Avidyne Entegra Chart Updates

A Proper Cross Country Flight Checklist (Part 1)

ByAndrew Robinson February 8, 2016February 11, 2016

I love cross country flights. Airplanes are designed to travel.  When I was instructing private students, my favorite lessons were always the first cross country flights. I looked forward to getting my students out of the pattern, away from the practice area, and showing them what they could really look forward to as a private pilot.

When I was in college, my friend and I borrowed his dad’s Cessna 150, did a cross country flight in it from Indianapolis to Kitty Hawk, then down the coast to Florida. We camped in the grass next to the airplane wherever the airport managers would let us and had our own aviation adventure complete with mechanical problems, unexpected weather, and interesting people along the way. These types of trips have produced some of the best memories and experiences that I’ve acquired during my aviation career so far.

Unfortunately, I know many people whose only cross country flight experience is what was necessary to satisfy their Private and Instrument training requirements. Some of them are nervous about the idea of venturing away from the familiarity of their home airport, while others are relatively new pilots who simply don’t know where to start planning a long cross country flight.

I’ve taken some notes on my preparations for an upcoming cross country flight that I’ll be flying in my dad’s Bonanza. I’m hoping this checklist might help others feel a little more confident that they have everything they need to get going.

Oil

Its always a good idea to bring a few extra quarts of oil. If you stop somewhere and find you need some, its nice to have the right kind on hand. Never assume that the airport you’ll be landing at next will have oil available.

Fuel Stops

I’ve learned the hard way that calling ahead to verify fuel availability can be extremely important. I landed at an airport in Ohio one beautiful Sunday morning to find that the FBO wouldn’t be open until much later in the day. Naturally, there was no other fuel available on the field. I hadn’t called ahead to verify the hours of fuel availability (I assumed they had Self Serve) and had only 2 options: wait a while for the FBO to open, or try and find somewhere else nearby that had gas. As far as price, www.100LL.com is a valuable tool for finding cheap fuel. Foreflight also has posted prices for 100LL and Jet A, but it’s still a good idea to call ahead and verify price and availability.

Batteries for electronics

It’s miserable to run out of batteries for a noise canceling headset with hours remaining in your flight. Bring spares, not only for your headset, but for your flashlight and other gadgets as well. Make sure your hand held GPS, iPad, and Stratus are charged (if you have them). I like to carry a charge cable and adapter as a backup so that I can plug things into the cigarette lighter.

Jumper Cables

We always carry the ground power cable in the back of the Bonanza just in case we ever need a jump. Last month, when I was flying down to Texas, I was glad I had them; we had a dead battery after our fuel stop and had to borrow some power from an FBO worker’s pick up truck. Don’t assume that wherever you are stopping will have the correct cable to jump your airplane, especially if it requires a specific plug.

Parking Fees

Every airport is different. I like to call ahead and find out how much the FBO is going to make me pay in landing/overnight fees. When I flew up to Buffalo last summer, I paid 25 dollars for parking at Niagara International (IAG). Had I parked at Buffalo (BUF), they would have charged me over $200.

Approach plates and charts

Make sure you have current approach plates and charts either physically available or downloaded before you blast off. Having a copy of an AFD is a good idea as well, be it digital or paper.

Rental cars

If you arrange it beforehand, many FBO’s will have the car ready for you upon arrival. You may also be able to drop the car off at the FBO when are finished, instead of taking it back to the rental agency. It sure is nice to have the car pulled up next to the airplane when it’s time to unload.

Hotels

Bigger FBO’s may have discounted rates with local hotels. If you call the desk and explain your needs they may offer to book it for you, or at least point you in the right direction. It may be worth picking an airport with more expensive fuel if it puts you closer to the hotels or restaurants you want to go to.

Come back next month for Part 2!

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.

Night Flying Techniques

ByAndrew Robinson July 9, 2015July 9, 2015

We’ve all been there. You’re flying into an unfamiliar airport at night, you’re having difficulty seeing the field, and trouble identifying the runway. Airports can be hard to identify for a variety of reasons, but approaching in darkness only makes it more difficult. Perhaps the airport is located in a densely populated area and the airport lights bleed into the city lights. Maybe the airport that you’re approaching is located amid terrain that obstructs your view.

