Cirrus SR22 Owner Completes First Solo

ByHank Gibson

 

Monte and N565TV

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!

 

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  • Breathing…It’s The Difference in Engine Performance

    ByJoe Casey

    The PT6 engine that’s found on the Jetprop and Meridian is designated a -21, -34,-35, or a -42A.  The Continental engine on a Malibu is either a TSIO 520 or a 550.  What’s the difference? Why should I care? Most pilots don’t understand the difference, but it’s pretty easy to understand…and it’s all about breathing.

    Whether a piston or a turbine, the engine has a ratio of fuel/air that works best.  For a piston model, we can make adjustments to this ratio by adjusting the mixture.  In climb we use a richer ratio to help cool the engine, and in cruise we lean the mixture to save fuel since we don’t need the extra fuel for cooling (due to higher speeds which cools the engine). In the turbine, the ratio is set and there’s nothing that can be done about it…except climb to a higher altitude.  But, more about that in a second..let’s go back to the piston discussion…

    Piston: A Continental 520 engine and the 550 engine are flown exactly the same.  On takeoff, both will develop 310HP (38″MP with the 520, 35.5″MP with the 550).  So, why would a pilot want a 550 in his airplane as opposed to a 520?  The answer is breathing.

    A 520 is named appropriately because the engine displaces 520 cubic inches of air with each complete cycle of all 6 cylinders.  To determine the displacement, just figure the bore (diameter of the cylinder) and the Stroke (how far the piston travels in the cylinder) and plug the numbers into this formula:

    CID = Bore X Bore X 0.8754 X Stroke X # of Cyl.

    Here’s the bore and stroke of the Continental 520 and 550 engine:

    TSIO 520:  Bore = 5.25″ and Stroke = 4″
    TSIO 550: Bore = 5.25″ and Stroke = 4.25″

    So, you can see the two engines are exactly the same except the 550 has a little longer stroke, and therefore displaces a little more air.  Said another way…it the sucks the air into the engine a little better.

    So, with this knowledge, the ability for the engine to breathe becomes a little more clear.  Both a 520 and a 550 will perform exactly the same until the point that a 520 simply cannot suck enough air and begins to develop less MP as a result.  For most 520 engines, this will happen somewhere around 18,000 ft.  But, it is dependent upon a myriad of factors including: health of the engine, altitude, temperature, and atmospheric pressure. When the 520 hits this point, the throttle can be full-forward, but the engine will not develop full MP, but some number that is less.  I’ve seen a max MP at FL250 in a 520 Malibu to be about 31″MP.  So, you can probably guess that the rate of climb will correspondingly suffer as the engine develops less MP.  How do we fix this problem?  Enter the 550…

    Since the 550 displaces more air, the engine will maintain max MP to a higher altitude.  When the 520 begins to develop less power at about FL180, the 550 engine will be able to continue to maintain 35″ at a higher altitude.  Make no mistake…the 550 will also hit an altitude where is cannot develop 35″MP, but this altitude will probably be nearly FL220.  So, the 550-powered Malibu will reach cruising altitude faster than the 520.

    But, at cruise both engines are pulled back to 30″MP.  So, either engine will deliver the same cruise speed because they are both able to develop 30″MP at any altitude.  Does it really matter if you’ve got a 520 or a 550 engine?  Answer: not much.  Both are excellent engines and both will deliver the airplane to the destination, but if the chosen altitude is above FL180, the 550-powered airframe will probably arrive a few minutes earlier.  Which would I want if I were purchasing an airplane?  It’s not a big enough deal, IMHO.  I’d select the best airframe/engine/prop combination and not put much weight into the 520 vs. the 550.

