There was a bill introduced in Congress recently to take control of Air Traffic Control away from the FAA and give it to a private, for profit, corporation. The initial reaction of pilots is “Ahhh! User fees!” which we are all adamantly opposed to. There are a myriad of reasons why this is a bad idea (the “Flying” article makes a comparison to giving NASA to Richard Branson and Jeff Bezos) and we as pilots should be against it.
A few years ago I took off out of Chicago’s Dupage airport (KDPA) in a Bonanza headed for Deck Airport (9D4), a small uncontrolled airport about 60nm to the west of Philadelphia. It was late November and, unfortunately, due to some unexpected ice, I found myself flying a significant portion of the flight at 4-5,000 feet instead of the 11,000’ at which I had originally planned. This was an issue because I was burning significantly more fuel at 4,000’ than I would have at 11,000’. I did my fuel planning math and came to the conclusion that I would still make it to 9D4 with the required minimums. On I flew, watching the number on the totalizer decrease.
I arrived at 9D4 after dark. Although I didn’t think I would need one, I ended up having to fly an approach to get down below the cloud deck. My troubles weren’t over. After breaking out of the clouds, I was terrified to realize that the runway lights weren’t working.
Now, I had a problem. I was in a relatively unfamiliar area in marginal VFR at night and I was quickly running out of options as far as my fuel was concerned. Fortunately for me, 9D4 is located 14nm north of Lancaster Airport (KLNS), which is a towered airport with very nice approaches and facilities. Also working in my favor was the fact that Lancaster was reporting VFR. I headed as quickly as I could for Lancaster and landed uneventfully.
When I landed I had the required fuel minimums on the airplane, but I managed to scare myself pretty thoroughly. I realized that while I had been forced to deal with some unexpected complications: icing forcing me down several hours before my planned descent and inoperative runway lights that were not listed in the airport NOTAMs. I was very blessed that Lancaster was so close by and that I was able to land without having make an approach. Had LNS not been VFR, I could have easily burned through another 15 minutes of fuel maneuvering for and executing an approach. If, for some reason I’d had to go missed or perform a hold, I would have gone through my remaining fuel pretty quickly. To me, this is a classic example of “just because it’s legal, doesn’t mean it’s safe.” I realized I needed to change how I did my fuel planning.
Since then, I have enforced a personal minimum: 18 gallons must be on the Bonanza at the time I reach my destination. If things change un-expectedly enroute and I realize I won’t make it to my airport with at least 18 gallons, I stop. I had always tried to have an hour of fuel on board as a reserve, but having a hard number is an easy way for me to make decisions.
Having a fuel totalizer installed in an airplane is a really nice way to upgrade the panel and give the pilot a clearer idea of how much gas is being burned/ how much is remaining. The totalizer installed in our Bonanza is a JPI Fuel Flow 450. It has a lot of nice features which make fuel management chores much easier. If a totalizer is something that you are considering installing in your aircraft, or if you have one already, here are a few things that I’ve learned from my experience flying with them.
The JPI 450 totalizer installed in the Bonanza
(photo credit: www.jpinstruments.com)
While helpful, don’t rely too heavily on the totalizer to do your fuel math for you. Similar to the negative effect that using GPS navigation can have on a pilot’s ability to navigate via a chart, over dependence on digital fuel systems can lead to problems. A fuel totalizer should be telling you what you already know, not doing all your math for you. Do your fuel math and confirm it with the totalizer. If it failed, you should still know how much you have and how much is needed.
Likewise, don’t rely completely on the accuracy of a totalizer. Technology isn’t perfect, and if the instrument isn’t quite calibrated correctly, the numbers could be wrong. Fuel information is absolutely critical, and thus warrants constant monitoring and double checking. When you do arrive at your destination, keep track of how much fuel the airplane takes and compare it to the numbers on the totalizer to verify its accuracy.
Unless you are flying an airplane which has a “both” setting, you will still need to be keeping track of how much fuel is available in the aircraft’s individual tanks. For example: our Bonanza has two tanks, but the totalizer doesn’t keep track of that information. If I don’t remember to switch tanks, I can run one completely dry and the digital read out will indicate the remaining gas in the other tank. The totalizer won’t indicate anything about the individual tank quantity until the engine quits and the flow drops to zero.
Pictured below on the left is a fuel selector from a Piper Aerostar. The airplane has two selector valves and three fuel tanks. While the system is not difficult to use, it does require proper understanding and regular monitoring to ensure that the fuel is distributed correctly. The picture on the right is the selector out of an A36 Bonanza. I love the simplicity of the Bonanza’s fuel system, but it still takes attention and intention on the part of the pilot to keep track of how much gas is available on either side.
