News

On July 15th, the medical reforms that AOPA and many other aviation advocacy organizations had pushed so hard for were passed into law.  President Obama signed the medical reforms law on the 15th, but, before practical application of the law takes place, the FAA has to translate the law into regulations.

What do the new medical reforms mean for medical certificates and flying?  First, you still have to get a medical examination at some point in your flying career.  Student pilots will still need an initial medical examination. Initially, for pilots who have held a medical certificate at some point over the previous 10 years, a new medical examination may not be needed (this still has to be regulated by the FAA so exact details aren’t known yet).

So, if you’re medical certificate has expired but you have had one in the past 10 years, you qualify.  But, if you have had your medical certificate revoked, suspended, withdrawn or denied, you don’t qualify.

Once that student pilot receives the initial medical certificate (or the experienced pilot decides to start flying again), all that needs be accomplished is to take a free, online course on aeromedical factors every two years and meet with a physician at least once every four years.

There are some operating limitations that will be put into place for folks operating without a third class medical.  Pilot’s can operate aircraft with no more than 6 seats that weigh less than 6,000 pounds, can carry 5 passengers, and are able to operate in day or night VFR or IFR conditions.  Pilot’s may not operate for hire, nor climb above 18,000 feet or fly faster than 250 knots.

It will take some time for the FAA to put the regulations in place, but the process has begun.

As all Cirrus pilots know, SR20s and SR22s have 2 batteries in the Cirrus electrical system (technically, they have 3, as Battery 2 is made up of 2 12 volt batteries in series with each other).  Battery 1 provides power to the starter and is a backup for the entire Cirrus electrical system, while Battery 2 provides backup for the Essential Bus items.

If you look on the engine page of either an Avidyne or a Garmin Cirrus, there is a section showing the Cirrus electrical system health.  With the engine running, you have voltmeters showing the voltage from Alternator 1 and Alternator 2, ammeters showing the amperage output from Alt 1 and Alt 2, and an ammeter showing the charging rate of Battery 1.  There is no indication for Battery 2.

This brings up a question.  How does the pilot know that Battery 2 has any kind of a charge?  What happens if the whole Cirrus electrical system goes caput and all that’s left is Battery 2?  Will Battery 2 have juice then?

The answer is actually rather simple.  As part of the pre-flight inspection, the first step in the cabin inspection is to turn the Battery 2 switch on, then check the Essential bus volt meter.  The checklist says the voltmeter should be reading between 23-25 volts.  This tells you how much voltage Battery 2 currently has. The next step (after ensuring the flap lights are out) is the turn Battery 1 on.  Battery 1 then powers the Main Bus and Essential Bus.  The voltage showing on the Main Bus shows how much voltage Battery 1 currently has.

Easy enough right?  Now you can impress friends and family alike with your Cirrus electrical knowledge!

Are you still trying to master the Garmin 430 in your airplane?  Is it giving you fits because you keep twisting the big knob instead of the small knob?  Would you like a step-by-step guide to each and every part of the Garmin 430?

Pilot proficiency website PilotWorkshops.com has published a very thorough, step-by-step manual on how to use the Garmin 430.  Want to load a flight plan?  There’s a section for that.  Want to load an approach?  There is a section for that as well.

The Pilot-friendly Garmin 430 manual is a great reference to have for Garmin pilots.  Pilot Workshops offers a guide for the Garmin 430 and the Garmin 430W, depending on if you have WAAS or not.

The hard copy guides are $44.95, but you can also download the PDF version of each for $19.95.

To get more information on the guide or to order one, you can visit the Pilot Workshops website. (Have another Garmin or King GPS unit?  Pilot Workshops has guides for a variety of different GPS units)

“AOPA Rusty Pilot presented by AOPA Ambassador Pat Brown at Tempus Training Solutions”
Topic: A Rusty Pilots Seminar
On Saturday, July 16, 2016 at 09:00 Central Daylight Time
Location:
Tempus Training Solutions
2080 Airport Dr.

San Marcos, TX 78666

Select Number:
EA2769634

Description:

Life may have gotten in the way, but the dream of flight can be yours again. Returning to the skies is not as difficult as most rusty pilot think. We’re inviting you back in the cockpit and will help you get there. Come and participate in a FREE Rusty Pilot program with fellow lapsed pilots. We will help you understand what’s changed in aviation since you’ve last took the controls and brush up on your aviation knowledge. The Rusty Pilot program is developed by AOPA in partnership with local flight training providers in order to create the best environment for getting you back in the air and a part of the general aviation community.

It is easier than most people think:

• No FAA checkride or test
• Medical may not be required

As a Bonus, by attending, you get two to three hours of free ground instruction towards your flight review!

Register Now!

https://ww2.eventrebels.com/er/Registration/StepRegInfo.jsp?ActivityID=16910&StepNumber=1

To view further details and registration information for this seminar, click here.

When cleaning airplanes, the majority of people don’t know how to properly maintain their TKS panels.  TKS panels provide wing leading edge, horizontal stabilizer leading edge, and, in the case of FIKI airplanes, vertical stabilizer leading edge de-icing protection.  For those not familiar with them, they are metal strips that have thousands of holes drilled into them where the TKS fluid seeps out. They have become quite prevalent on Cirrus aircraft, the Cessna TTx, and Mooney aircraft manufactured in the last decade or so.  The system is also known as a weeping wing system.

Being on the leading edges, these panels pick up bugs very easily.  For the uninitiated, it would make sense to just use normal airplane cleaner to spray the panels and scrub the bugs.  Don’t!

Using anything that contains Methyl Ethyl Ketone (MEK) as that can harm the TKS bladders behind the panels.  Any aircraft cleaner containing wax could cause the pores to clog, preventing the TKS fluid from properly seeping onto the wing.

What’s the best thing to do?  Soap and water with a soft cloth is a good start (again, make sure it doesn’t have wax in it.  Dish soap would be suitable).  No hose available?  Just simply turn the TKS system on, let it run till you start to see fluid drip off the wings onto the ground, and use the fluid to clean the panels.

A soft cloth would work fine, but, if the panels are really buggy, take a green scouring pad to do some scrubbing.  Just make sure the scrubbing motion is up and down with the grain, not side to side.  You can find the green scouring sponges on the dishwashing aisle in the grocery store.  Just leave one in the hangar for when you need it.