Flying To Mexico

ByHank Gibson

I took a Piper Malibu to Cabo San Lucas a few weeks back.  This was my second trip flying to Mexico, but the first where I arranged everything.  Cabo is a beautiful place and the MMSL airport is a fabulous facility. For those who haven’t been fying to Mexico before, MMSL is the place to go.  The folks there are extremely helpful and do most of the paperwork for you.  You just have to pass along your information to them.

Mexico Flying

Flying to Mexico and back out is different than flying in the US.  First of all, don’t forget your passport. The authorities on both sides frown upon that.  You’ll probably get sent back to the US (or sent back to Mexico if you are on your return trip).  Your aircraft also needs, Mexican insurance (talk to your US insurance agent) a radio license, and a customs decal.

Second, you’ll have to file an ICAO specific flight plan for flying to Mexico.  This is available on Foreflight now, but I really like Fltplan.com’s way of doing it.  I don’t fly internationally enough to remember what everything means, but Fltplan.com does a great job of walking pilots through the the different classifications.  It’s almost impossible to get confused.

Third, you have to fill out an eAPIS form.  This has to be done at least 24 hours prior to departure from the US, but it can be done as far in advance as you’d like.  If your departure time changes or your passengers change, you can edit the eAPIS form to bring it current.

Flying to Mexico IFR is a lot simpler than flying VFR.  I have only flown IFR and it is very easy.  I’m already on a flight plan, already squawking a discreet code, and already on radar, so there really isn’t any way I can mess up the ADIZ penetration.  I really recommend going in and out of Mexico IFR instead of VFR.

Once you land in Mexico, you have to close your IFR flight plan.  The tower doesn’t do this for you.  After clearing customs, you’ll have to pay a landing fee and sign your flight plan confirming you have arrived and closing it out.

When departing, you have to file another eAPIS 24 hours in advance.  Wherever you plan on clearing Customs in the US, you’ll need to call the Customs office no less than 1 hour, but not more than 23 hours before arrival.  It’s called an Advanced Notice of Arrival.

You’ll need to fill out a paper flight plan before departing, clear customs again to leave, then away you go.

There are a lot of really fun getaways in Mexico and flying there doesn’t have to be difficult.  When you have the right information, flying to Mexico can be a breeze!

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  • The Importance of Transition Training

    ByHank Gibson

    In September, the FAASTeam at the San Antonio FSDO put a special emphasis on transition training (AOPA put out a free course last year covering general transition training topics).  A lot of pilots don’t understand the need for transition training or what it even entails.

    Transition training deals mainly with piston engine aircraft, regardless of whether the airplane is a single or twin.  The FAA doesn’t have any special requirements for changing from one piston engine airplane to another, as long as the pilot has the appropriate endorsements (high performance, complex, high altitude, etc.) and is rated in that category and class.

    Transition training is promoted mostly by insurance companies. An insurance company looks at a pilots experience when deciding to insure him or her in a new airplane.  If the pilot has only flown Cherokees and Comanches and is now upgrading to a Malibu, then the insurance company is going to require some transition training with a knowledgable instructor.

    What is transition training?  It is when an appropriate rated pilot needs to learn how to fly a different airplane.  These are referred to commonly as checkouts, but with more complicated airplanes, the training is actually very in depth.

    Using the example above, Pilot A just sold his Comanche 260 and bought a 1987 Malibu.  Pilot A says, “A Malibu is a complex, high performance, single engine piston, which is what I had in my Comanche.  I can fly that, no problem.”  In reality, a Malibu has a lot of differences.

    pa46-transition-training

    First, there are more systems in a Malibu.  You have pressurization, air conditioning, emergency oxygen, turbo charging, and possibly radar.  Not to mention you are dealing with a Continental engine instead of a Lycoming.  And, is it a factory TSIO 520 or a converted 550?  2, 3, or 4 blade prop?  Glass panel or steam gauges?  What kind of autopilot?  Plus, it’s a much heavier airplane so it’s going to fly different, have different rotation and landing speeds and handle differently in stalls.  What’s the sight picture supposed to be on final approach?  What are the emergency procedures?

    Overwhelmed yet?

    An experienced, insurance approved instructor and training program is a necessity when getting into new airplanes.  It makes for safe pilots and safer skies.

    Texas Top Aviation offers Cirrus Transition Training as well as Bonanza Transition Training and Columbia/Corvalis Transition Training.  We are working on an insurance approved Piper PA 46 piston transition course as well (Malibu and Mirage) and will have the course approved by the end of 2016.  Contact us today to schedule your transition training.