Situations like these are not uncommon for charter pilots. Just a few evenings ago I was descending IFR into Asheville, NC (KAVL) on a dark night with high overcast and scattered showers. Although the airport was VFR, the surrounding hills made me doubtful that I would be able to see the field in time to safely and comfortably descend for the visual approach that I was expecting.

Fortunately, there are some things we can do to help find our destination and set us up for the approach. Here are a few tricks that I use regularly when I find myself in this position:

• When flying into an untowered/closed tower airport: Make sure that you have the right lighting frequency. Some airports have pilot-controlled lighting that is operated on a different frequency than the CTAF. If the lights don’t seem to be working, consult your AFD. If the AFD advises that your frequency is correct, double check the NOTAMs to make sure that the lights haven’t been taken out of service.
  • For towered airports: Ask the tower controller to turn up the intensity of the runway lights. This has helped me find the runway countless times. This request can be especially useful at airports that are located in a highly lit area. Controllers are happy to honor this request and will often leave the lights at the bright setting until you advise them that you are ready for them to be turned back to normal intensity.
• Load an approach: If you are an instrument rated pilot, loading an instrument approach is a great way to get oriented with a runway when you need a little help. You may need to coordinate with the tower or controlling agency if you want to fly the approach, but this has the added bonus of giving the pilot altitudes for terrain/obstacle clearance should there be any hazards present.
• Use OBS mode: If you are flying an airplane that has equipment capable of doing so, you can use the Omni Bearing Selector (OBS) button to help align you with the runway. If using this strategy, just remember: THIS IS NOT AN INSTRUMENT APPROACH. It will not provide you with obstacle clearance, nor will it line you up directly with the runway.

The pictures below should help clarify how to use the OBS to assist in airport orientation.

Step 1- Have the destination set as the next way point in your flight plan. In the picture below, The GPS is set to navigate direct to KJGG. Press the OBS button (circled in red) to engage the OBS mode.

Step 2- Once OBS is selected, use either the window on the screen (which should come up automatically when you press the button in step 1) or the OBS selec tor on your navigation head to select the inbound radial. In this example, I have selected 310 degrees, the landing runway at KJGG.

Step 3- The GPS now shows an inbound course to the airport of 310 degrees. It appears as a magenta line. The line serves as an excellent aid in airport/ runway orientation. Remember that this will not line you up perfectly with the runway, but it can still be extremely useful in planning a pattern entry or for getting your bearings.

Note: As shown below, If you press the OBS button again, the GPS will return to the navigation as previously set.

1. Ask for vectors to the airport/ runway: If you have VFR flight following or are talking to a tower equipped to provide vectors, asking for them can be a good choice. Although the controllers may not always be able to accommodate your request due to workload or equipment limitations, most will be happy to comply if they are able. Some pilots may feel silly asking for help, but my policy has always been that I’d rather feel silly for asking than look silly for being lost.

In the case of the Asheville flight mentioned in the opening of this article, my solution was to ask the controller fo r direct to the final approach fix of the assigned runway. Upon arriving there, I had no trouble seeing the VASI and was in good position to fly the visual approach. If I had wanted to be positioned a little further out, I could have asked to fly to a different fix or simply asked to be cleared for the approach in lieu of the visual. Just remember to keep your intentions clear when communicating them to the controller.

The best way to approach an airport day or night, familiar or unfamiliar, is with careful preparation. Having lighted landmarks picked out as well as being acquainted with the airport layout will pay off when it comes time to plan your pattern entry or find the airport on a dark night. Use the resources available to you to get you safely to your destination.

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

Picking Up an IFR Clearance

ByHank Gibson October 30, 2015November 5, 2015

Picking up an IFR clearance at first can seem very simple.  But, when taking off from an untowered field, especially if a pilot is based at a towered airport, it can be a little more complex.  Based at an untowered field?  The towered procedures are a little more streamlined, but still different.

Towered Airports

Class B or Class C

At Class B or Class C airports, there is a dedicated frequency to get an IFR clearance and VFR departure instructions called Clearance Delivery.  It is published in the airport facilities directory as well as most approach plates.  Before you call Clearance Delivery, get the ATIS and tell the controller you have it as well as where you are located on the airport.

Class D

Some Class D airports have a Clearance Delivery frequency (see KADS, Addison, TX), but for the most part, you’ll get your IFR clearance on the Ground frequency.  If there is a dedicated Clearance Delivery frequency, the ATIS will specify whether or not to get your clearance on it or on ground control.

