An Innovative ADS-B Solution from uAvionix

Cirrus SR22 Partnership in Houston

ByHank Gibson June 3, 2015June 3, 2015

Ever wanted to be a Cirrus owner, but the economics of being a single owner just don’t make sense for you? If you’re in the Houston area, you now have a chance to join a Cirrus SR22 partnership at the West Houston Airport, KIWS.

The group, CirrusShare, is a 4 member group, but one of the members is looking to sell his share.  The airplane is a 2007 G3 SR22.  It is in excellent condition, with dual WAAS 430s and air conditioning.

If you would be interested, please contact Texas Top Aviation for more information.

 

BendixKing Throws It’s Hat in the Glass Panel Ring

ByHank Gibson June 20, 2018June 25, 2018

Two pilots walk into an FBO.  “Nice airplane,” Pilot 1 says to Pilot 2.  “What kind of panel do you have in it?”

“I just went all glass,” Pilot 2 says.  “Put in the Garmin G500 TXi, a GTN 750, and upgraded to the GFC 600 Autopilot.  Even put in the Mid-Continent standby instruments.  It’s a pretty sweet set up.  What about you?”

“Wow, sounds like it!” Pilot 1 responds.  “I went a different route.  I liked all my old BendixKing instruments, so I stuck with the company.  I put in a BendixKing AeroVue Touch panel, a BendixKing KSN 770 touch screen GPS, kept my KFC 225 autopilot, got the ADS-B out compliant BendixKing KT 74 transponder, and finished it off with a King AeroFlight KI 300 Digital Backup instrument.”

Wait, what?  BendixKing?

Yes, my friends, BendixKing is still around.

We are all used to the latest and greatest Garmin products these days.  Don’t get me wrong, Garmin and Aspen make great retro-fit products for your instrument panel, while Garmin and Avidyne are at the top of the touch-screen GPS market, but don’t forget about BendixKing.  They are staying in the game too.

BendixKing announced in April the xVue Touch for experimental aircraft, with the STC for the AeroVue Touch for certified aircraft coming later this summer.  The xVue and AeroVue touch are pretty nifty units, comparable in features to what Garmin is doing with the G500 TXi and G600 TXi.  It will be difficult to claw back into a competitive market share with Garmin, but BendixKing might find a niche market of followers.

Let’s take a look at the unit.

BendixKing AeroVue Touch

Now, I have not used the BendixKing AeroVue Touch or the xVue Touch, only read about them.  But, what I’ve read sounds pretty cool.  The display has really good resolution (BendixKing brags it is the highest screen resolution available), synthetic vision that comes standard (Garmin & Aspen charge extra for synthetic vision), plus VFR Sectional Charts & IFR High and Low Enroute charts, making paper charts even more obsolete.

The display is 10.1 inches and can be easily swapped between a full screen instrument mode or a split screen setup as seen above.  Apparently, BendixKing has 3-D moving maps available on the AeroVue Touch too, which is standard.

The one thing Garmin has on the BendixKing AeroVue Touch right now is engine information.  The G500TXi has a full complement of engine gauges available; the AeroVue Touch doesn’t, yet.  BendixKing says it’s in the works, as well as radio information and autopilot control.  I’m assuming the future autopilot control software would mean you could remotely mount an autopilot controller and input all functions from the AeroVue Touch display.  The nice thing about these future upgrades is all the software updates are free through BendixKing.

The sticker price for the forthcoming unit is going to be about $12,600.  Garmin’s 10.5 inch G500 TXi is $16,000, while Aspen doesn’t offer anything quite that big.

BendixKing KSN 770

I’ve been keeping my eye on the BendixKing KSN 770 Touchscreen WAAS GPS for a few years now.  It never really has caught on quite like the Garmin GTN 750 or the Avidyne IFD 540.  BendixKing took the same route that Avidyne did in creating a hybrid touch GPS (or mini-MFD if you want to look at it that way) where a pilot can perform functions either using the touch screen or utilizing soft keys on the edges.  I like the hybrid touch approach as I have been bounced around in turbulence while trying to tap something into a Garmin GTN 750 and it can prove difficult.

Similar to the AeroVue Touch, BendixKing utilized split screen technology in the KSN 770.  It’s a full WAAS unit that is already certified.  It’s sticker price is $14,200, compared to the Garmin GTN 750 at $17,200 and the Avidyne IFD 540 at $15,000.

Other BendixKing Gadgets

Here are some other BendixKing Gadgets both available now and in the works:

• AeroFlight KI 300-BendixKing’s Digital Standby Attitude Indicator
• KT 74 ADS-B Out Transponder-Slide in replacement for vintage King transponders
• KFC 230 AeroCruz Touchscreen Digital Autopilot-2 or 3 axis options.  Will be the only touchscreen digital autopilot available on the market.  Also able to utilize the servos from older KFC autopilots.  Should be available late fall or winter ’18.

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.

AOPA Air Safety Foundation Survival Seminar

ByHank Gibson January 17, 2015January 17, 2015

The AOPA’s Air Safety Foundation will be returning to Texas this coming week with their After the Crash:  Surviving An Aircraft Accident seminar.  Though aircraft accidents are rare to most pilots, they still happen.  It is best to be prepared with the proper knowledge and supplies in case you are stranded in a remote area while awaiting help to arrive.

The seminar will cover the following items:

• How and what to pack in a survival kit
• Ways to help search parties find you
• What to do first immediately after the off airport landing
• How to survive will awaiting rescue

The seminar will be put on in Houston, San Antonio, and Austin on three consecutive nights, the 20th-22nd, so everyone will get a chance to attend.  The location and times are below.

No signup is necessary, just show up and be ready to learn.  The seminar does count for WINGs credit and there will be a sign in sheet at each event.

The AOPA Air Safety Foundation puts on numerous seminars throughout the country during the year covering a wide variety of topics relevant to general aviation pilots.  The content is always interesting and the presenter always knowledgeable and entertaining.  Hope to see you there!

Tuesday, January 20th

Wyndham Hotel, Houston West
14703 Park Row Blvd.
Houston, TX 77079
7:00pm-9:00pm

Wednesday, January 21st

Doubletree Hotel, San Antonio Airport
37 NE Loop 410
San Antonio, TX 78216
7:00pm-9:00pm

Thursday, January 22nd

Omni Hotel, Southpark
4140 Governor’s Row
Austin, TX 78744
7:00pm-9:00pm

For more information on the event and the locations, please click here.

2020 Texas Top Aviation Santa Fe Golf Fly In Rescheduled

ByHank Gibson June 17, 2020June 17, 2020

The 2020 Texas Top Aviation Santa Fe Golf Fly In has been re-scheduled due to the COVID-19 pandemic and quarantine. The new date is September 3rd-5th at the Santa Fe Buffalo Thunder Resort and Towa Golf Club.

For more information on the event and to register, please click here.

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