Embraer Legacy 450

Cirrus SR22 Owner Completes First Solo

ByHank Gibson July 31, 2014

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!

Iridium Zoleo Allows In Flight Messaging

ByHank Gibson August 31, 2021August 31, 2021

Satellite communications company Iridium now has a really nifty little product called the Iridium Zoleo Satellite Communicator. Most pilots who fly newer Cirrus Aircraft will be familiar with the company name Iridium. Iridium manufactures the built in satellite phone that is an option in all Cirrus after 2012. The Iridium Zoleo brings messaging capability to any airplane in a cost effective and simple manner.

The Iridium Zoleo is a device roughly the size of a walkie-talkie. It links up with the Iridium satellite network to send and receive messages and emails anywhere in the world (or air!). To make things easier, the Iridium Zoleo links with a phone via Bluetooth to a free app that allows the user to write a message directly from the phone and send through the device.

The Iridium Zoleo is affordable at only $200. A plan has to be purchased in order to send messages, with 3 different levels of subscription offered: 25 messages a month for $20, 250 messages a month for $35, or unlimited messages per month for $50. Each plan offers a $6 upgrade to allow unlimited worldwide breadcrumbs and tracking.

The Iridium Zoleo has a 200 hour battery life and is designed to be shock, dust, and water resistant. Plus, the device has a built in SOS that can be used anywhere in the world. So, you can take it rafting down the Grand Canyon, hiking in the Andes, flying over the Atlantic, or SOS if you are stranded in the middle of the Indian Ocean.

Click here to read more about Zoleo and here to read more about the Zoleo plans.

Winter Ops

ByAndrew Robinson August 10, 2015August 19, 2015

It’s summertime and the weather is hot! Over this dry, sunny season, winter flying is probably the last thing on your mind. However, now is the perfect time to start getting things in place for winter and that includes having a plan for taking care of your airplane.

Why are preparations for winter ops needed in the first place? Cold weather, especially during the engine start and warm up period, can be very damaging to your engine if precautions aren’t taken to ensure that safe temperatures exist inside the engine before you turn the key. I always thought that the biggest problem associated with cold weather was engine oil. The logic is since cold oil is thicker and less viscous as the temperature drops, it is not able to circulate quickly throughout the engine to provide proper lubrication upon starting.

While cold oil may be a factor, the introduction of multi­viscocity oils has greatly reduced that issue. The real problem is created by the different ways that various parts of the engine respond to heat. Because aluminum expands more quickly when heated than steel does, the pistons (made of aluminum) expand more quickly than the cylinders (made of steel). This can lead to scuffing on the sides of the cylinder barrel. In the same way, differential heating can reduce clearances which are designed to provide cooling oil to bearings and other vital engine parts, thereby causing damage which greatly reduces the life of the engine.

So how cold is TOO cold? Unfortunately, that is a difficult question to answer. Because there is so much variation between engines, airplanes, and environments, there really isn’t any one specific answer. An older, more worn out engine may actually be less susceptible to cold weather damage than a newer, tighter engine because its internal clearances are probably not as tight as they were a few thousand hours ago. I have heard of some people who preheat their airplanes anytime the temperature falls below about 40 degrees. For us northerners, this seems excessive. On our E33A Bonanza which has a Continental IO­520, we generally preheat the airplane when it is cold soaked in temperatures below freezing (32° F).

Here are a few of the best ways to get your machine ready for a cold weather flight:

• Heated Hangar:­ Nothing beats a heated hangar for warming up an airplane. The warm air is evenly distributed around the engine and in the cockpit (your avionics and gyros will thank you!). The airplane will need to be in the hangar for a while in order to warm up the guts of the engine. Often, the easiest way is to have the airplane pulled in the evening before the planned departure and left overnight. Many FBOs will hangar airplanes overnight for a small fee and it is well worth the price. We almost always have our charter airplanes put into hangars overnight when on a winter trip to ensure that we don’t have any trouble when we depart the next day. This practice has the added benefit of keeping the airframe clear of any ice and snow that may accumulate before you are scheduled to leave.
• Electric Engine Heaters­: Multi­point electronic heaters use heating pads that are placed around the engine in order to heat up the various components such as cylinders, the oil pan and crankcase. Most of these systems are designed to be activated by being plugged into a wall outlet with an extension cord. Preheating for a winter flight is as simple as going to the airport the night before and plugging it in. Two well ­known manufacturers of multi­point engine heaters are Reiff and Tanis. These systems are relatively inexpensive and can be a life saver if you regularly travel in colder climates. If an engine heater is the right choice for you, it is recommended to avoid less ­expensive models that heat only the oil pan.

