Cirrus Partner Wanted in San Antonio

Cessna TTx Production Ceases

ByHank Gibson March 21, 2018May 1, 2018

Sadly, in January, a pretty great airplane was put out to pasture.  Textron (the conglomerate that now owns Cessna, Beechcraft, Hawker, and Lycoming) announced it was ceasing production of the Cessna TTx.  With the end of the Cessna TTx production, an airplane that was the main “competitor” to Cirrus (if you can call it competition; Cirrus consistently outsold the Cessna TTx by a wide margin each year), it leaves the SR series to stand alone atop the High Performance piston single market.

I got to go through Cessna’s FITS Accepted Instructor (CFAI) course back in 2012 and have flown in the Cessna 350 and 400 (which is what they were known as at the time; the Cessna TTx name came around in 2011) for about 120 hours.  I really like the airplanes.  I’m partial to the Cirrus, but the Cessna 350 & 400 are fast airplanes and great for 1-2 people.  I flew a 350 (the non-turbo charged version) from New York to San Antonio last fall and routinely saw 170 knots at 12 GPH.

Columbia started out making the 350 & 400 (the turbo-charged version) in the early 2000s, but went bankrupt in 2007.  Lancair started Columbia to make a certified version of their popular kit planes.  If you see a Lancair ES floating around, you would swear it’s a Columbia with only 1 door.  Cessna bought the design from Columbia in 2007 to begin manufacturing the airplanes themselves.

Cessna then made a huge mistake as they moved the production facility from Bend, Oregon to Mexico. Production completely halted in 2009 as the planes coming out of Mexico were found to have defective composite work.  The sales never really recovered, even though Cessna put the Garmin G2000 panel in the Cessna TTx, complete with a touchscreen key pad.  A FIKI system was added as an option in 2012.

A prospective buyer can still get a great value on a used 350, 400, or TTx, as they are valued a little lower than a Cirrus.  The 350, 400 or TTx all make excellent single pilot or two person speedsters with very comfortable amenities.

Information for this article was taken from Flying Magazine’s website.

Registration Now Open for the 2025 Texas Top Aviation Fly-In!

ByHank Gibson January 3, 2025July 14, 2026

Are you ready to take part in one of the most exciting Texas aviation events of the year? Registration is now open for the 2025 Texas Top Aviation Fly-In, happening March 26th-28th, 2025, at the stunning Lajitas Golf Resort in Lajitas, Texas.

Whether you’re a pilot looking for a getaway, wanting to make new pilot buddies, or just seeking a one-of-a-kind adventure, the 2025 Texas Top Aviation Fly-In promises an unparalleled blend of community, aviation instruction, and scenic Big Bend recreation. Not to mention, great golf!

Why You Should Register

As one of the top 2025 Texas aviation events, this Fly-In features:

• Two rounds of golf at the #1-ranked Black Jack’s Crossing Golf Course
• Aviation seminars from industry leaders
• Making new friends and seeing old ones at our group dinners
• Non-golfing activities, like Jeep rentals, exploring Big Bend, or relaxing at the Resort spa

Spaces are limited, so secure your spot now for our 6th Annual Fly-In!

Event Highlights

Fly-In Golf Tournament

Enjoy two rounds of golf at Black Jack’s Crossing Golf Course:

• Round 1: March 26th, 2025, 1:30 PM
• Round 2: March 27th, 2025, 1:30 PM

Aviation Seminars

Learn from top experts on Thursday morning, March 27th, 2025:

• Paul New: Cirrus and Cessna mechanic
• Scott Williams: Aviation attorney
• Travis Ulhorn: San Antonio Air Traffic Controller

Community and Connection

Relax and connect at evening group dinners starting at 7:30 PM.

Pricing

• $1,475 per person (2 nights + golf) + tax
• $1,100 per person (2 nights, no golf) + tax
• $475 for non-golfing spouse + tax

Registration includes lodging and golf; food and beverages will be billed directly to the attendee.

Key Details

• Golfers: Arrive by noon, March 26th, 2025
• Non-Golfers: Arrive by dinner on March 26th
• Complimentary shuttles provided from Lajitas International Airport (T89)

Register Today

Don’t miss out on one of the best Texas aviation events of the year. Register now and be part of the 2025 Texas Top Aviation Fly-In. Spaces are limited, so don’t wait!

Drones: A Brief History

ByAndrew Robinson April 18, 2016April 22, 2016

Drones; these technological wonders have, seemingly, come out of nowhere over the course of a few years. Although they bring with them the promise of convenience and fun, they have also brought problems and uncertainty for the government, general public, and, specifically, the aviation community. But, where did drones come from and are they really something to be worried about? Let’s take a look at Unmanned Aerial Systems (UAS) and hopefully put to bed some of the concerns which seem to be following them around.

It shouldn’t come as a surprise to anyone when I say that drones have recently become overwhelmingly popular. The military, businesses, and hobbyists are increasingly utilizing them for all kinds of purposes, which range from enemy surveillance to package delivery. Drone pilots are in high demand and several aviation universities are even offering majors designed to produce graduates which specialize in UAVs (Unmanned Aerial Vehicles).

