I am an iPad user, but I have an Android phone. I had been using a junky aviation weather app that just gave meters and TAFs, but seemed to have been programmed in a foreign language (un-decoded TAFs notwithstanding). I wanted something more robust, but didn’t see the need to pay for a Garmin Pilot subscription since Foreflight on my iPad was my main EFB (Electronic Flight Bag) I use in the airplane.
When I upgraded my phone, I decided I had to find something better. I have a WIFI only iPad, so I utilize my phone to take quick glances at weather reports or when I want to see the radar without having to tether my iPad to my phone. The app I had wasn’t cutting it.
That’s when I found FltPlan Go. We are all familiar with FltPlan.com. It’s what a lot of corporate pilots use to file flight plans. I’ve used it some, but there is a large amount of data it needs to set up an airplane. Since I already have all the airplanes I need in Foreflight, I don’t use it that much since I didn’t want to do the setup. It is rather handy as it spits out flight logs and has a lot of pre-loaded performance numbers for different makes and models.
FltPlan Go is FltPlan.com‘s app. It is very user friendly, easy to use, and, most importantly, free! You can get METARs, TAFs, NOTAMs, Airport Diagrams, approach plates, full weather reports for airports including radar, maps, and a whole lot more. As far as I can tell, it is a full fledged EFB. I haven’t really scratched the surface on all the features in using mine, but it is quite robust from the little bit of poking around I’ve done.
I’m still a Foreflight guy, but if you want something else or you have an Android phone and don’t want to pay for Garmin Pilot or WingXPro, check out FltPlan Go. It’s a winner.
Many people ask, which set of charts is better? Should I use the FAA Aeroservices charts on Foreflight or pay extra for the Jeppesen charts? Since you have to pay for Jeppesen, they are probably better, right?
I am not here to say which one is better as a chart preference is just that, a preference for one over the other or for certain features. After a while, muscle memory and routine take over and you probably wont even notice the difference.
History
In 1934, Elroy Jeppesen began making his own charts and sold them to other pilots. His little company grew into the giant Boeing chart company we know today. Jeppesen charts are used internationally and therefore include information that might otherwise seem common knowledge, like transition altitudes. The key is, you cannot get FAA Aeroservices charts for international destinations. Jeppesen is the only option for outside the US.
National Aerospace Charting Office (NACO), or the new(er) name “Aeroservices” or FAA chart, whatever you decide to call them, are United States government issued charts. In addition to civilian use, Aeroservices charts are used by the military so there will be some terminology that does not apply to civilians. The best part about FAA Aeroservices charts are… they’re free!
If you are in the middle of a transition or trying to decide which charts to use, you have come to the right place. Here are a few key differences.
Obstacle Departure Procedure Chart KAXX (Angel Fire, New Mexico) ODP
Frequencies: FAA Chart provides the AWOS so you have all departure frequencies in once place.
Airport: Jeppesen highlight the airport, which is a nice feature so you can easily see the flow from the airport.
Notes and Remarks: Jeppesen bolds the speed restriction all over the chart so you won’t miss it. All other requirements are in the top right corner. Note the transition altitude 18,000′. Since Jeppesen is used internationally, it is published on the chart since other countries have different transition altitudes. It takes up a chunk of chart real estate, but it’s clear, easy to read, and always in the same place. The FAA charts post all the requirements and restrictions as notes off to the side. Since it’s in the same space as the chart graphic, it’s easy for the eyes to catch while studying the plate.
Take off Minimums: NOT APPLICABLE for PART 91 – however, it’s wise for all pilots to look and abide by them. Jeppesen displays the standard take off minimums table, as well as the rate of climb table, which is nice to have all in one place. The FAA chart gives the non standard information but you need to know/look up the rest in the Digital Terminal Procedures Supplemental document. (Hint: It’s in the Documents section of Foreflight)
Take Off Obstacles: About the same on both charts
Route Description: Similar on both charts, but larger font and clearer description on the FAA chart. When there are different routes from different runways, the FAA chart layout is really helpful.
Graphic Layout: Jeppesen and FAA use the same graphics for all their different charts and plates which makes it easy to read once you are familiar with the respective charts. FAA charts are easy to read and distractions are kept to a minimum. Jeppesen charts make things bold and enlarge pertinent information so you won’t miss it.
