Looking for somewhere to take a trip this fall? Sedona, Arizona should warrant strong consideration. Just shy of 100 miles north of Phoenix, Sedona is one of the most beautiful areas in the southwest United States. From Texas, depending on how fast your airplane travels, you could make it to Sedona in a day, with a couple of stops in between. You’d definitely want to spend a few days to enjoy the scenery and maybe jump over to the Grand Canyon while you’re in the area.
The Airport
As you approach the Sedona Airport (KSEZ), you become somewhat distracted by the scenery around you. Don’t be too distracted as the approach is a little tricky. If you are landing north, on Runway 3, the calm wind runway, don’t let the surroundings fool you. Stay on that PAPI and don’t be short, as the runway is on a 500 foot mesa. In instrument conditions, the MDA for the RNAV approach to Runway 3 dumps you out about 1,300 feet above the airport elevation, giving you plenty of time to set up to land.
When using runway 21, don’t make your pattern too wide as there are some pretty tall rocks (around 7,000 feet) north of the field. The Airport/Facilities Directory gives a warning to pilots in strong southwesterly wind conditions. Be aware of strong downdrafts coming in on final for runway 21.
The runway itself is in excellent condition, and plenty long at just over 5,000 feet. The FBO is a little dated, but the folks there are great. They were redoing the ramp this summer, so beware of that. Airplane parking is no problem, but actually getting to the FBO is a little tricky. The Mesa Grill is a very nice good restaurant just a short walk from the FBO. When I was there, I chowed down on a buffalo burger. It definitely hit the spot.
What To Do
Sedona is the outdoorsman’s paradise. Starting off, to get a great overview of the area, hop on the Red Rock Scenic Byway (SR 179) about an hour before dusk. You’ll get to see some spectacular views while it’s still light, then you can’t beat the sunsets in Sedona.
For hiking, you have a myriad of options, from the Cathedral Rock, to the Oak Creek Canyon, to the Devil’s Bridge Trail, all are beautiful, though most are not for the faint of heart (especially the Devil’s Bridge). Even though the fall is cooler, make sure you pack plenty of water for the hikes.
Want something to do in the evening? Go up to the Chapel of the Holy Cross to watch the sunset. After the sun goes down, go do some stargazing. You’ll get to take a tour of the stars at the Sedona Star Gazing location in Oak Creek. You are shown all the constellations and stars by professional astronomers, and blankets and chairs are provided.
Art connoisseur? You’ll find plenty of art galleries around town with a ton of beautiful, original artwork. There are also several theaters and golf courses around Sedona, giving everyone a little bit of everything.
If you’re up for it, the Grand Canyon is about a 2 hour drive north of Sedona, or a quick flight up to the Grand Canyon Airport (KGCN).
In search of a good getaway? Try Sedona. You’ll be sore from lots of hiking and sight seeing, but it will definitely have been worth it.
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
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.
Ever wanted to be a Cirrus owner, but the economics of being a single owner just don’t make sense for you? If you’re in the San Marcos/New Braunfels/Austin area, you now have a chance to join a Cirrus SR20 partnership at the San Marcos Municipal airport, KHYI.
The Cirrus SR20 partnership group is looking for 2-4 more members to buy in to a 2006 or 2007 Cirrus SR20 GTS. The plane will be kept at KHYI and the group already has a hangar for it.
Recently, I assisted with the delivery of a 2007 Piper Saratoga Turbo from San Antonio to New York City. It was a very nicely equipped airplane, complete with a Garmin G1000 panel, an STEC 55x autopilot, and air conditioning. The owner joined me on the flight back to get trained in the airplane, getting him comfortable in it over our 2 day excursion back to NYC. Total flight time was 12 hours, though that did include several stops along the way and landing practice at the airports we stopped at.
The 6 seat Turbo Saratoga is a very comfortable, very capable flying machine. It is made for hauling, with a gross weight of 3,600 pounds, but that’s not to say it isn’t lacking in comfort, either. The rear cabin has 4 seats, 2 facing forward and 2 facing rear. It would be a little tight for 4 full size adults in the back seat. To avoid knee knocking, the plane is an excellent 4 person and bags aircraft (or 4 adults and 2 kids).
The really nice part about the Piper Saratoga is the baggage door. Unlike the Bonanza, the Piper Saratoga has a baggage door that opens to the baggage compartment, creating a much easier way to load and unload baggage. The nose baggage compartment, which holds an additional 100 pounds, is a very nice feature, allowing the bag load to be spread out.
We typically saw cruise speeds of 155-165 KTAS depending on altitude. The highest we went was only about 9,000 feet, so we didn’t get up real high to see what the single turbo could do. Even though the Lycoming TIO-540 engine burns about 20 gallons an hour, with 102 gallons of gas on board, the fuel consistently outlasted our desire to continue flying.
Being equipped with the G1000 was a very nice feature of this particular Piper Saratoga. The screens are nice and big, larger than the displays on a high wing Cessna or a Corvalis. That allows for easier viewing of approach plates, NEXRAD, and the engine gauges.
There are always downsides to an airplane, and the Saratoga is no exception. The STEC Autopilot leaves some to be desired as I felt it hampered the capability of the G1000 when shooting approaches because the 12 knot crosswind limitation on the autopilot. You can still use the autopilot on an approach with higher than 12 knot crosswinds, but the autopilot tends to search around for the final approach course.
The air conditioning works very nicely, though it did have a tendency to freeze up at altitude. We discovered that quickly and just decided to turn it off and leave the blower on, since it was cool enough up high anyway.
Overall, the Turbo Saratoga is a very nice airplane. The speed leaves a little to be desired (you can get 10 KTAS more out of a Bonanza with a Continental engine, about 20 knots more if it is a Turbo Bonanza), but it is very high on comfort. The Piper Saratoga makes for a good family airplane or as a hauler. I liked the airplane a lot and thoroughly enjoyed my time in it.
Texas Top Aviation is proud to announce that Hank Gibson has completed the training to become an American Bonanza Society Instructor, or ABS Instructor. He is now qualified to give instruction in Beech Aircraft.
As an ABS Instructor, Hank brings over 2800 hours of flying experience in a variety of aircraft to the cockpit of Beechcraft. Along with his ABS Instructor Designation, Hank is also a Cirrus Standardized Instructor Pilot (CSIP) and a Cessna FITS Accepted Instructor in both Cessna high and low wing piston aircraft (CFAI+). Hank is proud to add the ABS Instructor designation to his list of qualifications.
The process of becoming an ABS Instructor is quite comprehensive. The coursework consists of 20 powerpoint lessons covering anything and everything related to flying Debonairs, Bonanzas, Travel Airs, and Barons. The ABS Instructor course is quite in depth and detailed, giving the graduate a full understanding of the Beechcraft piston line of aircraft. To find out more about ABS Instructors, see the ABS website.
Hank is now giving initial and recurrent training in Beech Debonairs and Bonanzas. Please visit the Texas Top Aviation Bonanza Training page for more information on Bonanza and Debonair initial and recurrent training. Interested in Bonanza or Debonair training with a qualified ABS Instructor? Contact Texas Top Aviation today!