The JPI unit that we have installed on our airplane even has an “hours and minutes remaining” screen as well as a “fuel required” screen. The totalizer actually talks to the GPS and is able to tell me how much gas I will need to get to my destination. Just remember that those numbers are computed only at the current flow and do not take into account the potential increases/ decreases in consumption which will occur as power settings are changed for descent and arrival into the airport. I may feel pretty good about my hours and minutes remaining when I’m sitting at 12,000 feet, but when center makes me descend to 5,000’ and I’m still an hour away from my destination, endurance will decrease. It also can’t take into account any additional flight time that may be required to shoot approaches, hold, or divert.
Have you ever heard of “G.I.G.O?” It stands for “Garbage In, Garbage Out.” What it means is that the information which the fuel totalizer is giving the pilot is only as good as the information that the pilot gave it at the beginning of the flight. The totalizer in our Bonanza does not have any method of checking the quantity in the fuel tanks. At start up the pilot inputs the amount of fuel on board the airplane and the totalizer keeps track of how much is burned which is then subtracted from that inputted number. Ergo, if the amount of fuel is not updated or is incorrect, the fuel total numbers displayed will be inaccurate. If a pilot told the computer that the tanks had been topped off, but didn’t verify it, the fuel could be exhausted and the totalizer would still indicate that there was fuel available. It is, therefore, VERY IMPORTANT to confirm the airplane is fueled to the amount desired (visually if possible) and use the fuel gauges in the airplane to verify the accuracy of the totalizer.
Use a timer: I like to use the timer on my phone to remind me when it is time to switch the fuel tanks. If I set the phone to vibrate and put it in my pocket, it will remind me to change tanks at the desired time if I haven’t remembered to otherwise. It’s also nice because I can write down exactly at what time (or quantity) I changed tanks so I can keep very accurate track of how much fuel I have in any given tank. This is especially helpful in airplanes that have more than two fuel tanks. Another option is setting the timer on a Garmin 430, 530, or G1000 to give an alert or message reminding the pilot to change tanks at a preset time.
It shouldn’t come as news to anyone that the importance of fuel planning cannot be overstated. I personally know multiple people who have run airplanes out of fuel because their planning wasn’t quite right or the weather changed and they were unwilling to take the time to stop. In the case of my Bonanza story earlier in this article, it was obvious to me before I even landed that I should have picked a fuel stop when it became apparent that I would arrive at my destination with less than my desired one hour margin.
The technology that we have now to help us keep track of our fuel usage is wonderful, but use it as an aid; not as your only source of fuel calculation. Remember to verify the amount of fuel on the airplane before you go because the number on the totalizer won’t mean anything if it doesn’t match the amount in the tanks! Above all, don’t be afraid to stop and get fuel when you need it. I’d rather have to tell the passengers that we need to stop for gas than deal with the potential consequences of running out.
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.
A new app came out last year that fits a need for many owners. Coflyt, available on the Apple App Store for $14/month for up to two airplanes, helps immensely with staying organized. Those questions of, “When is my oil change due?” or “Has the plane had it’s IFR inspections?” are easily answered by checking the app instead of having to dig through maintenance logs.
Not only does Coflyt help keep track of maintenance, but it also houses squawk lists that owner’s can send to maintenance shops as well as keeping track of Airworthiness Directives. If the pilot remembers at the end of flights to put the amount in, it even shows how much fuel is remaining in the airplane.
For flying clubs and partnerships, it provides easy scheduling without having to share calendars. Payments can also be taken and flights tracked. No more paper flight sheets after flights to track down.
As a pilot, it helps immensely to be organized. For $14 a month ($36/month for partnerships or flying clubs), that’s a small price to pay.
Looking for a fly in this fall? Check out the Texas STOL Roundup at the end of September in Hondo, KHDO. Interested in entering? All are welcome! There are several different categories including LSA, Experimental, and others. Come in for a fun weekend and see how short an airplane can be landed!
There will be bands, a STOL seminar, and even a hangar dance.
Fly in or drive in. Camping will be available on the airport.
Let’s face it: airplanes are not the best classrooms. The propeller is running, the engine is making lots of noise, the pilot is attempting to multi-task and the instructor is barking orders. That’s almost as much overstimulation as being a parent to 4 kids under 10 (I have experience in that arena!). That’s even before takeoff!
At Texas Top Aviation, we have observed many situations where a simulator would be an excellent way to introduce different concepts and supplement training. Now, in our Austin Executive (KEDC) office, we finally have a really good simulator.
Meet the Noble Flight Simulator, the next best thing to a Cirrus cockpit. With the Noble Flight Simulator, we can duplicate 6 different types of Cirrus aircraft (G3 SR22, G3 SR22T, G5 SR22, G5 SR22T, G6 SR22, and G6 SR22T). The Garmin Perspective panel easily swaps between the G3 and G5 configuration to the G6 configuration, so the buttons are all in the proper places.
Want to experience actual emergencies? An engine failure is a lot less stressful in a simulator.