Airport altitude: This is only on the Jeppesen chart (the FAA chart doesn’t include it), but it is very helpful for situational awareness. As you brief the arrival altitudes, I think it’s important to have an idea what AGL you are at.
Approach Charts
One thing pilots love about Jeppesen approach charts is the clear set up for an approach brief. The top section is created as a “briefing strip” starting with the frequencies, then navigation frequencies, minimums, airport elevation and the missed approach. It’s very natural and user friendly.
FAA charts have a slightly bigger picture of the approach planview, but the profile view and minimums section can get a bit cluttered. It can feel a little discontinuous when briefing the approach to bounce all over the page. However, some pilots really like the small airport diagram in the corner, which I find really helpful for situational awareness (particularly for students learning circle approaches). Non- standard alternate and takeoff minimums are also clearly noted, but unfortunately we must hunt elsewhere to find them. The Jeppesen alternate minimums and takeoff minimums will both be on the airport diagram
Frequencies: Getting weather and tuning radios is easy on the Jeppesen charts – just follow the briefing strip. The frequency section on the FAA charts is still easy to read, but closer to the center of the page. It’s split up from the nav frequencies and other important briefing information. a. FAA charts are created by the government and have military specific information, which are the odd looking frequencies and channels on the chart.
Approach Navigation: On a Jeppesen chart, you will continue to the next line to verify your frequency, course and set minimums (assuming you are straight in on the ILS). On the FAA chart, you will then have to skip to the top of the chart to get the frequency and course, and then scan to the bottom of the page to input your minimums. However, since you could be flying a localizer approach or a circle to land, it’s a good reminder that not everyone using this approach chart will be using the same Decision Altitude (DA). The FAA chart also includes runway distance information so pilots can make determinations of approach speeds and stopping distance if the runway is wet or icy.
Missed Approach – Textual
Approach Lighting
Missed Approach- Graphical: The missed approach information is the same on both charts. The lighting information is key for determining a missed approach and is next to the missed approach text on the FAA chart. It’s found next to the missed approach graphic on the Jeppesen chart. Personally, I find it easier to find and read the lighting information on the Jeppesen chart. Remember, on both charts, the placement of the PAPI on the chart indicates the physical location of the lights (left or right of the runway).
Notes: Both charts have a notes box, but they use them a little differently. Once again, remember that Jeppesen charts are used internationally and include the transition altitudes and altimeter setting info. On both charts, the notes section will be where other critical information will be shared which isn’t really applicable for this airport. On the FAA chart, the tower frequency is starred to note that there are operating hours (you’ll have to check the chart supplement AF/D to find out what those hours are). There is also an L next to the frequency to indicate it is the pilot controlled lighting frequency. You will also find the note about the VGSI and the Approach Glide path next to the profile view on the FAA chart, whereas the Jeppesen chart has that note in the notes section at the top. The FAA chart also has the T and an A in black triangles to note that this airport has non- standard alternate and take off minimums. Again, those are found in separate documents when using FAA charts and on the Airport Diagram when using Jeppesen charts.
Minimum Sector Altitude: Similar on both charts, but in different locations (reminder: ATC vector altitudes may be lower. It is the pilot’s responsibility for safety of flight to maintain safe obstacle clearance, so if you are ever concerned about going below the MSA – just ask ATC).
Planview: Other then differences in size, visuals, and text, the information displayed on both is very similar.
Profile View: Again, the displays look different and pilots will have their preference, but the information is the same.
Minimums: Jeppesen charts not only note the category for each approach with its designated letter, but also displays it in knots. It is recommended that if you increase your approach speed (based on flaps or gusty winds or perhaps a faster speed for a circle to land approach) that you should use the higher category minimums. The reference guide makes that easy to look up. The other benefit of the Jeppesen charts is right the table that contains the time from the final approach fix to the missed approach point for a localizer approach, it also shows the rate of descent with the associated ground speed to maintain a 3 degree glideslope. Now there is no excuse not to set pitch and power! The minimums posted in parenthesis are for the military, but RVR in statute miles is also included.
Airport diagram: Only on the FAA charts, this particular feature is particularly useful for situational awareness. The arrow pointing to the runway shows the direction the approach is arriving from so planning a circle to land is a cinch. There is also a lot of other information that can be gathered from the airport diagram for quick reference or to help a disoriented pilot: lighting, displaced thresholds, closed taxiways, and runway placement and lengths. This is easily one of the best perks of an FAA chart.