• Covers and Blankets­: If it is especially cold or you have to preheat outside, having something to insulate the cowling and keep the wind out can be very useful. Regular blankets will work long as you can secure them in place. If you have an ongoing need for additional insulation, there are companies that make custom blankets and propeller covers to fit your airplane. If you are landing and then taking off again relatively quickly, using a few blankets and cowl plugs will work nicely to keep the engine warm while it is sitting outside. In a pinch, placing a couple of powered light bulbs in the cowling overnight with insulation on top can result in sufficient temperatures for starting the engine.

• Forced Air:­ This method is used widely by FBO’s and flight schools. Hot air is produced in a portable heater and is then pumped into the engine compartment via the openings at the front or bottom of the cowling. This method has the benefit of not requiring any additional equipment to be installed on the aircraft beforehand and can be very effective provided there is adequate time for the engine to heat completely before removal.

• Winter Baffles:­ When the air temperature starts to drop into the teens and lower, you may find it difficult to keep your engine temperatures warm enough in cruise flight. The problem is that the air entering the cowling inlets is so cold that it overcools the engine. The solution is to install additional baffling in the engine inlets to reduce the amount of airflow into the cowling. These additional baffles are usually just sheets of aluminum that are cut to the correct size and are bolted in and removed quickly and easily as needed. Some pilots swear by them while others complain that they can cause uneven cooling. If you have questions about winter baffling, I’d suggest talking to your mechanic about your specific airplane.

Winter flying can be extremely rewarding. After their hands thaw from pre­flight, a pilot is often rewarded with smooth air, improved performance and outstanding views. Just don’t forget to prepare the airplane for the cold. The preparation is often as simple as plugging in an extension cord or making a phone call to the FBO. So whether you live in the north or the south, take good care of your engine so that it can keep taking good care of you.

The Diamond DA62: The Ultimate Twin

ByHank Gibson February 9, 2016February 11, 2016

Late last year, the Diamond Aircraft Corporation announced a brand new twin engine, the Diamond DA62. At first glance, this is a pretty cool airplane.  It seats 7 passengers, spread out amongst 3 rows, with 2 massive doors, leading to an “SUV” type feel, according to Flying Magazine.  That is only one of the “neato” features of the Diamond DA62.

The thing that will make pilots believers is the fuel burn.  According to Flying Magazine, which did a test flight of the airplane, at 14,000 feet and 60% power, the airplane was only burning 12 GPH, but still doing 170 KTAS.  Remember, this is a twin.  That’s about the same as a normally aspirated Cirrus SR22 at the same altitude.

How does Diamond do it?  Jet A.  The company put two Austro AE330, 170 Horsepower, Jet A burning piston engines on the Diamond DA62.  You may say, well, yeah, at 60% power, that’s great, but I want to go places. How much fuel does it burn then?  Even at max continuous power of 95%, it’s still only burning 18.5 GPH total and cruising at 195 knots.  Paying Jet A prices, that’s pretty sweet.

The range on the airplane is quite nice too.  Again, according to Flying Magazine, the range with full fuel (86.4 gallons with aux tanks) is about 1,300 miles.  You can carry the whole family too, as the full fuel payload is 1,000 pounds.  Golf clubs?  No problem.  Just stick them in the nose.

The Diamond DA62 is probably one of the easiest twins to manage, engine-wise, too.  The Fully Automated Digital Engine Control (FADEC) system that Diamond installed leaves the pilot with only 2 power levers, instead of 6 on the typical piston twin.  All that needs to be done at cruise is set a percent power and the FADEC computer does the rest.

Need air conditioning, built in oxygen, and TKS?  Diamond can set you up.  The G1000 system complete with digital backup instruments is standard in the airplane.  What more can you really ask for?

If you haven’t figured it out, I really like this airplane and would be aching to fly it.  I enjoy the DA40 and have a good amount of DA42 experience, but I’d really like to hop in a Diamond DA62.

Read the whole Flying Magazine article here.

Sources:  Flyingmag.com