    In September, the FAASTeam at the San Antonio FSDO put a special emphasis on transition training (AOPA put out a free course last year covering general transition training topics).  A lot of pilots don’t understand the need for transition training or what it even entails. Transition training deals mainly with piston engine aircraft, regardless of whether…

  • Avidyne Entegra Chart Updates

    ByHank Gibson

    Columbia 400 Avidyne Entegra

    There are a number of airplanes out there equipped with the Avidyne Entegra PFD and MFD system, most notably the Cirrus SR20 and SR22 models from the early 2000s and the Columbia 350 and 400 from the same era.  The Entegra is pretty simple and easy to learn, but doesn’t have the capability that it’s Garmin glass panel counterparts do (I have not, however, tried the R9, which could prove much more capable than it’s predecessor).  I have found that pilots master the Entegra a lot quicker because of the reduced functionality.

    One of the nice features of the Avidyne Entegra is the CMAX Chartview option.  With a yearly subscription, you can get all the Jeppesen approach plates and airport diagrams for the entire US on your MFD.  Just like your GPS, though, you have to update the charts monthly to keep them legal.  After a period of time when you don’t keep up with the updates (I believe it is 90 days), then the charts disappear.

    The update process is a little tricky if you don’t have someone to explain it to you.  Once you go through it a few times, you’ll have it down pat.  Here’s the process for the Avidyne Entegra Chart Updates.

    Jeppesen Subscription

    The first step in performing your Avidyne Entegra Chart Updates is to create an account with Jeppesen, who handles all the GPS NavData and MFD Chart updates for both Garmin and Avidyne.  If you already have a Jeppesen subscription, you can skip down to the next section.  To do that, simply go to jeppdirect.jeppesen.com, and then do the following:

    • Click on Avionics Data on the upper left hand side
    • Click “Purchase Avionics Subscription”
    • Then, click on “Create Account” in the new users section
    • Once you’ve created an account, login, then put in your aircraft information and select 1 update for the Avidyne Entegra EX500 EX 5000
    • Click Continue at the bottom and you can put in your payment information

    Software Needed

    There are two different programs depending on if you have a PC or a Mac.  If you have a PC, you need the Jeppesen Services Update Manager (JSUM).  If you have a Mac, you need the Jeppesen Distribution Manager (JDM).  Download whichever one you need, then login, and your updates will show up.

    Downloading the Avidyne Entegra Chart Updates

    First, we’ll go through the process of performing the Avidyne Entegra Chart Updates process for a Windows computer, using JSUM.    You’ll need two 2 GB USB drives formatted to FAT 16.  Here’s how to format to FAT 16.

    • Go to My Computer after inserting the USB drive
    • Right click on the drive
    • Click on Format, then select FAT and press OK

    Once the USB drive is formatted to FAT16, open up the JSUM program.  Login and your updates will be displayed on the screen

    • You’ll need to set the Avidyne CMAX Key Code
      • Right click the Avidyne Electronic Charts Service and click Set Avidyne Key
      • To get the key code, visit MyAvidyne.com and create an account using your JeppView subscription number and your serial number for your Avidyne MFD (found on the AUX page) and your PFD serial number (displayed on startup when the PFD is warming up)
      • Once you get the Key Code, copy and paste it in the window and click OK
    • Click on the service and click Start
    • The program should automatically detect the drive (if it doesn’t, click browse and select the drive)
    • Click Continue and the charts will start downloading and automatically programmed to the USB drive
    • If you are updating NavData on the MFD as well, follow the same steps as listed above in order to update the NavData

    Next, we’ll go through the Avidyne Entegra Chart Updates process on a Mac, using the JDM program.  You’ll need two 2 GB USB flash drives formatted to FAT 16 (the easiest way to format to FAT 16 is on a Windows computer, using the process above).

    • Open the JDM program and login
    • Insert the first USB drive
    • You’ll need to set your Avidyne CMAX Key Code
      • Click Service Details under the Electronic Charts Service
      • Click Set Avidyne CMAX Key Code
      • Program automatically detects the USB drive
    • Click and drag the Electronic Charts service over to the USB and release
    • The service is downloaded and copied to the USB drive automatically
    • Eject the USB drive
    • Insert the second USB drive (or plug the USB drive in to your MFD, do the update, then reformat the drive) and follow the same steps for the NavData

    Updated the MFD with the Avidyne Entegra Chart Updates

    Avidyne Cirrus

    Once everything is programmed the your USB drives, the rest of the process is simple.  Just go out to your airplane, plug in the first USB drive with the Electronic Charts on it, turn your battery on and the avionics master, and the system will upload the information automatically.  Once it’s finished, turn everything off, pull the USB drive out, then insert the second USB drive and do the same thing.

