The long anticipated certification of the Cirrus Vision Jet finally happened. On October 30th, the FAA awarded certification to Cirrus’ single engine jet. Marketed as the world’s first single engine personal jet, the Cirrus Vision Jet will seat five adults, two children, and cruise around 300 knots.
The Williams FJ33-5A Turbo Fan engine is operated by a FADEC, single handle throttle, similar to the throttle in the piston powered Cirrus family. In fact, the SR series was taken into consideration when designing the Cirrus Vision Jet in order to simplify the upgrade for pilots. Many of the buttons and knobs are in the same places in the Cirrus Vision Jet.
The Cirrus Vision Jet is equipped with the Cirrus Perspective Touch by Garmin that is very similar to the Cirrus Perspective by Garmin in the piston powered line. Equipped also with the Flight Into Known Icing system and the Cirrus Airframe Parachute System (CAPS), both of which are standard.
Unlike the piston powered Cirrus lines, the CAPS system on the Cirrus Vision Jet is actually mounted in the nose. Also, unlike the piston lines, the jet CAPS is integrated with the aircraft avionics to slow the airplane to between 67 and 160 knots when the system is activated. In the jet, the CAPS system was designed to withstand higher weights, higher speeds and higher altitudes.
Cirrus hopes to start deliveries of the Vision Jet by the end of the year, with many more rolling off the line in 2017. All Cirrus Vision Jet pilots will need to be type rated in order to fly the aircraft. Cirrus is doing all the type rating training in house at their new Vision Center in Knoxville, Tennessee.
This is a Press Release from Daher’s website, the maker of the TBM 960.
Sun ‘n Fun Aerospace Expo, Lakeland, Florida, April 5, 2022 – Daher today unveiled the latest high-end version of its TBM pressurized single turboprop aircraft family – the TBM 960 – which incorporates Pratt & Whitney Canada’s advanced PT6E-66XT engine and a fully digital e-throttle, along with a digitally-controlled cabin that incorporates an all-new environmental control system, LED ambience lighting and electrically-dimmable windows.
The TBM 960 was introduced at the Sun ‘n Fun Aerospace Expo in Lakeland, Florida, where Daher is exhibiting the first production airplane (exhibit stand #MD-22B).
“The TBM 960 is the quintessential TBM, representing the fifth evolution of our very fast turboprop aircraft family since the TBM 900-series’ introduction in 2014,” commented Nicolas Chabbert, the Senior Vice President of Daher’s Aircraft Division. “It takes the maximum advantage of today’s turboprop technology to provide digital control of the engine and the propeller.”
The TBM 960 retains the rapid speed of Daher’s TBM family while enabling lower fuel consumption. At Daher’s recommended cruise setting of 308 kts., the fuel consumption is only 57 U.S. gallons per hour, which is a 10% fuel economy compared to maximum cruise setting for more sustainability.
At the heart of this latest TBM version is the intelligent PT6E-66XT powerplant and Hartzell Propeller’s five-blade RaptorTM composite propeller, both of which are linked to the dual-channel digital Engine and Propeller Electronic Control System (EPECS).
With the EPECS, the PT6E-66XT’s startup is fully automated after a single-switch activation. The cockpit’s power lever is an e-throttle, using a single forward position from takeoff to landing – with the EPECS optimizing powerplant performance throughout the flight envelope while
Daher unveils the TBM 960 at Sun ‘n Fun Aerospace Expo
reducing pilot workload by integrating all functions and protecting the engine’s life. Analysis of engine parameters is driven by 100-plus smart data inputs.
The RaptorTM propeller is fully integrated into the propulsion system. It is specifically designed to reduce overall weight and improve the TBM 960’s takeoff distance, climb and cruise speed. Turning at 1,925 rpm during maximum power output, the Raptor contributes to limiting noise and vibration. Its sound level during takeoff is just 76.4 decibels, meeting the most stringent international noise standards.
With its G3000® integrated flight deck, the TBM 960 retains Daher’s e-copilot® concentration of technological innovation and safety systems in the TBM, which can be compared to an “electronic copilot.” This includes an icing protection system, flight envelope monitoring through the Electronic Stability and Protection (ESP) and the Under-speed Protection (USP) systems, the Emergency Descent Mode (EDM) function, as well as the game-changing HomeSafeTM emergency autoland system.
New to the TBM 960 is the Garmin GWXTM 8000 doppler weather radar with advanced surveillance features such as lightning and hail prediction, turbulence detection, zero blind range for close-in returns, and ground clutter suppression. The TBM 960 also is the first application of Garmin’s GDL® 60 next-generation data transmitter for automatic database upload and interconnection with mobile devices.