    Turbine world: So, how about the -21, -34/35, and -42A compare?  Here, there’s  big difference, but it’s still all about the breathing.  A -21, -34/35, and -42A are all derivatives of the famous PT6 family of engines, and all are designed to be 1000+SHP engines de-rated to fit the airframe.  For instance, the -42A engine is 750SHP when mounted on a King Air 200, but the same engine is derated to 500SHP when mounted on the Meridian.  Ditto with the -21 and -34/35 engines…all are de-rated.  So what’s the difference? Breathing…

    At the lower altitudes all will develop their maximum rated SHP, meaning they will all develop maximum torque.  And, down low there’s plenty of air to breathe so the engine has no problem developing that torque at a low ITT.  But, as altitude is gained, the engine must suck more air to develop the same torque, and the ITT goes up.  At some point in the climb (depending upon altitude, temperature, pressure, and IAS) the engine will not be able to produce max torque without exceeding Max ITT.  At this point, the engine cannot breathe any more (suck in anymore air), and the power (torque) developed falls off.  With the -21 engine, the power falls off quite dramatically because the engine simply cannot breathe well.  It is a smaller engine and more air cannot be forced into the compressor section.  For the rest of the climb the engine is “ITT limited” and the performance will suffer.

    The -34/35 engine is a little bigger and will develop maximum power (torque) to a higher altitude.  And, when the torque does drop off (as altitude is increased), the rate of decrease is less because it can breathe easier due to it’s larger size.  Guess what? The -42A will beat out the others and develop max torque to an even higher altitude.  With this decrease  in torque available also comes a welcome friend…less fuel burn.  Altitude is the friend of any turbine pilot, and he/she will climb to the highest altitude possible to save on fuel.

    The end result is the -21 powered Jetprop will cruise at 238 KTAS (in the summer) with a fuel burn of only 28gph.  The -34 will have higher torque than the -21 and will develop more SHP and will have a higher cruise (260 KTAS in the summer) with a correspondingly higher fuel burn (32gph).  The -42A will be breathing easily at higher altitudes, and will develop the most torque, but with a fuel flow of 39gph.  The Meridian (with the -42A) will not out-perform the -34/35 Jetprop in cruise purely because the Meridian is much heavier.

    Just remember…fuel flow in a turbine is always commensurate with its ability to breathe and a turbine’s ability to breathe is a function of the engine’s ability to breathe.

    With this knowledge…let’s check your understanding.  Answer this question: Will a Jetprop cruise faster in the summer or winter?  Remember, cold air is more dense than warm air, and an engine will develop power according to it’s ability to suck in air.  More air available, more power available.  Answer: Winter.

    A good analogy: I’m a Cross-fitter (meaning I do crossfit workouts a lot).  In the gym we have various workouts that test a person’s ability to perform.  Guess who usually does the best?  Right…the guy who can breathe the best.  A person is nothing more than an engine…we intake air and combine it fuel and burn it to develop energy.  In Crossfit, the person with the biggest engine (muscles that can develop power) that can sustain power (good aerobic capability) will win almost every time.  The only variables then are genetics (how well-made is the engine), flexibility (you’ve got to be able to get into the position), and skills (there are more efficient movements).  A good Crossfitter will work hard on mobility, skill, and try to increase the bodies ability to increase capacity through a tough workout.

    To get maximum performance, the pilot cannot change the engines skill or mobility (at  least not without an engine change!), but a thorough understanding of the how the engine breathes will help him/her use the power that is available to the fullest.

    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.

  • AOPA Rusty Pilot Seminar in San Marcos

    ByHank Gibson

    “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.

  • Garmin Perspective Tips & Tricks

    ByHank Gibson

    The Garmin Perspective and Perspective + are awesome pieces of equipment.  There is so much a pilot can do with this system that it can sometimes get overwhelming. There are two very important features of the Garmin Perspective that all IFR pilots need to know, but are tricky to do if the correct buttons aren’t pushed.

    The two features of the Garmin Perspective I want to focus on today are the “Load Airway” feature and the “Hold at Waypoint” feature.  The “Load Airway” feature is especially handy when flying IFR long distances with several airways as part of the clearance.  Here’s how to utilize both on the Garmin Perspective.

