Calm Wind Landings

I Learn To Speak Seaplane

ByHank Gibson February 9, 2019February 19, 2019

From the time I started flying, I have always had the dream to learn how to fly a seaplane.  As I learned in November, it’s actually learning to land a seaplane, and the veterans call them floatplanes.

ProMark Aviation at the Burnet Airport (KBMQ) offers a weekend float plane course that is high on fun and low on stress.  The school has a Piper PA12 Super Cruiser on amphibious floats (amphibs as I was corrected at one point.  I mean, if you’re going to fly a seaplane, er, floatplane, you have to know the lingo) that will land and takeoff on water, but does little else with ease and grace.  At 150 HP with those big floats and all the associated rigging hanging underneath the airplane, you are lucky to get to 500 feet before you get to your destination.

We weren’t working on setting any speed records.  I was learning the lay of the water.  I learned about the step, the keel, pumping the floats, how to read the water, currents, ducks (yes, ducks and birds are important to know about when you are flying low on the water), buoys, docking, and ditching.  Step taxiing was fun as you are basically at 3/4 throttle screaming across the top of the water just below flying speed.  It’s the best way to taxi a seaplane (truly, it is.  You get more air in your engine, you can see better, and you are moving.  Just don’t try and turn sharp).

Floatplanes also don’t have any shock absorbers, so the higher the wave, the more you get knocked around, so wind velocity and, in turn, wave height is very important.

A very important nuance of an amphibious floatplane compared to a straight floatplane (one that doesn’t have wheels that come out of the floats), is at one point, you want to make sure your gear is down for landing (runway landing) and at another, you want to make absolutely sure your gear is up for landing (water landing).  If you land wheels down in the water, you will capsize, 100% of the time.  Thankfully from my good instruction, I did not capsize.

Ken Wittekiend, my instructor, and I spent the majority of the weekend landing and taking off on Lake Buchanan (I was informed by locals it is pronounced “Buk-cannon”, not “Bue-cannon”), which is more open and therefore has more waves.  We did one landing on Inks Lake so my kids could see me land, which they thought was the best thing since cheese sticks.

There is a check ride at the end of the training, but, as Ken reassured me, it’s the most fun check ride you’ll ever have.  I still hate check rides, but that one I think I hated least of all.

I hope someday I can put my floatplane skills to practice, but for now, I can vouch that I now speak seaplane!

Shock Cooling in a PA46

ByJoe Casey October 25, 2018

We’ve all heard it said…”reduce the throttle by no more than 1-inch every minutes to ensure you don’t shock-cool your engine”. Does this advice apply to a PA46 engine? Can a PA46 engine (Lycoming 540 or Continental 520/550) really be shock-cooled? How should the engine temperature be managed?

Metals expand and contract with temperature, and the various metals in an air-cooled aviation engine expand and contract at a different rates. Shock-cooling supposedly occurs when the engine changes temperature quickly and the different metals in the engine cool (and therefore change shape) at different rates. When the change occurs dramatically supposed scoring, rubbing, and marking of the metal can occur, which can cause catastrophic results.

So, let’s back to the original question…can a PA46 engine suffer shock-cooling and should a pilot operate the engine so as to avoid shock cooling? Simply put, I’ve never seen nor heard of any piston PA46 engine suffer shock-cooling. In 5000+ hours flying the piston PA46 and 16 years of flying/managing/training in the Malibu/Mirage/Matrix, it simply has not happened to me nor anyone I know. Does it mean that it cannot happen or has never happened? No. But, it is certainly not a prolific threat to our fleet.

Should the owner/pilot operate the engine with a cautious eye cast toward the potential of shock cooling? Well, sort of…but, let’s flesh this out. My suggestion is that a pilot should operate the engine with conservatism in movement of temperature, but only because this is a good operating practice with any machine, and any flying machine is (by definition) not “overbuilt”. And, there are many ways to change the temperature of the engine…not just by reducing power. Here’s a partial list of ways to cool your PA46 engine:

• Reduce power: Obvious…yes. When the engine produces less power, less heat is generated. Reducing power in a piston engine will almost always result in less temperature.
• Lower the nose: By descending (and leaving power in a cruise setting) the airspeed will increase and cool the engine.
• Enrichen the mixture: Fuel has a cooling effect on the engine, so the richer the mixture the cooler the engine.
• Lower the landing gear: Yes…you read that right…engine cooling will occur when you lower the landing gear because more air will flow over the cylinders. Notice the landing gear doors on the PA46 have air louvers. Air flows into the engine nacelle on the front, passes down through the cylinders (along with the oil cooler, intercoolers, and other components) and then out the louvers of the closed gear doors. When the landing gear is lowered the “back door is opened” and a LOT more airflows over the cylinders.

