The South Central Cirrus Owner’s and Pilot’s Association (COPA) Region is hosting a Fly In dinner at the Austin Executive Airport (KEDC) on Friday, October 8th. The event is from 5-9pm. There will be a cash bar, a catered dinner ($25/person), a special guest speaker, and great mingling amongst the Cirrus owners and pilots in our region!
Fly in or drive to EDC. The dinner will be in the Henrickson Jet Center’s main hangar. You will need to RSVP so event organizers can get a proper head count. The link to RSVP is here.
Cirrus Aircraft will be bringing two new 2016 SR22s that will be available for viewing.
One of the first questions a student pilot asks me when starting the cross country portion of his or her training is, how do I know what altitude is best for my flight? This is a good question, because without taking certain aspects of the flight into account, it’s really just a crap shoot when selecting an altitude. Craps and flying don’t mix, so let’s take a look at a few considerations when selecting an altitude.
Sky Coverage
Sky coverage has several subcategories when it comes to selecting an altitude. First is how high are the bases? Is it IFR (VFR pilots would be grounded), marginal VFR (1,000 AGL to 3,000 AGL ceiling), or good VFR (above 3,000 AGL ceiling)? If the cloud deck is only 2,500 feet off the ground, then VFR pilots are limited to either 1,000 AGL to 2,000 AGL. This is an excellent segue into why VFR pilots shouldn’t scud run!
Second, what kind of cloud deck is it? Is it an actual ceiling (broken or overcast), or is it a scattered layer? Few or scattered layers usually allow VFR pilots to find a hole to get higher to some smoother air, making the flight more pleasant. VFR pilots, always make sure to check the destination weather as it could be scattered where you are departing from, but it might be broken or overcast where you are arriving.
Last, how high are the tops of the clouds? Pilots can only get this information in the planning stage from the area forecast or from pilot reports, so most of the time, it’s not very precise information. If the tops are at 10,000 feet and the pilot is flying a 172 on a 30 mile trip, it doesn’t make much sense to get on top of the clouds.
Terrain and Obstacles
Terrain goes hand in hand with sky coverage. If there are low clouds and high terrain, that doesn’t bode well for trying to stay VFR and not hitting anything. Obstacles need to be taken into account too, as there are some pretty tall radio towers that can stretch up into a 1,500-2,000 AGL deck of clouds.
Winds Aloft
Once the sky coverage and terrain have been considered, it’s time to look at the winds aloft. Tailwinds are preferred, but, sometimes, a headwind is the only option. After taking the clouds and terrain into account, this narrows down your altitude to a handful of options. The winds aloft will further narrow it down.
Aircraft Performance
Once you have two or three altitudes in mind, taking a look at the performance charts for your airplane will help nail down that final altitude. Pull out the POH, compare fuel burn and cruise speed, and you’ll have your altitude selected.
One of the first questions a student pilot asks me when starting the cross country portion of his or her training is, how do I know what altitude is best for my flight? This is a good question, because without taking certain aspects of the flight into account, it’s really just a crap shoot when…
Figuring out the pattern altitude at an airport should be pretty simple, right? But, in this day of helpful technology, most pilots actually get it wrong. How can you always get it right? Well, it just takes about an extra 15 seconds. Here’s how.
John Wayne Airport Traffic Patterns
As outlined in the Aeronautical Information Manual, section 4-3-3, “traffic pattern altitudes for propeller-driven aircraft generally extend from 600 feet to as high as 1,500 feet above the ground.” Further, in the Pilot’s Handbook of Aeronautical Knowledge on page 13-10, it states: “1,000 AGL is recommended pattern altitude unless established otherwise.”
Okay, so for piston driver’s, we’ve got it narrowed down to 1,000 AGL (Above Ground Level for those who don’t like acronyms). But wait! There’s that very important phrase at the end of the last quote: “unless established otherwise.” That means not all airports have traffic pattern altitudes of 1,000 AGL, or else they wouldn’t put that line in there!
How do you find out what the TPA (Traffic Pattern Altitude) is for a certain airport if it’s not 1,000 AGL? Great question! Your first guess is probably to look on Foreflight. Though this is a good start, it is not the full answer.
Let’s use an example. Look up KAQO, the Llano Airport on Foreflight. At the top of the page, the airport elevation is stated as 1,101′ MSL and the pattern altitude is stated as 1,902′ MSL. From what we just learned, 1,902′ MSL is not 1,000 AGL, so is 1,902′ MSL otherwise established?