Drones are relatively new to the landscape of unmanned flying machines. Although model airplanes have been popular since the dawn of aviation, the first “drones” didn’t start becoming commercially available until a few years ago. As electronic technology advanced, so did model aviation. Models became more and more sophisticated and could be flown remotely as long as they remained within sight of the person flying it.

It wasn’t until about 3 or 4 years ago that the technology became available to develop drones. This is due to the need for very small and light electric motors, batteries, and stabilization systems. Once these started to become popular, it didn’t take long for drones to become bigger, cheaper, and completely automated.

It is important to note that there is a difference between drones and conventional model airplanes and helicopters. Drones are defined most simply as an unmanned vehicle which can be operated without user input from the ground. Conventional model aircraft can take all shapes and sizes, but must be operated within line of sight from the operator; as they have no ability to fly, takeoff, land, or navigate without input via a radio transmitter. So, if you happen to see a model aircraft flying, don’t assume automatically that it is a drone. Most of the time, model airplanes, helicopters and even drones are being flown safely and legally.

Generally, a drone is designed with several arms which come off of a central body. Each of the “arms” typically has a motor with a rotor mounted on it to provide lift while the main body is home to the radio equipment, landing skids and camera gear. If you see a model flying that looks like a conventional airplane or helicopter, odds are it isn’t a drone. Most likely it is being flown recreationally by someone nearby.

Historically, model airplanes and helicopters have been difficult to learn to fly. Before the times of pre-built foam airplanes and ready to fly drones, a modeler had to build their flying machine and find someone to teach them how to fly it. (Otherwise, they would likely only get one short flight). New modelers would be directed toward the local model flying club and would get plugged in with a group of established fliers who could outline the rules for model aircraft as well as get them up in the air safely.

 

However, because most everything is purchased online in today’s market, drones are bought and flown by enthusiasts who have not been taught the rules, safety protocols, and procedures necessary to safely operate their new kits. In addition, the drones incredible stability and ability to be flown without any skill means that anyone with great enough funds and an equally great lack of common sense can buy a model and program it to fly over any location they choose. Unfortunately, sometimes that includes places which cause problems.

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.

A Takeoff Briefing

ByHank Gibson January 22, 2015January 27, 2015

Takeoff briefings are one of those things that most pilots are taught when they first learn how to fly, but once they get into flying themselves around, quickly fall by the wayside.  There is a reason student pilots are instructed to perform a takeoff briefing before departure.  It gets them thinking about what the plan is after they get off the ground and what to do if something goes wrong.

Takeoff briefings are a good habit to get into.  Airline crews do a takeoff briefing before every departure, even though they have performed a takeoff in that particular airplane thousands of times.  It enhances safety and provides repetition, keeping that knowledge at the forefront of the crew’s minds.

In general aviation, a takeoff briefing should cover what the takeoff procedure is, what the abort plan is, and what the plan after takeoff is.

Takeoff Procedure

Most pilots fly the same airplane all the time, so the familiarity with what goes into a takeoff is there.  But, habits should be formed to brief the takeoff procedure as part of the takeoff briefing.  It doesn’t need to be extensive, just covering the basics of how the airplane is getting off the ground.  Something like this:

• Throttle setting (if turbo charged, will full throttle cause an overboost?)
• Rotate speed
• Expected takeoff roll

That’s it.  Nothing fancy for the takeoff procedure.

Abort Plan

What is the plan if something goes wrong?  It doesn’t have to be an engine failure, maybe the engine coughs when full power is added or maybe the engine doesn’t produce peak RPM.  Maybe the takeoff roll is longer than anticipated and something doesn’t seem right.  Maybe on climb out a door pops open.  Maybe the engine fails at 1,000 feet.  It’s good to keep the plan in the foreground for what to do if an abnormal or emergency situation takes place.

• Brief the aborted takeoff procedure
  • Pick an abort point on the runway based on the expected ground roll
  • What is the procedure if the airplane isn’t off the ground by then?
  • What is the procedure if the engine quits on the runway?
• Brief the engine failure procedure at low altitude
  • If the engine fails over the runway, will you try to land on the runway?
  • What altitude would you elect to turn back as opposed to landing straight ahead?
  • If the plane is too low to turn back, would you land straight ahead or aim left or right?
  • What airspeed will you aim to hold if the engine fails?
• In a Cirrus, what is your minimum parachute deployment altitude?

After Takeoff Plan

After the airplane is off the ground, what’s the plan then?  Are you staying in the pattern or departing the area?  Do you need to adjust your power at a certain altitude?  What altitude are you climbing to?  What heading are you going to fly?  Is your flight plan in your GPS?  This is an excellent time to set up altitude and heading bugs if your airplane is so equipped.

Get in the habit of doing a takeoff briefing before you call the tower or announce your departure.  It get’s your mind focused on the task at hand and then what is going to be happening next.

Have You Got Your FAA WINGS?