Arrival/ Departure Charts: Sewzy 5 Arrival KAUS
The Jeppesen lay out is very attractive and draws the pilots eye in a clear way to all the important information. The colors pop out, so the required altitudes and speeds are easy to read and remember. The chart, which is the proper scale, shows MORAs , easy to find airports (and runway layouts) and is over all easy to follow. However, the texts, while very clearly laid out, are small and difficult to read and pushed to the very edges of the chart. FAA charts are simple and fairly easy to read, but the airports are not as obvious and the flow to the airport requires a good look. The table on the Jeppesen chart is a really nice format, but the text and Notes for arrivals on the FAA chart are easy to find and much easier to read quickly.
Frequency: FAA charts include the approach frequency on the arrival, which is helpful for having radios tuned. During a busy time when the controller changes your frequency, all you have to do is verify the frequency you already set, rather then totally stop what you’re doing to switch it. The Jeppesen charts add the airport elevation next to the ATIS, which really aids situational awareness.
Notes: Jeppesen notes are clearly numbered and tucked away nicely in a box, but the FAA chart notes pop out in the middle of the page and are easy to skim for pertinent information.
Planview: I think Jeppesen is the clear winner here- it is so easy to read, it only takes one glance to know where the primary airport is and how the arrival flows. The chart being at the proper scale offers the pilot important geographical information and over all is a clean look. Notice the small series of arrows after SMRFF on the the Jeppesen chart; those indicate the pilot should expect radar vectors. The FAA charts include those instructions in the text, but I find the visual reference on the chart helpful. The FAA charts are equally clean, with altitude and speed restrictions easy to read even if they don’t jump out. When there are multiple airports that the arrival serves, the airports are clearly marked, though, I think it would be nice to have a little more information surrounding the primary airport for better situational awareness.
MSA: only on the Jeppesen chart
Primary airport: The runway alignment and grey highlight on the Jeppesen chart stands out very clearly, while the FAA airports are a little more obscure.
Arrival route description: The table on the Jeppesen chart is easy to follow but the text is very small and pushed to the bottom. The route description is much easier to find and read on the FAA chart.
Airport Diagram
The Jeppesen Airport Diagram page has it all: frequencies, airport diagram, runway info, take-off minimums, departure procedures and alternate minimums. It’s a one-stop shop. It makes preflight planning easy when its all at your fingertips.
The FAA charts usually require a little more searching for different pieces of airport information. The Airport Diagram itself is just the airport layout. Above, you will see a simple FAA Airport diagram. It’s clean and simple, perfect for a knee board print out.
In the flight planning process, as you look at what approaches you will be using for the airport, you might see an A or T inside a triangle. Those indicate that you will need to look in the Alternate Minimum or Take off minimum documents for more information. The Takeoff Minimums document (see below) is also where you will find any obstacle departure procedures for that airport. Apps like Foreflight help you out by posting the take off minimums under the departure tab. Even though it’s a little more difficult to read, I didn’t crop out the airport information so you can see what it looks like in context.
FAA Alternate Minimums on the Left and Takeoff Minimums and Obstacle Departure Procedures on the Right
Want to make it better than a Cirrus or a Cessna TTx?
Meet the team at RDD creating the LX7. Just make sure you are sitting down as you are about to be blown away.
RDD (Research. Design. Development) is a professional building company for the Lancair line of experimental aircraft (Lancair unveiled the Mako at Osh Kosh this summer, which performs slightly less than the advertised values of the LX7, but is available as a new kit). For those unfamiliar with the experimental world, when an experimental kit is bought, the owner/builder can build the entire aircraft himself, partially build it then send it to a completion center, or have a professional build company put it together. This last option is what RDD did with Lancair aircraft before Lancair moved from Oregon to Uvalde, TX.
Once Lancair was sold, RDD started thinking on how to make the IV-P better. Boy, did they. What resulted is the LX7.
The LX7 is a retractable gear, single engine piston, pressurized aircraft that sits 4. See it on the ramp and it looks like a Lancair or a Columbia. Sit in the cockpit and you’ll know something is different.