My suggestion is that a pilot only perform ONE of these actions at a time when beginning a descent. This suggestion was presented to me by Chad Menne (Owner, Malibu Aerospace) some time ago and I’ve operated engines this way ever since. If you are at a higher altitude and simultaneously reduced the power, lowered the landing gear, started a big descent, and enrichened the mixture in one flail swoop, I think there’s a chance that your engine would suffer some negative effects that could be called “shock cooling”. So, when you do start a descent, pick one “cooling action” to accomplish at a time. I’m sure you’ll not hurt your engine.

Simply put, shock cooling is not a huge factor in the PA46 community, and a PA46 pilot does not need to be overly cautious. The “one inch per minute” rule may apply in some other airframes, but in the PA46 world it is not applicable.

Joe Casey’s aviation story began in 1990 with his first flight near Nacogdoches, TX in a Cessna 172. From lift-off, Joe knew he would have a lifetime passion flying just about anything that will leave the ground…He was completely hooked.

Along with being an FAA Designated Pilot Examiner (DPE), Joe is an ATP/CFI-AHMG and Commercial Rotorcraft/Glider Pilot in the civilian world and also a UH-60/AH-64 Pilot-in-Command/Instructor/Examiner Pilot in the US Army Reserves.  His passion for the last 19 years, however, has been the PA-46 Malibu/Mirage/Matrix/Jetprop/Meridian. Has has amassed over 6,500 hours in various PA-46 airframes and believe it to be one of the finest flying machines available for the serious cross-country pilot with an eye for efficiency.

Now, Joe has flown more than 12,200 hours in just about every imaginable environment. Whether providing initial/recurrent training in the PA-46’s, TBM’s, instructing in NVG’s in a UH-60 Blackhawk, flying the King Air series of airplanes, giving tailwheel endorsements, or taking kids flying for the first time, he simply loves flying machines and the people who fly them.

The PIC Isn’t Always the Pilot Who Took Off

ByAnne Pargeter November 10, 2016December 1, 2016

You are at cruising altitude and your flight is going just as planned. All of that can change, sometimes without much warning, and you, the non-pilot, are now in charge. Would you know what to do?

This was a scary thought for me until I attended a seminar developed for the non-flyer at a Cirrus Owners Pilot Association (COPA) fly-in. Cirrus is the only small plane with a parachute as standard, so I thought all I had to do in an emergency was pull the chute. It’s a little more complicated than that!
I learned the vast majority of pilot incapacitation happens when the plane is at cruising altitude, so there is time to find a solution.

I was taught ten basic steps to follow to bring the plane safely to the ground.

• First attempt to revive the pilot. If he is choking, it is possible to do a Heimlich maneuver from the side. This may dislodge whatever is blocking his airway and solve the problem. If he is experiencing hypoxia, turn off the heat, open all vents, and, if you have on board oxygen, use it. Also, if you can, get instructions on how to descend to a lower altitude. If the pilot is unconscious due to a heart attack or other medical emergency, there are still things you can do from the right seat.
• Engage the autopilot if it isn’t already on and move the pilot off the controls. *
• Ensure you are connected to the radio. If you hear ATC or other pilots, you are.
• Send an electronic trouble message. Set the transponder to 7-7-0-0 to identify your plane to ATC. This will cause your plane to be highlighted on ATC radar screens.
• ATC will most likely contact you asking what is your emergency. If this does not happen, you will need to transmit a Mayday call. All non-pilot passengers should know how to use the radio to get help, if they know nothing else.
• With help from ATC, decide where you want to go.
• Use the autopilot to fly in the direction suggested by ATC. I was taught that ultimately the choice of where to deploy the parachute is up to me because I am now the PIC, pilot in command.
• Ensure that seat belts are secure and the emergency hammer is between your legs (so you have it to break a window to escape if needed).
• Pull the parachute handle.
• On the way down, shut down the engine and brace for impact.
• After landing, move away from the plane, into the wind. Stay nearby and wait for help.

The seminar covered specific procedures to accomplish these basic steps, what to do if you don’t get a response from ATC, what to say in a Mayday transmission, how to fly a heading, how to check fuel levels, shut down the engine, etc. After the seminar, I felt much more comfortable about what to do if my pilot suddenly lost consciousness.