On the Airports page with KAQO pulled up, tap the A/FD tab, second to last on the left. Scroll down to Llano Muni. Read the whole entry. Does it state in the entry that pattern altitude is different than 1,000 AGL? It sure doesn’t. So, because it is not otherwise established, pattern altitude at KAQO is 2,102′ MSL not 1,902′ MSL.
Where did Foreflight get that? I have no idea. Too often, though, pilots look at the Foreflight pattern altitude and don’t actually check the Airport Facilities Directory (A/FD). Then, they get the pattern altitude wrong.
What does it look like when pattern altitude is otherwise established? Look up KSGR, Sugar Land Regional, on your Foreflight app. Foreflight states the elevation as 82′ MSL and the Pattern Altitude as 1,000′ MSL. Is this correct? Well, tap that A/FD button again and let’s find out.
On the second line of the A/FD entry, it says TPA-See Remarks. Down in the remarks section, we find the following:
TPA-1000 (918) single engine piston acft, TPA-1500 (1418) for twin and turbojet acft, TPA-500 (418) for helicopters within 2NM.
Foreflight got it right this time for single engine pistons, but if you are in a twin, the pattern altitude is different. What’s the lesson here? Always check the A/FD and don’t always go by what Foreflight says. The A/FD is always right and usually has a little more detail to help set you straight.
One last thing. Both the AIM and the Pilot’s Handbook of Aeronautical Knowledge, when talking about pattern altitude, state, “When operating at an airport, traffic pattern altitudes should be maintained unless otherwise required by the applicable distance from cloud criteria in…section 91.155.” 91.155 defines basic VFR weather minimums. So, to fully interpret what the AIM is saying, we have to take into account the type of airspace we are in to determine if we can safely and legally operate at pattern altitude at a particular airport.
For example, let’s say we are at KCVB, the Castroville Airport. Pattern altitude there is 1,602 feet, which is 829 AGL. CVB is Class G airspace up to 700 AGL, then Class E above that. Let’s say there is a 700 AGL broken cloud layer. Pattern altitude is 829 AGL, so you won’t be able to get up that high with a broken ceiling. What altitude can you do pattern work at to stay legal?
Class G VFR weather minimums during the day below 1,200 AGL is 1 SM visibility and clear of clouds. So, legally, you could fly at 699 AGL (which at CVB would be 1,472 MSL) while in the pattern and be legal. Safe? Maybe, but probably not if you are skimming the base of the clouds. Is 1300 MSL a safer pattern altitude in this example? Well, that is 527 AGL, so probably not, since towers tend to stick up that high sometimes.
Let’s go back to KSGR and put a 1,000 AGL overcast ceiling there. SGR is Class D airspace and we already determined pattern altitude there was 1,000 MSL for piston singles. VFR visibility and cloud clearance requirements in Class D airspace are 1,000 feet above clouds, 500 feet below clouds, and 2,000 feet horizontally from the clouds with 3 SM visibility. In order to stay 500 feet below the clouds, you would be flying a 582 MSL pattern. Safe? Probably not, though it is legal.
To summarize, don’t take Foreflight’s word for pattern altitude. Cross reference the A/FD (it only takes 15 seconds at the most) to verify. If it’s cloudy, it’s really best to stay on the ground, but if you want to find out your legal pattern altitude with a cloud deck, cross reference 91.155. I don’t recommend flying below pattern altitude because it is there for a reason.
Figuring out the pattern altitude at an airport should be pretty simple, right? But, in this day of helpful technology, most pilots actually get it wrong. How can you always get it right? Well, it just takes about an extra 15 seconds. Here’s how. As outlined in the Aeronautical Information Manual, section 4-3-3, “traffic pattern…
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)
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…
You have plans to fly to an airport 218 miles north for a business meeting. Your window is tight; you have an early morning meeting at your office you can’t miss prior to leaving for the airport. The colleagues you are flying to meet must catch another flight within two hours of your target arrival time.
You’re comfortable flying in the current weather conditions, but a small southward-moving storm north of your destination might threaten your approach. Additionally, given the time of day, you can expect ATC delays due to vectors and know you’ll have to adjust on the fly.
Are you confident you can make the meeting in time?
If the answer isn’t immediately clear, you’re not alone. Good aeronautical decision making is of utmost importance in the air. External pressures, unexpected challenges, and your level of instrument proficiency are among the many factors to consider when considering an IFR flight.
While we can’t remove the external pressures or control the weather, we CAN help with instrument proficiency!
Introducing … The Aviator’s Academy – advanced online pilot training.
During my time training hundreds of capable and competent pilots at Texas Top Aviation, my most common observation with seasoned and rookie pilots alike is that the pilot is often aware of knowledge gaps with the airplane’s avionics after initial flight training or after upgrading to a more advanced airplane, but aren’t sure where to get answers. Simply put – expert glass panel flight training is hard to find.