Starting with the power plant, RDD put a Continental TSIO 550-E engine in the IV-P airframe, giving the airplane 350 HP. They redesigned the wing to hold 180 gallons of usable fuel and a much better stalling envelope (anyone who has looked at a Lancair IV or IV-P wing knows that there isn’t much wiggle room with angle of attack on those airplanes), lowering the stall speed to 62 knots dirty.
The cabin is roomier and the panel is beautiful. Equipped with 2 or 3 Garmin G3X Touch panels (the experimental equivalent of the G2000), plus a GTN 750 and a fully digital backup flight instrument from Grand Rapids, plus ESP technology built in to the autopilot, this plane seems like a pilot’s dream.
I haven’t even gotten to the best part: the speed. Being pressurized, the LX7 has a 25,000 foot service ceiling where it can achieve cruise speeds of 260 knots at best power (24 GPH) and 250 knots at best economy (18 GPH).
Yes, I did just say 250 knots at 18 GPH in a single engine piston.
Worried about an experimental? The airframe is equipped with a full BRS system similar to the Cirrus SR22, keeping everyone safe and sound.
There is one flying LX7 currently and RDD is working on 3 more. The price tag for the full conversion is $550,000. The kicker is, the owner has to provide the Lancair IV-P airframe. There are currently 10 Lancair IV-Ps for sale on Controller, varying in price from $200,000-$400,000, bringing the total price of the project to $750,000-$950,000. Owners who already have a IV-P or a IV-P kit can send it on over to RDD to get started on their project.
A brand-new event for Lancair owners, the 2018 Great American Lancair Rally will be a multi-stage “grand tour” of the Western US. Starting and ending in Central Texas, the Rally will take place September 24th through October 5th 2018.
The Rally will begin in Uvalde, TX (KUVA) on September 24th at the Lancair headquarters. There will be 6 legs, with stops at:
Sedona, Arizona (KSEZ)
Paso Robles, California (KPRB)
Redmond, Oregon (KRDM)
Spanish Fork, Utah (KSPK)
Taos, New Mexico (KSKX)
San Marcos, TX (KHYI)
At each stop, there will be food, drinks, and fun for everyone.
Lancair plans on making instructors available to pilots who would like any kind of training along the way. Hank Gibson from Texas Top Aviation will be one of the instructors available.
Lancair plan to make the Great American Lancair Rally an annual event, with the 2019 Rally spanning the eastern half of the country.
The Great American Lancair Rally is open to all Lancair owners, potential owners and interested aviators. Fly a different airplane? All makes and models are welcome!
For more information & to register, check out the 2018 Great American Lancair Rally’s website.
Looking for an airplane with more seats, more useful load, and good speed? Look no further than the PA-46-310P Piper Malibu. It feels like a corporate airplane, but this turbo charged piston single is good owner/pilot airplane for taking the family on vacation or using on business trips.
The original Piper Malibu, which was manufactured between 1984-1988, is a great next step airplane for Cirrus owners, Saratoga or Lance owners, and Mooney owners looking to move up to a pressurized, 6 seat piston. The pressurization has got to be one of the best parts of the Piper Malibu. The ability to climb up to the low flight levels (the service ceiling is FL250, but the airplane performs great between 16,000 and FL190) to catch better winds and get a better true airspeed (the airplane gains about 2.5 KTAS for every thousand feet) without having to wear oxygen makes the ride much more enjoyable.
Equipped with six seats and a 4,100 pound gross weight, the Piper Malibu allows for a lot more carrying ability than a Cirrus or even a Saratoga. Now, like most piston airplanes, you can’t take 6 average adults, bags, and full fuel, but here’s the great part: the Continental TSIO 320 only burns 16.5 GPH in cruise at 75% power. The plane will still fly 200 KTAS at 16.5 GPH. With 120 gallon capacity, even taking half tanks still allows for a 2.5 hour range with an hour reserve. At 200 KTAS, that’s 450 miles. And, you gain an extra 360 pounds useful load at half tanks. That’s not too shabby.
The Piper Malibu was designed to be comfortable, fast, and be able to carry some baggage. There are two baggage compartments, one in the nose behind the firewall and one in the rear behind the rear seats. The nose baggage is wide enough to fit golf clubs in, while the back baggage is large enough to fit rolling suitcases in (the front baggage has no problem with roller bags either). Lots of weight in bags? Again, no big deal. Just plan on taking less fuel and still flying for 2.5 hours.