Want to pull CAPS (Cirrus Airframe Parachute System)? The Noble Flight Simulator has a realistic CAPS handle with the same amount of pull pressure that the CAPS handle in the airplane has.
Need an IPC or want to practice approaches? All approaches done on a Noble Flight Simulator are luggable, plus a full IPC can be accomplished.
Want to save fuel? The Noble Flight Simulator is for you!
To top it all off, the Noble Flight Simulator that Texas Top Aviation has is classified as an Advanced Aircraft Training Device. It is certified to the highest standards of non-motion simulators, allowing pilots working toward their private and instrument ratings to log a significant amount of time toward that certificate or rating. Up to 20 hours of IFR training is allowed to be logged in an AATD toward an instrument rating. That’s huge!
Texas Top Aviation is also developing a CAPS specific course to expose Cirrus pilots to the many different scenarios where pulling CAPS would be necessary. This teaches Aeronautical Decision Making to Cirrus pilots who struggle with the decision of whether or not to pull CAPS. Look for CAPS course information under our Aircraft Training page later this summer.
Interested in checking the simulator out? Contact us today!
Let’s say you’re flying in the mountains of Colorado on a cloudy day. There’s a solid layer from the surface all the way up to 14,000 feet. You’re inbound to Eagle (KEGE) on the RNAV (GPS) D approach. There are mountains next to you and below you, but you aren’t concerned since you can see them all. The base of the last reported overcast layer was 3,000 feet, so you know you’ll break out before the MDA and land no problem.
At 11,100 over AWACC, you clearly see the top of the mountain below you. You are comfortably above it. You already have the runway in sight as well. You pop out of the clouds on the approach at 9,700 feet, spot the airport and follow the tower’s instructions to circle north of the runway for a left base for runway 7.
How could you see the mountains inside the clouds? You have Synthetic Vision installed on your glass panel, that’s how.
Aspen Synthetic Vision
Synthetic Vision, which has actually been around since the ’70s when NASA and the US Military first developed it, was first FAA certified for the Gulfstream PlaneView flight deck in 2009. Garmin, Avidyne, and Aspen are the main general aviation manufacturers of synthetic vision these days. All Garmin PFDs are now equipped with Synthetic Vision while Aspen gives you the option to upgrade to Synthetic Vision when you get one of their PFDs installed. Avidyne gives you Synthetic Vision in their R9 upgrade for the Cirrus.
What is Synthetic Vision? Basically, it’s a 3-D picture on the primary flight display showing terrain, obstacles, traffic, and runways. It greatly enhances situation awareness in areas of terrain or high obstacles during IFR conditions or at night.
The goal behind the development of Synthetic Vision was to decrease the amount of controlled flight into terrain (CFIT) accidents. A CFIT accident consists of a perfectly airworthy airplane flown by a pilot (or autopilot) unintentionally into terrain. These accidents can happen in low visibility conditions or at night, but the reason is mainly due to the pilot losing track of his position in relation to obstacles or terrain (or water as was the case with JFK Jr.).
With Synthetic Vision, the goal is to enhance pilot knowledge of what is around the airplane at all times. When you’re at altitude, the terrain below you looks flat. When you start descending down amongst the rocks, the hills or mountains start to rise up on your screen. For those used to the coloration with the 2-D terrain feature on a GPS unit, it translates very easily to the terrain coloration on a Synthetic Vision equipped PFD. Terrain that is between 100 and 500 feet below the aircraft is shown as yellow, while terrain closer than 100 feet is depicted as red.
Garmin Synthetic Vision
One neat feature on Garmin units is the Highway in the Sky. When a pilot puts a course or a flight plan in the GPS, the PFD displays magenta boxes at the altitude selected displaying the route. It’s handy when hand flying to just “fly through the boxes.” They also display descent angles on approaches.
Synthetic Vision is still optional on Garmin and Aspen units, but I highly recommend springing for it. It will give you a higher level of safety and keep you out of the rocks.
Most in the aviation industry are familiar with John and Martha King, the faces of the myriad of Kings Schools aviation training courses. Thousands of pilots have gone through their ground school courses for a variety of certificates or ratings, taking in the videos on original VHS, DVD, or streaming online depending on what the current technology is.
With the advent of the Airmen Certification Standards (ACS) replacing the Practical Test Standards (PTS) for the private and instrument certificates, King Schools didn’t take long to update their material.
To help private students prepping for their check ride (and their instructors who aren’t familiar with an ACS check ride yet), John King plays the student pilot in the latest King Schools prep video. The streaming online video is about 5 hours long, includes the oral portion and the flight portion of the check ride, and runs $139 (you can still get the DVD, too!).
I have recommended King Schools and their courses to all of my customers. They have always put out a great product as they reduce the fear felt for a check ride applicant. If you are prepping for your private pilot check ride, checkout the King Schools video today.
