Cirrus Simulator Training

The Glass Panel Cockpit Seminar

ByHank Gibson September 10, 2014September 16, 2014

Have you looked longingly at the Aspen PFD or Garmin G500, imagining those beautiful glass panels set in your airplane?  Think it’s too advanced for your flying skills?  Well, think again!  Hank Gibson of Texas Top Aviation will be hosting a seminar at the Redbird Skyport FBO at the San Marcos Airport (KHYI) on Thursday, September 25th  at 7pm to enlighten everyone on all the different glass panel and modern GPS options out there.

No panel is too complex!  No GPS is too complicated!  Come hear about how you can upgrade your steam gauge airplane to a modern, glass panel cockpit that will be the envy of all your pilot buddies.

The seminar begins at 7pm in the large conference room at the Redbird Skyport.  Come see this beautiful facility which hosted the AOPA Fly In this past April.  There will be two drawings for free flight training in your airplane, so make sure you get your entry in once you arrive.  WINGS credit will also be given.

Redbird welcomes pilots flying in for the event.  If you are flying in, please show your support for Redbird by purchasing fuel!  

Signup is required for the event.  To sign up, please click here.

We hope to see you there!!!

An Educational Runup

ByHank Gibson July 23, 2020July 17, 2020

When a pilot thinks of an engine runup in a single engine piston airplane, typically it is let’s find out if the engine is running rough or not, meaning a spark plug is fouled.  Believe it or not, there is a little more to learn from a runup than just checking the spark plugs.

A distinct advantage to having an engine monitor that monitors all EGTs and CHTs is you get a better idea of engine health.  When switching to one magneto or the other during the runup, all the EGTs should rise, showing that the temperature of the exhaust gas is going up from each cylinder.  This occurs because when running on only one magneto and one set of spark plugs in each cylinder, the mixture takes longer to burn, so, when the exhaust valve in the cylinder opens, the burn is still on going and this hits the EGT probe, causing a temperature rise.  An indication of a magneto failure in flight would be a rise in all the cylinders EGT without a change in mixture setting.

Now that we know what to look for when checking each magneto, what would one look for to show that there is a problem?  The basic that each student pilot is taught still applies.  The engine manufacturer puts a limit on RPM drop during the runup.  When checking one magneto or the other, watch for an excessive RPM drop.  If the RPM drops past the limit, this usually will be accompanied by engine roughness.

Why is that?  Let’s look at the cause for the excessive RPM drop.  For this, we need to go back to our EGT indicators.  Let’s say we have a 6 cylinder engine.  When the key is turned to the right magneto, the RPM drops 250 RPM and the engine gets very rough.  Look at the EGT gauge.  The cylinders where the spark plugs are firing normally will all show a temperature.  The cylinder (or cylinders) where there is no combustion, meaning a bad plug, will show no temperature.  This is because the mixture is just sitting in the cylinder and not igniting, therefore, no exhaust gases will be pushed out so there will be no EGT indication for that cylinder.  This is also how you tell a mechanic which cylinder to check for the bad plug.

It could also be a bad magneto.  If multiple cylinders EGT all drop, or the engine wants to quit entirely, you have a bad magneto or bad ignition harness.

What else can you learn during the runup?  Electrical system health is key, especially in all electric airplanes (meaning no vacuum system).  It’s a very good idea to turn on all the lights and pitot heat to ensure that a rise is indicated on the ammeter.  This means the alternator is carrying the load and working properly.

The next time you do your runup, keep an eye on your EGT to see the rise during a magneto check.

Cirrus G2 Vision Jet

ByHank Gibson January 31, 2019

Well, that was fast.

In January, Cirrus announced the Generation 2 SF50 Vision Jet.  After getting the Generation 1 Vision Jet certified in late 2016, Cirrus didn’t waste any time in starting in on improvements.

The improvements are pretty sweet, making the G2 Vision Jet even easier to fly and step into for Cirrus’ target market, SR22 owners.

Here are the improvements on the G2 Vision Jet.

RVSM Approval

The G2 Vision Jet has received RVSM approval, allowing the airplane to fly at 31,000 feet.  RVSM stands for Reduced Vertical Separation Minimums (read more about RVSM here).  RVSM airspace starts at 28,000 feet, the G1 Vision Jet’s ceiling.  Now that the G2 Vision Jet is RVSM certified, it can fly at 31,000 feet.

For piston pilots, you are left scratching your head as to the advantage of this.  In a jet, the higher you go, the thinner the air, so the faster you go, and the less fuel you burn since the thin air needs less fuel to mix with.  This caps out at a certain altitude and the speed begins dropping and you start losing efficiency (even though the fuel burn is quite low).

According to Cirrus, at 31,000 feet, the G2 Vision Jet cruises over 300 KTAS and gets a range boost to almost 1,200 nm.

Garmin Perspective Touch+

Cirrus & Garmin have taken the new NXi interface and paired it with the Garmin Perspective Touch to create the Touch+.  You can read about the improvements on the NXi here, all of which are included in the Touch+ in the G2 Vision Jet.

