look at the flap yourself to see if there are any obvious signs of problems. They also suggest taking special care looking in this area during your preflight inspections.

Next, if you have an airplane which may be susceptible to cracking, talk to who ever is doing your maintenance work and have them look carefully during your annual inspections. I talked to one of the IA’s at our shop who has dealt with this issue before and he told me that most shops will remove the flap and send it away to a repair station to have it fixed. It’s possible that if you purchased your airplane used it may have already had this issue taken care of; a quick look through the maintenance logbooks should clear up any questions.

Regardless of whether your airplane is known to suffer from this problem or not, do your best to avoid stepping on the flap when getting in and out of the cockpit. It is also a good idea to ask your passengers to do the same as this simple act could end up saving you big headaches and big money someday down the road.

For more information regarding the flap issues discussed above, talk to your maintenance provider and visit these links:

ABS Flight Controls, Flaps, and Trim System Inspection, Repair and Rigging Guide (See Page 17)

ABS Information on SAIB CE-11-21

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

A Complex Clearance?

ByHank Gibson August 25, 2017August 29, 2017

I was flying in the Rio Grande Valley in south Texas a few weeks ago and heard an IFR clearance given to a King Air that pricked my ears up.  It was a clearance from CRP to LRD, but the routing was one you don’t hear too often anymore.  Because of active military airspace, the routing was via a radial and DME off the CRP VOR (so a point defined by the radial and DME) to another radial and DME point off the LRD VOR.

It took me a second to think about how to do this the easiest (without setting up the VOR and watching the DME).  After a moment’s thought, it’s actually a snap with the G1000.  You create 2 user waypoints, one for each Radial/DME spot, then put those 2 user waypoints in your Flight Plan.

Here’s how.

Step 1

Using the big knob, go to the Waypoint chapter.  Once there, scroll down to the User Waypoint page using the small knob.

Step 2

Press the New soft key.  If you want to name the waypoint something specific, you can do that at the top of the page.  If not, it will default to something like VOR 1 or VOR 2.

Step 3

Under Waypoint Type, use the small knob to select RAD/DIS (stands for Radial/Distance).

Step 4

Under Reference Waypoints, again using the small knob (or your keypad), type or dial in the VOR identifier, the radial from that VOR, and the DME distance.  Press enter and you are done.

Once you have both User Waypoints created, then just put them in your flight plan (if you forget what you named them, you can just go back to the User Waypoint page), and off you go.

Medical Reforms Get Passed

ByHank Gibson July 17, 2016July 22, 2016

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.

Make The Upgrade to Pressurization

ByHank Gibson August 23, 2018August 24, 2018

Are oxygen cannulas rubbing your nostrils raw?

Is turbulence giving you back problems?

Would you like to be above the bumps, breathing without tubes stuck up your nose or a mask on?  Would you like a quiet ride?

Sounds like you need pressurization.  Need more convincing?

What’s that you say?  You don’t have a multi-engine rating?  You don’t want to spend the money on a turbo prop?

Have no fear, there are options galore for you to choose from in the single engine piston marketplace, both certified aircraft and experimental.

A word of caution, though; once you go pressurized, you don’t go back….

Here is my review of the certified, pressurized single engine piston options.

Piper PA46 Malibu/Mirage/M350

In 1983, Piper shocked the world with an amazing airplane.  The pressurized, Continental TSIO-520 (310 HP) powered PA46 Malibu hit the market in the fall of that year taking the piston world by storm.  A six seat, cabin class, pressurized single engine piston that easily cruised at 190-200 knots while only burning 16-17 GPH. It was awesome.  It even had an air stair door that felt like getting on a private jet.

I love the original Continental powered Malibu, specifically the ’86-’88 models.  Piper initially had hydraulic flaps, which were clunky and had several issues (most notably, the hydraulic system would randomly kick offline while the flaps were in motion at very in-opportune moments).  Piper switched to the electric flaps in ’86, making the ’86-’88 year models very desirable.

Unfortunately for Piper, the Continental TSIO-520 was not the engine manufacturer’s best product.  There were several Malibu crankshaft problems and engine failures, so much so that Piper decided to go with the Lycoming TIO-540 engine in 1989, creating the Malibu Mirage (all the current Malibu’s operating the -520 engine have been overhauled many times over, so there are no safety concerns with the -520 engine).  The Lycoming powered Mirage (350 HP), cruises a little bit faster than the Continental powered Malibu, but burns about 5 more GPH.  Piper still makes the Mirage, now dubbed the M350, complete with the Garmin G1000 NXi panel.

The 4 seat, cabin class back seat is very roomy (unlike a Bonanza or Saratoga).  There is plenty of rooms for bags, both behind the back seat and in the handy nose compartment, which is wide enough to fit golf clubs, minus the driver.  The 1600 pound useful load (880 pound payload with full fuel), allows for a lot of people and gear to be loaded on board.  The airplane is a little stingy on CG, though.  You do not want to have a CG that is out of the rear limits.