From a pilot’s standpoint, the Piper Malibu is a pretty straightforward airplane to fly, though it does require some specialty training. A lot of PA-46s on the market right now have upgraded glass panels and digital engine monitors, making piloting the airplane that much more streamlined. Most Piper Malibus are equipped with the KFC 150 autopilot. Some have a yaw damper installed, others don’t. Some have the vertical speed and altitude capture installed, others don’t. It just depends on that specific airplane. They aren’t like a Cirrus where they are all made the same.
Looking to upgrade to something with more seats, a higher service ceiling, but not a significant increase in fuel costs? Look into the Piper Malibu. You can get one in good shape from about $300,000.
I have the blessing (same say it’s a curse) of being a tailwheel pilot. I did my tailwheel training in a Citabria and have gathered about 400 hours over the years in Citabrias, Super Cubs, and Maules (don’t judge all tailwheel airplanes by a Maule, by the way. The Maule is it’s own unique animal). The blessing of being a tailwheel pilot is that it greatly enhances my stick and rudder skills for all airplanes.
No matter what airplane you fly, basic stick and rudder skills are always important. At some point during a flight, the rudder will need to be used, even if you have an airplane that has a yaw damper. Rudder use is vitally important in the takeoff and landing phase, especially if you fly an airplane that generates a lot of torque on the takeoff roll. Rudder in that phase of flight is pretty evident, because if the rudder isn’t used, you’ll go off the left side of the runway.
Where I want to focus is rudder use in the landing phase. As an airplane comes down final, there are several forces that are be acting on the airplane. When it’s bumpy, updrafts and downdrafts are moving the plane up and down and all around. To correct for a bump that sends the airplane into a roll, aileron is added in the opposite direction of the roll. That aileron input also induces adverse yaw, pulling the nose of the airplane in the opposite direction that the pilot is moving the ailerons.
If a pilot isn’t using his feet correctly, then the nose of the airplane will wallow around through the air as aileron inputs are used. The tail is also moving around quite a bit, so the pilot might not “feel” the yawing moment, but the passengers in the back seat certainly will.
The other advantage that comes with proper rudder usage on short final is the airplane is more responsive to control inputs. When utilizing both the ailerons and the rudder, a pilot is able to fly the airplane much more precisely and control it much better.
This doesn’t mean you have to be staring at the turn coordinator the whole time down final. In fact, that’s exactly what you don’t want to do. Your eyes need to be outside the airplane. Just get in the habit of stepping on the rudder whenever you move the ailerons on final and eventually, you will feel what your airplane is doing. Don’t step on the rudder as hard as you can, but slight pedal pressure in the direction of aileron input will make a big difference.
Rudder is also vitally important for landing in a crosswind no matter that airplane. Crosswind landings are a learned skill that take a lot of practice to perfect. There is also a lot of confusion as to what control input does what during the landing.
Here is the simplest way to picture a crosswind landing and what the controls do:
Aileron-When performing a crosswind landing, the ailerons keep the airplane over the centerline. If the airplane is drifting to the right of the centerline, add left aileron to bring it back to centerline, then keep enough aileron control pressure in to keep the airplane over centerline. In a perfect crosswind landing, the main tire on the windward side will touch down first. Left crosswind means left tire touching first.
Rudder-When performing a crosswind landing, the job of the rudder is to straighten the nose to point down the runway. You will not be coordinated in a crosswind landing, you will be slipping, which is the goal. So, with a left crosswind, you will be inputting left aileron to remain over the centerline and you will also need right rudder to straighten the nose. This also prevents the airplane from actually rolling in the direction of the aileron input.
If you remember for a crosswind landing: “Aileron into the wind to stay over centerline, opposite rudder to straighten the nose.” Too much aileron and the plane will drift into the wind. Too much rudder and the nose will yaw in the opposite direction.
Rudder is very important, even in our day and age where a lot of general aviation airplanes have yaw dampers. Our feet only have a job for a short period of time, but that is the most critical time. An excellent way to get more proficient in rudder use is to go get a tailwheel endorsement. If you are in the central Texas area, check out TacAreo in Fredericksburg, T82.
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!