ByHank Gibson November 17, 2014July 14, 2026

The FAA started their Pilot Proficiency Award Program (commonly known as FAA WINGS) in 1996.  It is run by the FAA Safety Team, or the FAASTeam.  The intent of the program was, and is, to “improve the nation’s accident rate by conveying safety principles and practices through training, outreach, and education” (taken from faasafety.gov).  The FAA WINGS program, free of charge, encourages pilots to pursue recurrent training to enhance their overall knowledge of all the aspects of aviation.

The FAA WINGS program has evolved over the years, but with the current structure, pilot’s accomplish tasks, both knowledge and flying, for credit that adds up to the equivalent of a flight review.  Pilot’s must accrue three knowledge credits and three flight credits to complete a phase, and each phase acts as a flight review.

FAA WINGS has three levels, the basic, advanced, and master level.  Under each level, you accomplish different phases.  The basic level is “designed for pilot’s [desiring] a higher level of proficiency than … a normal flight review” (faasafety.gov).  The flying tasks in the basic phase are based on the private or commercial pilot PTS, depending on the airman’s certificate level.  The knowledge courses revolve around many different areas, all of which can be viewed on the FAASafety Team’s website.    Most are free, but there are some courses that have a cost associated with them.  In the advanced and master phases of the FAA WINGS program, the tasks have higher standards, challenging pilots to hold themselves to those higher standards.

One unique aspect of the FAA WINGS program is the opportunity to attend a safety seminar for credit. Throughout the year, there are many different safety seminars that take place in the different FSDO areas. The FAA WINGS seminars range from a study of accidents, to GPS usage and anything in between.  You can even get FAA WINGS credit for attending the Bonanza BPPP or the Cirrus CPPP programs.

As an instructor, I highly recommend to all my customers to enroll in the FAA WINGS program and use it. This keeps pilot proficiency at a high level, which in turn keeps safety at a high level as well.  Plus, you get to learn a lot too!

If you’d like to enroll in the FAA WINGS program, visit faasafety.gov to create an account.  Then, find a good instructor and start working on those phases!

Non-Standard Alternate Minimums

ByHank Gibson August 15, 2016September 2, 2016

When filing an IFR flight plan, part of the process is determining whether or not an alternate airport is required.  An alternate airport is required when the following conditions exist(as is outlined by the FAA in 91.169 (b)):

The weather conditions at the destination airport

• From 1 hour before your arrival time to 1 hour after your estimated time of arrival, the weather conditions are forecast to be below
• 2,000 Feet AGL and/or
• 3 statute miles visibility

Let’s paint a scenario.  You are traveling from KSAT (San Antonio International Airport) to KHBV (Jim Hogg County Airport in Hebbronville, TX).  You start to file your flight plan and get down to the space where you put your alternate in.  Since Laredo (KLRD) is the closest airport with a TAF, you check Laredo’s TAF and see that the forecast conditions there at your ETA are ceilings 1,500 and visibility of 2sm.

Based on this information, you need an alternate airport.  Now, the process of finding one.  In Part 91.169 (c), the forecast conditions at the alternate airport must be at or above:

• 600 Feet AGL and 2sm visibility for a precision approach, or
• 800 Feet AGL and 2sm visibility for a non-precision approach

Alright, now we have some guidance.  Laredo is the nearest airport to KHBV, and we know the forecast from the above TAF showing the conditions are forecast to be above the alternate minimums outlined in Part 91, so let’s pick Laredo.  All done?

Not quite.  A lot of airports have Non-Standard Alternate Minimums.  How do you figure out if they do?  The easiest way is to look at any approach plate for the airport.  In the notes section of the government plates, there will be a black triangle with an A in it.  That means there are non-standard alternate minimums published for that airport (in layman’s terms, different than the ones stated above in Part 91).

Now the question is, where do you find those non-standard alternate minimums?  On Foreflight:

• Go to the Airports page
• Tap the Procedures button
• Tap the Arrival button
• Tap the Alternate Minimums option

This brings up the IFR Alternate Minimums document for all the airports with non-standard alternate minimums in that area.  Scroll through to find Laredo.

As you can see, there are several notes there concerning the different approaches into Laredo.  For our example, we’ll say the winds are out of the south and we are planning on flying the ILS 17R if we cannot get into KHBV and have to come to Laredo.  The note there is that the Alternate Minimums for the ILS 17R are actually 700 AGL ceilings and 2sm instead of the above state 600 AGL ceilings and 2sm, the procedure is NA if the tower is closed, and NA if the local weather isn’t received.

What does this tell us?  If the forecasted ceilings at Laredo were below 600 AGL instead of 700 AGL, we would not be able to use LRD as an alternate airport if we were planning on flying the ILS 17R.  The RNAV approaches are all fair game, so a GPS equipped aircraft would have no problem.

On top of that, some approaches at a certain airport are not authorized to be used in the case of the airport being used as an alternate.  At the Galveston airport (KGLS), the ILS 14 is NA as an alternate procedure, but all the RNAV approaches are available.

 

Picking an alternate seems simple at first, but there are actually a lot of things to consider in the process.

Need help remember all this stuff?  AOPA has put out a kneeboard sheet that helps all IFR pilots remember those important things when it comes to IFR flying.  Check it out here.