Class D towers are only part time towers, usually closing between 7pm and 10pm local time, depending on how busy the airspace is.  These airports usually have published Clearance Delivery frequencies to contact either the local approach control or center to pick up an IFR clearance on the ground.  They will be published on approach plates and in the A/FD.

Untowered Airports

Class E

There are a number of Class E airports that are Class E all the way down to the surface (see KLFK, Angelina County).  At these airports, there will either be a Clearance Delivery frequency or you call on the Center or Approach frequency to get your clearance (at KLFK, you call Center as there is no Clearance Delivery frequency.  At Temple, KTPL, there is a published Clearance Delivery frequency which you would be talking to Grey Approach).

Class G

There are two ways to pick up an IFR clearance at a Class G airport, one typically a little safer than the other.

The first option is to take off and maintain VFR while calling Center or Approach control.  They will give you your clearance making you IFR and allowing you to enter the clouds.  This option can be unsafe depending on the terrain surrounding the airport and how low the ceiling is.  If the ceiling is overcast at 1,000, you can legally remain VFR in Class G airspace at 500 AGL, but that isn’t the safest option and you might not be able to raise ATC at that altitude.

The second, and safer option, is to call on the phone.  Flight Service has a nationwide Clearance Delivery phone number that every pilot should have saved in their contacts (888-766-8267).  Typically, you want to wait to call them until after you are done with your runup because they only give you a five or ten minute window to get off the ground.  With bluetooth equipped headsets, this usually isn’t a problem.

Be prepared when calling Clearance Delivery on the phone to wait a few minutes.  Us pilots aren’t good at being patient sometimes, but the FSS has to call Center on the phone to get your clearance and release and this can take a few minutes.  Be prepared for that going in and just be patient.  Remember, this is the safer option!

There are a handful of Class G airports around the US that have a GCO, a Ground Communications Outlet. With a GCO, you tune up the frequency, then click the mic 4 times to talk to ATC or 6 times to talk to FSS.  Each mic click must be at least one second, so if you click the mic too quickly, it won’t work.

At certain airports that are underlying an approach control’s airspace, you can actually call the TRACON directly and get your clearance from them (5C1, the Boerne Stage Airport, for example.  San Antonio approach is the controlling agency and you can call them directly to pick up your clearance).  It’s a good practice to get the TRACON phone number and save that in your contacts as well.

Cirrus Autopilot Check

ByHank Gibson May 26, 2015June 3, 2015

In the Pre-Takeoff Checklist for any Cirrus aircraft, it calls for pilots to perform a Cirrus Autopilot Check.  It is prudent to check the autopilot before your flight to ensure that all aspects of the autopilot are working properly.  The only problem is, the checklist doesn’t spell out how to perform the Cirrus Autopilot Check.  You would have to go to the POH for the airplane, which is usually in the back seat or a bag somewhere and therefore hard to get to, in order to find the procedure.

The procedure for checking the autopilot is slightly different depending on what autopilot is in your airplane.  The procedures for all three are below.

S-TEC 55x

• Sync the heading bug to your current heading
• Activate heading mode on the autopilot
• Twist the heading bug left and right to ensure the ailerons move left and right
• Sync the heading bug to your current heading
• Activate vertical speed mode on the autopilot
• Move the vertical speed bug (or the vertical speed on the altitude pre-selector if you have a steam gauge Cirrus) up and down to ensure the elevator moves accordingly
• Ensure you can overpower the autopilot
• Press the autopilot disconnect switch to ensure the autopilot shuts off

Avidyne DFC 90

• Press the AP button to activate the autopilot
• Ensure AP, ROLL, and PITCH Annunciations are depicted in green on the top of the PFD
• Set the heading bug 90 degrees from the current heading
• Press the HDG button on the autopilot
• Ensure the ailerons are moving in the proper direction and HDG is annunciated on the top of the PFD
• Ensure you can overpower the autopilot
• Press the autopilot disconnect switch on the stick and ensure the autopilot has disconnected

Garmin GFC 700

• Press the AP button to activate the autopilot
• Ensure you can overpower the autopilot
• Press the autopilot disconnect switch on the stick to ensure the autopilot has disconnected