    Load Airway

    • On your flight plan page, insert the waypoint where you will be joining the airway, or, if your clearance was radar vectors to join an airway, then insert the waypoint on the airway that begins the leg you will be joining on
    • Press the Menu key on the keypad
    • A menu will pop up. Scroll down to highlight Load Airway
    • Highlight the Airway you want from the next menu that pops up then press Enter
    • Then, a list of waypoints will display to exit the airway. Highlight the waypoint where you will be exiting the airway and Press Enter
    • The cursor will then move down to Load at the bottom of the menu. Press Enter to load the airway
    • The Airway and all the waypoints in between your entry and exit waypoints appear in your flight plan
    • If you are getting vectors to join the airway, you’ll need to use the Activate Leg function to activate the leg you will be joining the airway on
      • On the Flight Plan page, highlight the waypoint that ends the leg you want to activate
      • Look for the ACT LEG soft key on the lower right hand side of the MFD and press
      • This Activates the leg on the airway. Then, just simply fly the heading assigned by ATC until the CDI needle centers showing you are on the airway

    Hold At Waypoint

    The Garmin Perspective allows pilots to place a holding pattern at any waypoint that is in the Nav Database (or any user created waypoint).  Here’s how to do it.

    • On the Flight Plan page, highlight the Waypoint that you want to hold over and press Menu on the keypad
    • On the menu that pops up, highlight Hold At Waypoint and press Enter
    • On the next menu that pops up, input either the inbound or outbound course, right or left turns, leg time or distance, and the EFC time, then highlight Load and press Enter
    • You will see the hold now as a Waypoint in your flight plan

  • That Pesky Rudder

    ByHank Gibson

    Whenever I get in an airplane with a pilot for recurrent training, I can assure myself that I will mention rudder usage more than once during the flight.  If it is in a tailwheel (or if the pilot is doing tailwheel training), I’m going to mention the rudder a lot.  How do I know this?  Because basic rudder skills are actually one of the most difficult things to master in flying.

    Let’s start simple.  What does the rudder do?  The dictionary definition is it controls the movement about the vertical axis of the airplane.  If you stick a pole down through the CG of the airplane and rotate the airplane around that pole, this is the vertical axis.  Looking at it another way, the rudder moves the airplane’s nose left and right.  Keep this in mind as we move on.

    Rudder

    Every pilot thinks about the rudder during the takeoff roll.  Because of the torque effect, the pilot must add right rudder during the takeoff roll to stay on the runway centerline.  Depending on the airplane’s horsepower, more rudder pressure is needed in higher powered airplanes.  The problem usually shows up once the airplane gets in the air.

    In the worst situation, after takeoff, the pilot will set both feet on the floor and completely disregard the rudder.  Torque effect and now P-factor are continuing to cause the airplane to yaw left, causing the need for right rudder.  With his feet on the floor, though, the pilot is allowing the airplane to yaw.  It’s not terribly noticeable for him in the front seat, but the back seat passengers (especially in a six seat or larger airplane) are certainly feeling it.

    One particular problem spot on the climb is the climbing left turn.  In a climbing left turn, training says to add left rudder since it is a left turn (see below for the reasoning).  But, since the airplane is climbing and therefore experiencing left yawing tendencies due to the aforementioned effects, the pilot needs to continue pressing the right rudder, though the pressure won’t be as much as in a straight climb.  Watch the ball the next time you make a climbing left hand turn and it’ll make a believer out of you.

    I find only a handful of pilots are this egregious.  Most pilots have rudder problems in turns and in turbulence.  We’ll tackle turns first.  As we all learned when we first started flying, due to adverse yaw, a pilot must add rudder in the turn’s direction.  Again, this isn’t usually where the problem shows up.  During the rollout is the problem area.