They know enough to have earned their license, but still feel uneasy anticipating unexpected challenges. This leaves them feeling at best, uncomfortable, or worse, on edge and unsafe. When you’re not as proficient as you could be, an easy flight can become stressful quickly in unexpected scenarios, and things spiral from there. It doesn’t have to be this way.
That’s why The Aviator’s Academy offers online courses with real-life scenarios using glass panel avionics. You’ll gain more confidence in the air and be equipped with better aeronautical decision-making skills after learning from the best in the business.
We understand the pressures you face in the air. We get it because we have been providing expert, personalized, owner/pilot instruction since 2014 at Texas Top Aviation. With over 8000 hours of instruction given in Technically Advanced Aircraft and over 13,000 hours in total flight time, The Aviator’s Academy instructors are qualified to fly and instruct most single-engine aircraft to a level that far exceeds what a flight school can provide. Nowhere else can you get expert glass panel online instruction for Technically Advanced Aircraft.
If you’re in need of an instrument proficiency check and fly a technically advanced aircraft with glass panel instruments, this is the place to get your ground school training. Conveniently online. Expertly taught.
Mastering your glass panel avionics isn’t impossible. You just need a guide. Enroll in the course you need to take your skill to the next level. You’ll receive expert, specialized online training. Then you’ll fly with confidence.
LAUNCHING AT OSHKOSH! Visit www.aviatorsacademy.com and leave us your email to be notified when our first course drops. Come visit us at booth 3004 at Osh Kosh, July 25th-July 31st, 2022.
Imagine this … You have plans to fly to an airport 218 miles north for a business meeting. Your window is tight; you have an early morning meeting at your office you can’t miss prior to leaving for the airport. The colleagues you are flying to meet must catch another flight within two hours of…
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.
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…
Earlier this year, Cirrus debuted it’s new Learning Management System (LMS), Cirrus Approach. For several years, Cirrus has led the way in online systems training while using several different platforms for it’s LMS. Cirrus Approach is the culmination of lots of sampling and tinkering, and boy, did Cirrus knock it out of the park.
For those of you unfamiliar with the Cirrus training program, here is the quick rundown. When a pilot who has no Cirrus time buys a Cirrus aircraft, initial transition training is required to familiarize the pilot with the aircraft systems, speeds to fly, power settings, etc. The Cirrus Transition Course is a 3 day that gets a VFR pilot up to speed in the airplane. Under the Cirrus Embark program, those 3 days of training are covered by Cirrus and free to the new owner.
If the pilot is an IFR pilot, then the 5 day Cirrus Advanced Transition Training Course is required. If the pilot has Cirrus experience, but with a different engine or avionics configuration, there are courses for that too. The Cirrus Embark program covers 3 days of training for most courses for a new Cirrus owner.
As part of the aforementioned courses, there are systems to learn about and procedures to understand. This is where the Cirrus Approach LMS excels. Cirrus has done a great job of putting together lots of good videos (that are actually interesting but not annoying) on the airplane, systems, how to fly it, etc. for each course. It cuts down greatly on the time that the training instructor has to spend on the ground with the pilot since the pilot has already compiled knowledge through Cirrus Approach.
Cirrus Approach is accessible online at learning.cirrusapproach.com. To get access to the courses, create an account, then select the Learning Catalog. The courses are categorized based on the type of training (Transition, Advanced Transition, Avionics Differences, Airframe & Powerplant Differences, Recurrent, and Specialty), then further broken down into the type of airplane, engine and avionics (eg. SR22T G6 Perspective+). Make sure the correct engine and avionics configuration is selected! Notice, there is a difference between the SR22T and SR22 (Turbo & Non-Turbo).
Anyone can do the specialty courses. I would highly recommend for everyone to take the Engine Management course as well as the Icing Awareness Course for you TKS and FIKI operators. The Takeoff & Landing course is a good refresher course for a pilot who hasn’t done any training in a while.
The Recurrent Training courses are encouraged for all Cirrus pilots. There is an IFR Refresher, a VFR Refresher, and a Skills Refresher. These are recommended to rotate through with a CSIP (Cirrus Standardized Instructor Pilot) on a yearly basis. With a little extra ground, a Flight Review and an IPC can be accomplished yearly using these courses.
Earlier this year, Cirrus debuted it’s new Learning Management System (LMS), Cirrus Approach. For several years, Cirrus has led the way in online systems training while using several different platforms for it’s LMS. Cirrus Approach is the culmination of lots of sampling and tinkering, and boy, did Cirrus knock it out of the park. For…