The airplane is fun to fly.  It has a heavy elevator, similar to a Bonanza, which requires a lot of trim on landing.  It’s very long wings cause it to float a bit on landing if the pilot comes in too fast.  It’s very docile in stalls and extremely comfortable for cross country flying.  The air conditioning system works very well, though it is still hot on the front seats when sitting on the ramp on a Texas July afternoon.

Many of the airplanes have upgraded to glass panels.  Most are still equipped with the King KFC 150 autopilot, some with a Yaw Damper, some not.  The KFC 150 is a good autopilot, but when Garmin certifies their GFC 600 for the PA46, that will be a popular retrofit.

If I had my pick, I would buy an ’86-’88 Malibu with an upgraded Continental TSIO-550 engine.  Climbs a bit better and does a bit better in cruise than the original -520 engine.  See why here.

I would rate the PA46 line as the best pressurized single engine piston option out there.

Cessna P210 Centurion

The P210 was introduced by Cessna in 1978.  It also came with the Continental TSIO-520 engine that the Malibu was certified with.  Climbing at about 700-800 fpm (equal to the Malibu), the P210 cruises at around 190 KTAS as well, burning around 17-18 GPH.  Like the Malibu, the P210 had a Continental TSIO-520 power plant, but, unlike the Malibu, the P210 makes the pilot work to keep the CHTs cool.  With smaller cowl openings and a tighter cowl, cooling isn’t as good as the Malibu.

Even though the P210 has six seats, the forward facing, Cessna style 3 rows aren’t quite as comfortable as the Malibu.  The single door on the pilot’s side makes loading and unloading a bit of a chore (especially compared to the air stair door in the Malibu).  The third row of seats isn’t extremely useful, as the ceiling is lower and the proximity of the second row of seats decreases the amount of leg room, making it uncomfortable for a full size adult.  Most operators remove the pilot’s side second row seat to add an aisle to get to the back row for people and bags.  It also has a smaller cabin then the Malibu.

There is less baggage in the P210, with the singular baggage compartment accessed through a baggage door behind the cabin.  The Air conditioning system is also not as good as the Malibu.

It’s hard to get the P210 out of CG and overloaded.  A useful load of 1500 pounds (with 90 gallons of fuel, it drops to only 960 pounds) allows the airplane to be loaded to the gills without being overweight.

There are some engine upgrades out there for the P210 (the Silver Eagle conversion puts a Rolls Royce turboprop on it).  The best piston conversion is the Vitatoe Conversion that swaps the engine out for a Continental Turbo-Normalized IO-550, which is a much better engine than the -520.  You still have to monitor the CHTs, but cooling is less of an issue.  These are much higher priced on the market, though.

Because of the size of the cabin and the true reputation the P210 has of being a maintenance hog, I would rate it below the PA46 line.

Extra EA-400

There are 3 pressurized, single engine piston airplanes out there today: the Piper PA46, the Cessna P210, and the Extra EA-400.  Extra is the famous German aerobatic aircraft manufacturer that created the Extra 300 and 330.  In the early 2000s, Extra tried it’s hand at the pressurized single market with the EA-400 (Extra also tried to get into the single engine turbo-prop market with the EA-500, but the project fizzled before much progress was made).  Sadly, only 27 EA-400s were built before the company ran into financial trouble.

The concept sounds cool.  A fully composite, pressurized, liquid cooled, cabin class piston.  The engine was the Continental TSIOL-550, liquid cooled power plant.  Liquid cooling means no concern about hot CHTs while you are climbing.  The problem with the engine is that there are so few liquid cooled Continental engines out there, finding a mechanic familiar with one could be an issue.

I have never flown an Extra 400, but there are several floating around out there.  Most have steam gauges and the STEC-55x autopilot.  The price on the only one on Controller right now is comparable to the P210N but above the Continental powered Malibu.

If you are in the market, an Extra 400 might be fun to test fly and who knows, you might fall in love with it!

Experimental Options

There are a handful of experimental pressurized singles out there.  I have not flown any of them, so I can’t be a good resource on recommending them.  Here is the list, however.

Lancair Evolution Piston

Lancair IV-P

Lancair ES-P

Lancair LX7

As far as availability on the market goes, there are 8 Malibus on Controller (1 1986 model) ranging from $315,000 and down, 24 Mirages ranging from $705,000 (equipped with the Garmin G1000) and down, 25 P210s ranging from $405,000 and down, and 2 Extra EA 400s, priced at $369,000 and down.  Check out the available Experimental Lancair options here.

Have you decided to upgrade, but don’t know what to buy or how to buy it?  Check out Texas Top Aviation’s Acquisition Services.  We’ll get you the best airplane for you, your mission, and your budget.  Contact Us today to find out more information.