Author: Hank Gibson

  • Texas Top Aviation Now Offers Piper PA46 Training

    ByHank Gibson

    Texas Top Aviation is proud to announce that we now offer Piper PA46 Training in the Malibu and Mirage.  Our Piper PA46 training is provided with the same excellent & professional approach that has become our hallmark.

    The four-day format of this course allows time to answer all of your questions about your new airplane.  The Texas Top Aviation Piper PA46 training course leaves you with a confidence and understanding that will help you enjoy your Malibu or Mirage even more.

    New avionics have you scratching your head in confusion? No problem. Texas Top Aviation is well versed in the latest Garmin and glass panel instrumentation.

    If you are in need of recurrent training in your PA-46, Texas Top Aviation would be proud to help with that as well. Consider us your one stop shop for Piper PA-46 training.

    For more information, check out our Piper Malibu/Mirage Training page.

    Contact us today to schedule your Piper PA46 Training!

  • Texas STOL Roundup

    ByHank Gibson

    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.

    For more information, you can visit the event website.

  • The New Diamond DA50 Line

    ByHank Gibson

    Diamond has joined the high performance single engine fray with the announcement of it’s new line of DA50 models.  Cirrus currently has the cornered the market on easy flying, fixed gear, speedy HP single engine airplanes.  But, (assuming that the Diamond DA50 gets certified in a timely manner and the appeal of the Jet A sipping SMA diesel engines appeals to a broad enough audience), Cirrus could have some competition soon.

    The proposed Diamond DA50 will come in 3 different configurations, the IV, the V, and the VII.  The IV and the V will each burn under 10 GPH of Jet A. The VII will burn about 14 GPH of Jet A, using the same amount of fuel as a normally aspirated SR22, but at cheaper Jet A prices (plus the discount of fuel companies like CAA or AEG Fuels).

    According to AOPA, all 3 Diamond DA50 models will be equipped with the Garmin G1000 NXi panel and the GFC 700 Autopilot. The Diamond DA50 -V will be the first model expected out next year, with the IV to follow soon after.  The wait for the VII will be a bit longer.

    In testing, the Diamond DA50 -V showed true airspeeds of 173 knots with an expected range of almost 1100 miles.  Gone is the bubble canopy that greatly increased the green house affect of the airplane.  It’s replaced by two suicide doors, similar to what is on the Cessna TTx.  The single back seat door on the pilot’s side remains.

    Carrying capacity will be greater than the Cirrus as well.  The Diamond DA50 -V will have a gross weight of around 4,000 pounds, giving it a useful load of 1,250 pounds, giving pilots a lot more flexibility in weight carrying.  The Diamond DA50 exterior will be fully customizable as well as advances in carbon fiber paint and decals has come a long way since the early 2000s when white was the only option.

    Here are some basic specs for each DA50 model:

    Diamond DA50 -IV

    • 230 HP
    • 4 seats
    • Less than 10GPH fuel burn

    Diamond DA50 -V

    • 260 HP
    • 5 seats
    • 10 GPH Fuel Burn

    Diamond DA50 -VII

    • 360 HP
    • 7 seats
    • Retractable Gear
    • Turboprop option

    I am most excited to see the performance numbers on the VII model when it comes to market.  With a 360 HP engine and retractable gear, it seems like it will be a screamer.

    There are also rumors that Diamond is working on a rotorcraft, the Dart 280, but there isn’t a flying model at the moment.

  • The Dual Garmin G5 Glass Panel Solution

    ByHank Gibson

    What’s the most cost effective glass panel retrofit?  There are several options out there (and it seems like more coming each Sun ‘N’ Fun or Osh Kosh event), but the consensus is the Aspen EFD 1000 or 1500, right?  At $12,000 installed, it’s about $8,000-$10,000 cheaper than the Garmin G500 (though you can make the argument that when you add a second screen and SVT to the Aspen, the price is about the same).

    I am here to blow your mind.  What if you could get a glass panel retrofit that is a complete AHRS system with airspeed and altitude, plus a slaved HSI that auto slews to your GPS and a 4 hour backup battery so you can throw your steam attitude indicator away, for only $4,600, plus installation?

    I am not crazy.

    The Garmin G5 debuted last year when the FAA relaxed it’s regulations to allow more experimental avionics into certified airplanes.  The single G5 was a big hit.  The 3.5 inch screen fit nicely into the hole that the traditional attitude indicator left, giving pilots a glass attitude, airspeed and altimeter options for less than $2,500.

    In March, Garmin brought out the HSI version of the G5.  Equipped with a low cost magnetometer, the DG/HSI version is a complete replacement for the traditional DG/HSI.  The unit also displays ground speed and distance (received from the GPS information), while auto-slewing to the GPS flight plan, so the CDI needle will move on it’s own, eliminating the annoying need for the pilot to set the course on the HSI (and ridding the GPS of the message that pops up reminding the pilot to set the course).

    The dual units provide a complete backup Attitude in the case of a display failure.  The reversionary mode you get with the Garmin G1000 and the Garmin G500 is also present in the dual G5s.  This eliminates the need for a backup steam gauge attitude indicator, freeing up panel space for an engine monitor or some other toy.  The G5 units can also be equipped with 4 hour backup batteries in case of electrical failure.

    The price for the dual G5 setup is very reasonable at just under $4,600 plus installation (which, according to Garmin, should be pretty simple as the units act as plug and play instruments).  The AHRS unit is available stand alone for under $2,200 while the DG/HSI unit standalone runs just under $2,600.

    For more information, check out Garmin’s website.

  • Garmin VNV

    ByHank Gibson

    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