The TBM 960’s Prestige cabin extends Daher’s use of digital power inside the aircraft, featuring an all-new environmental control system, LED ambience strip lighting integrated into both sides of the overhead ceiling panel, and electronically-dimmable windows – all controlled by a PassengerComfortDisplay(PCD). Enhancementsinthecabin’sstyleandcomfortalsoinclude new ergonomically enhanced seats, USB-A and USB-C power plugs, individual cupholders and headset hangers for each occupant.
For the TBM 960, a fifth TBM paint scheme – called Sirocco, based on the creativity of French designer Alexandre Echasseriau – has been added to the aircraft’s style customization possibilities.
The TBM 960 has been certified by EASA (the European Union Aviation Safety Agency); with certification by the U.S. FAA (Federal Aviation Administration) currently underway. Deliveries will begin in the first half of 2022.
With the new aircraft’s launch, Daher’s TBM family is now offered in two versions: the TBM 960 and TBM 910.
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.
Texas Top Aviation is proud to announce that we now offer Piper PA46 Training in the Malibu and Mirage. Our Piper PA46 training is provided with the same excellent & professional approach that has become our hallmark.
The four-day format of this course allows time to answer all of your questions about your new airplane. The Texas Top Aviation Piper PA46 training course leaves you with a confidence and understanding that will help you enjoy your Malibu or Mirage even more.
New avionics have you scratching your head in confusion? No problem. Texas Top Aviation is well versed in the latest Garmin and glass panel instrumentation.
If you are in need of recurrent training in your PA-46, Texas Top Aviation would be proud to help with that as well. Consider us your one stop shop for Piper PA-46 training.
For more information, check out our Piper Malibu/Mirage Training page.
The closer we get to 2020, the more innovative companies are getting with ADS-B out solutions. There are a myriad of transponders out there that have been released in to meet the ADS-B out requirement and to offer ADS-B in options. L3 has the Lynx transponder line (and hardware to upgrade an already installed GTX 327 or GTX 330), Garmin has the GTX 345 and offers upgrades to the GTX 330, Appareo has it’s Stratus ESGi ADS-B out transponder, and Avidyne offers it’s AXP340 transponder, among others.
Most of the ADS-B solutions require some kind of panel work, whether it’s pulling out the Garmin GTX 330 to send off, or making panel modifications to fit the L3 Lynx in. Very few are actual slide in replacements, so there is some labor involved in swapping transponders.
Want a simpler and more innovative solution? uAvionix, a Montana based company that makes the recently released Scout portable ADS-B In solution, has a product for you. Meet the SkyBeacon.
What is it? The uAvionix SkyBeacon is simply a navigation light replacement that bolts on your wing with a fin that hangs down. All the ADS-B out transmitting equipment is placed behind the nav light on the device. It has an integrated WAAS GPS unit, can work with any Mode C or Mode S transponder wirelessly, and it mounts directly in to where the original nav light was, same screws and everything. No additional hardware needed. uAvionix claims installation should take 10 minutes.
Configuration is super easy too, as it is all done on a smart phone on the uAvionix app.
Right now, the uAvionix SkyBeacon is only approved for experimental aircraft, but, according to their website, uAvionix expects FAA certification in early spring. With a price tag of only $1,500 and a strobe light to be added as well, this is your simplest and easiest ADS-B compliance solution.
There was a bill introduced in Congress recently to take control of Air Traffic Control away from the FAA and give it to a private, for profit, corporation. The initial reaction of pilots is “Ahhh! User fees!” which we are all adamantly opposed to. There are a myriad of reasons why this is a bad idea (the “Flying” article makes a comparison to giving NASA to Richard Branson and Jeff Bezos) and we as pilots should be against it.
We spend time training for them, but real-world emergencies are rare enough that it’s easy to get complacent. They don’t always happen to “other pilots,” though, and preparation can make a big difference when things don’t go as planned:
• What if you lose 500 rpm during takeoff, but the engine is running smoothly?
• What if the ammeter drops to zero during a flight in IMC?
• What if your left aileron develops a strong vibration in flight?
Our new seminar is full of expert tips on handling those “up here, but wishing you were down there” scenarios. We focus on how to keep abnormal situations from becoming full-blown emergencies, offer advice on keeping critical problems under control, and give our best advice on off-airport landings.
Find an AOPA Emergency Seminar near you!
Monday January 11, 2016-The Woodlands Waterway, 7pm-9pm
1601 Lake Robbins Drive, The Woodlands, TX 77380
Tuesday January 12, 2016-Wyndham Houston West, 7pm-9pm
14703 Park Row Blvd., Houston, TX 77079
Wednesday January 13, 2016, Holiday Inn San Antonio Airport, 7pm-9pm
77 NE Loop 410, San Antonio, TX 78216
Thursday January 14, 2016, Omni Austin Hotel at Southwark, 7pm-9pm