The big improvement that is included in the Touch+ is Autothrottle capability.  An Autothrottle is integrated with the autopilot.  It automatically adjusts power settings and speeds based on the phase of flight without the pilot having to touch the throttle.  Pretty cool.

New Cabin

The G2 Vision Jet has a redesigned cabin as well, making it an extremely passenger friendly airplane.  The second row has been redesigned and equipped with a center console.  There is also a drop down TV screen that allows passengers to connect their mobile devices to it to watch movies or videos while traveling (no internet on board, yet.  That’ll probably be the G3 Vision Jet!).

Cirrus also put in more noise reduction in the cabin, creating a quieter ride for passengers.  Cirrus also allows for multiple different seating configurations, depending on the needs of the owner.

As always, Cirrus is on the leading edge of airplane technology, creating airplanes that are easy as well as fun to fly.  I’m excited to see how they continue to improve the design to both the SR22 and the Vision Jet.

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.

2018 Houston, TX CPPP

ByHank Gibson October 9, 2018October 9, 2018

The Cirrus Pilot Proficiency Program is once again returning to Houston, TX the first weekend in November. Henrickson Jet Center at the Houston Executive Airport (KTME) will be the host FBO this year.  If you are a Cirrus owner in the South Central US, the Houston CPPP weekend is definitely worth your while.

What is it?  The Houston CPPP is a combination ground and flight training weekend.  With ground classes ranging from engine management, to loss of control prevention, to avionics best practices, an attendee will not lack a better Cirrus education by the time he or she leaves.

The flight training side of the weekend gives an attendee several options.  A Houston CPPP attendee can do 1 or 2 flights with a highly qualified Cirrus Standardized Instructor Pilot (CSIP), one on Saturday and one on Sunday (if the 2 flight option is selected).  The Cirrus Owner’s and Pilot’s Association (COPA) brings in exceptional instructors for each of the CPPP events, so the training is top notch.  Folks who want to take in more ground school, but still want to fly a little bit have the option of just doing 1 flight, either Saturday or Sunday, in order to increase their Cirrus knowledge.

The Houston CPPP event will be November 2nd, 2018-November 4th, 2018, a Friday through a Sunday.  The weekend kicks off with a welcome dinner Friday night, then ground sessions and flying on Saturday and Sunday, plus a dinner on Saturday night.

For those who want to challenge themselves, there are simulator sessions available with a challenging instrument approach that doesn’t quite meet up with the normal, ho-hum type of approach.

The Houston CPPP also provides a Partner in Command course for those right seaters out there wanting to learn more about what to do in an emergency situation.

Hank Gibson of Texas Top Aviation will be at the Houston CPPP as a flight instructor.  For more information and to sign up, please click here.

Hope to see you there!

The Importance of Transition Training

ByHank Gibson October 15, 2016October 19, 2016

In September, the FAASTeam at the San Antonio FSDO put a special emphasis on transition training (AOPA put out a free course last year covering general transition training topics).  A lot of pilots don’t understand the need for transition training or what it even entails.

Transition training deals mainly with piston engine aircraft, regardless of whether the airplane is a single or twin.  The FAA doesn’t have any special requirements for changing from one piston engine airplane to another, as long as the pilot has the appropriate endorsements (high performance, complex, high altitude, etc.) and is rated in that category and class.

Transition training is promoted mostly by insurance companies. An insurance company looks at a pilots experience when deciding to insure him or her in a new airplane.  If the pilot has only flown Cherokees and Comanches and is now upgrading to a Malibu, then the insurance company is going to require some transition training with a knowledgable instructor.

What is transition training?  It is when an appropriate rated pilot needs to learn how to fly a different airplane.  These are referred to commonly as checkouts, but with more complicated airplanes, the training is actually very in depth.

Using the example above, Pilot A just sold his Comanche 260 and bought a 1987 Malibu.  Pilot A says, “A Malibu is a complex, high performance, single engine piston, which is what I had in my Comanche.  I can fly that, no problem.”  In reality, a Malibu has a lot of differences.

First, there are more systems in a Malibu.  You have pressurization, air conditioning, emergency oxygen, turbo charging, and possibly radar.  Not to mention you are dealing with a Continental engine instead of a Lycoming.  And, is it a factory TSIO 520 or a converted 550?  2, 3, or 4 blade prop?  Glass panel or steam gauges?  What kind of autopilot?  Plus, it’s a much heavier airplane so it’s going to fly different, have different rotation and landing speeds and handle differently in stalls.  What’s the sight picture supposed to be on final approach?  What are the emergency procedures?

Overwhelmed yet?

An experienced, insurance approved instructor and training program is a necessity when getting into new airplanes.  It makes for safe pilots and safer skies.

Texas Top Aviation offers Cirrus Transition Training as well as Bonanza Transition Training and Columbia/Corvalis Transition Training.  We are working on an insurance approved Piper PA 46 piston transition course as well (Malibu and Mirage) and will have the course approved by the end of 2016.  Contact us today to schedule your transition training.