I was also told to practice what I had learned to avoid panicking in an emergency situation. There are so many things the person in the right seat can do under normal circumstances to practice. Learn how to set heading bugs, learn where the plane’s Electronic Locator Transmitter (ELT) is located and how to activate it. This will help rescuers locate the airplane. Learn how to assess your fuel levels. Practice making routine radio transmissions. Observe what your pilot does and ask questions if you don’t understand something.

Knowing what to do in an emergency situation will give you a sense of control over what will happen to you, your pilot, and any passengers on board your plane. If you have never considered taking a lesson or two for the non-pilot, find yourself an instructor, and learn what you need to know for your plane. Hopefully you will never have to use it, but if you do, you will be ready to be the PIC who lands the plane.

Anne and her husband Stephen are the proud owners of a Cirrus SR20. They plan to put the airplane to better use once Stephen retires. Anne has a background in desktop publishing and writing.

Cirrus SR22 Owner Completes First Solo

ByHank Gibson July 31, 2014

Congratulations to Monte James who, on July 31, 2014, completed his first solo flight!  Monte is the owner of N565TV, a 2007 Turbonormalized Cirrus SR22.  N565TV is a G3 model with an Avidyne panel.  Monte was very excited to complete his solo flight.  He reported very good landings during the flight (he even said the last landing, which was probably his best yet, caused him to break into laughter!).  Texas Top Aviation’s Hank Gibson, Monte’s instructor, took pictures and continued the tradition of cutting Monte’s shirt tail to commemorate the flight.

Congratulations to Monte!

A Proper Cross Country Flight Checklist (Part 2)

ByAndrew Robinson March 2, 2016

Airplane Covers

If you’re going to be leaving your airplane outside at your destination, make sure you have proper covers and plugs to protect it while you are gone. A friend of mine forgot to put his pitot cover on his airplane while it was parked outside and had his departure delayed because of a mud dauber which had moved in while the airplane sat on the ramp.

Tie-Down Ropes

Depending on your destination airport/FBO, there may or may not be tie down ropes available on the ramp. It isn’t uncommon for there to be tie down loops, but no ropes. I generally try to carry a set of ropes in the airplane and even my own set of chocks. If you are going to a fly-in or landing at a private strip, steaks with tie down ropes can be very useful as well. Don’t forget to take your ropes and chocks with you when you leave, though. Ropes and chocks which are left unattended can cause problems for airport machinery (plows) and other airplanes.

Paper and a Pen

Back to basics! Don’t forget to bring a pen/ pencil and something to write on to keep track of clearances and frequencies.

EAPIS/ Boarder Crossing Procedures

If you are planning to fly across the U.S. Border, you will need to have filed the proper paperwork and make sure to bring along your passport/greencard. If you want to fly into Canada everyone on board the airplane is required to have a passport.

Basic Tools

You never know when you may need a screwdriver or some pliers. Having a small toolbox which you can throw in the airplane could be a life saver.

GPS

If you have a GPS, make sure that your data base is up to date.

Camera

Pretty self explanatory…but, don’t forget the camera charger!

Currency

Look through your pilot logbook and the airplane logbook and make sure that everything is up to date. If you need to get an IPC or a BFR done before you leave, give yourself some buffer time in case you have to reschedule.

Other Considerations

Sometimes it makes sense to go to a larger airport despite having to pay additional fees and higher gas prices. Often, if I am traveling at night or after regular business hours, it is worth the extra expense to know that there will be assistance available should I need it. It also isn’t always necessary to get a hotel…there are airports such as Noble County, Ohio (I10) that have beautiful campsites available on the airport. If you like camping, it can be a fun alternative to shelling out the cash for a hotel and rental car.
Camping out next to the airplane can be a fun way to spend the night.

Finally, I like to take the airplane out for a short flight and make sure that everything is working properly before I bring the family and get everything loaded up. (Plus, it’s a perfect excuse to go for a little joyride.) I’d much rather find out that the battery is dead or the plugs are fouled when I have time to fix the issues. If possible, do your test flight on a day when your maintenance shop is open so you can get any problems addressed immediately. If you haven’t done much cross country flying or if you are a little rusty, ask a flight instructor or another pilot to look over your planning. There is also nothing wrong with having an instructor or experienced friend come along on the first few trips until you become more comfortable doing it on your own.

In my opinion, cross country flying is one of the most rewarding things a pilot can do with their certificate. The view available from the window of a general aviation airplane is so different than the one you get out the window of a car or a commercial airliner. If you’re willing to invest the time and money, you’ll get a lot more out of your trip than a few hours in your logbook. So, what are you waiting for….haven’t you always wanted to go to Oshkosh?

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.