    Now, you’re all updated!

    If you’d like to see a video on the process, Jeppesen has some very good videos on the updating procedure.  The links are below.  If you have questions, please contact Texas Top Aviation and an expert will help you through the process.

    JSUM USB Programming Procedure

    JDM USB Programming Procedure

    Avidyne Entegra Chart Updates Upload

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  • FltPlan Go

    ByHank Gibson

    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

    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.

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  • Flying Through Rain

    ByHank Gibson

    For the most part, flying through rain is a non-event. If the NexRad or Radar is showing light green or dark green, usually there aren’t that many bumps and your plane just gets a wash. Sometimes the visibility drops down a little bit making us IFR pilots have to transition to our instruments.

    It get’s a little more exciting when the precipitation on your screen turns to yellow. This means there is a lot more precipitation echoes either in the clouds or coming out of the clouds, meaning harder rain. I usually tend to stay away from yellow unless it’s absolutely necessary to go through it.

    I had a situation a few weeks ago where I deemed it necessary to fly through some yellow NexRad returns. I was flying a G1000 Columbia into Monroe, Louisiana, KMLU. The winds were mostly light, but slightly favoring runway 04, which was the runway in use. As I got closer, a decent size rain shower with mostly yellow returns was sitting over the final approach fix for runway 04 and slowly tracking to the northeast.

    I didn’t particularly want to spend the entire approach getting beat on with rain, so I decided to fly the RNAV 14 approach at MLU and circle to land on runway 04. The rain hadn’t quite reached the airport yet, so I decided that circling to 04 should be no problem.

    I started the RNAV 14 at the FLESH IAF. Since I was approaching from the west, I did not need to do the procedure turn, so I joined the Final Approach Course (FAC) after crossing FLESH.

    In the meantime, that rain shower was inching closer to the FAC for the RNAV 14. I wasn’t concerned about my safety if I flew through some of it and I didn’t have passengers on board who would get nervous, so I elected to continue. I wasn’t seeing any lightning coming out of the clouds, so it appeared to only be moderate rain.

    Just before I got to JIVEY, the FAF, I entered the clouds and the rain. About 20 seconds later, my altimeter and airspeed started bouncing around a lot. Now, based on all I’ve said so far, what would cause that, and what would you do?

    (Jeopardy theme song playing while contestants ponder questions)

    The answers? Due to the moderate precipitation, water had gotten into my static port and caused the unusual readings on my altimeter and airspeed indicators on the G1000.

    I had experienced this before, so I knew what to do. I reached down and turned the static source from primary to alternate, which starts taking static pressure from inside the cabin in the Columbia. Instantly, everything went normal.

    The other time I had experienced this was also in a Columbia, so I’m under the impression that the way the Columbia static ports are designed, they are a little bit more susceptible to water creeping into them than other airplanes.

    Moral of the story? If your pitot/static instruments start jumping around, the first thing you do is turn your alternate static source on.

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  • TBM Debuts the 960 at Sun N Fun

    ByHank Gibson

    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.

    About Daher – www.daher.com

    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…

  • Casey Aviation Makes Piper PA46 Systems Videos Free

    ByHank Gibson

    The safest pilots are the ones who attempt to gain as much knowledge and learning about their airplane and environment as possible. These pilots are the ones who enjoy learning, going to seminars and conventions, and soak up all the MMOPA magazine articles in each issue. These pilots are the ones who get as much training as they can, above and beyond what the minimum requirements are.

    If you are one of these pilots and you own a Piper PA46, then this blog is for you.

    Casey Aviation, one of the best Piper PA46 training companies out there, recently released all of their Malibu, Mirage, Matrix, Meridian, and JetProp systems training videos for free. These are some fantastic videos that Casey Aviation created which go much more in depth than any power point presentation could.

    The great thing about the videos is they give the viewer an all access “inside look” to the specific airplane. Joe Casey, owner of Casey Aviation, takes off cowlings, crawls under the nose gear compartment, and even shows an airplane with the interior out so all the flap cables and environmental systems can be seen.

    I have started referring all of my PA46 customers to the Casey Aviation videos as part of the prep work for our training sessions.

    To access the videos, check out the Casey Aviation website.

    The safest pilots are the ones who attempt to gain as much knowledge and learning about their airplane and environment as possible. These pilots are the ones who enjoy learning, going to seminars and conventions, and soak up all the MMOPA magazine articles in each issue. These pilots are the ones who get as much…

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