    Let’s take a turn to the left.  The pilot rolls in, adding left rudder, arrives at his heading, then begins to roll out with the ailerons.  Left adverse yaw is now being experienced and right rudder is needed to smoothly transition back to level flight.  Need some visual assistance?  Watch the nose the next time you make a turn. If you are working the rudder properly, the nose will pivot on one point in the horizon.  If you aren’t using the rudder properly, the nose will draw a U shape on the horizon.  Try making some turns without rudder, see what it looks like, then use the rudder properly.  You’ll notice a big difference.

    Finally, let’s talk turbulence.  As we all know, turbulence in the hot summer afternoon is quite pronounced. When the airplane experiences a bump, it usually doesn’t bounce straight up in the air.  There is usually some kind of rolling motion involved.  As the pilot corrects this rolling motion by moving the ailerons, adverse yaw is experienced (just like rolling into and out of a turn that we talked about above), so rudder is needed.  There isn’t a need to stomp on the rudder or you’ll cause the airplane to severely yaw in the other direction, but rudder pressure is needed.

    Final approach is where this gets most pilots.  By controlling the nose and not allowing it to move around on final by using the rudder, this will make your approaches a little more stabilized leading to a more successful landing.

    Feeling lost when it comes to the rudder?  Ask your instructor the next time you go fly to do some rudder exercises.  Most instructors don’t emphasize these basic stick and rudder skills which leaves pilots lacking as they move on in their aviation lives.  So make it a point to do some basic rudder work the next time you fly with your instructor.

  • Flying the RDD LX7

    ByHank Gibson

    I get to fly a lot of different airplanes in my chosen career. There aren’t many airplanes that I take off in, then say “Wow,” and have a big smile on my face. The RDD LX7 was definitely one of those.

    I wrote about the RDD LX7 in the past, bragging about everything I read about it. The blogs all advertised 250 KTAS and 17 GPH and FL250, all of which are eye popping numbers.

    Lo and behold, those numbers are true.

    I got to go up to RDD’s Redmond, Oregon facility in April 2021 to get my initial training in the RDD LX7 and I couldn’t wipe the smile off my face. The 3 screen G3X Touch layout is very impressive and not crowded like I thought it would be. Being familiar with the G500TXi, there are some G3X specifics that take a little getting used to, but overall, it’s a good system. The main GPS and number 1 radio is a GTN 750Xi.

    We took off from RDM and proceeded to climb at 140 KIAS, which equated to 2,000 FPM. We only had half tanks (which is still 90 gallons of fuel!), but it climbed with no problem. It’s extremely responsive as I learned while doing the basic flight maneuvers. The stall speed of the airplane (the biggest problem with the Lancair 4P, the airframe that the RDD LX7 is derived from, was the terrible wing design and extremely high stall speed), was in the low 60s or high 50s, with the stall being extremely docile.

    The airplane handled very similarly to a Columbia 400, but seemed even more responsive. The glide ratio isn’t as good as some, but it’s still better than a Cirrus (plus it still has a BRS system to boot).

    The big test was the flight to San Antonio from Redmond to bring the plane home. The new owner and I departed RDM with the tanks full of Avgas (180 gallons), then got up to a cruise altitude of FL210. After setting power and leaning, the numbers came out true to spec: 252 KTAS, 17.5 GPH.

    The greatest part? We stopped in Santa Fe to stretch our legs and we didn’t need fuel. We still had 100 gallons left! That left us plenty to get to San Antonio with 40-50 gallons left over. Another RDD LX7 owner flew his piston direct from Redmond, OR to Jacksonville, FL, non-stop. It was over 9 hours. That’s impressive.

    You can’t beat the purchase price, either. A new Cirrus SR22T runs a little north of $1.2m. A piston engine LX7, that is pressurized, 70 KTAS faster with a much longer range, and still has a BRS, is between $850,000-$900,000. An LX7 starts to make a whole lot of sense when you weigh all that. There is also a PT6 option with several different sizes and horsepowers to choose from, which costs more, but you see 300 KTAS.

    To learn more about the RDD LX7, check out the company’s website: RDD LX7.

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