Free iPad Webinar

Are you thinking of buying an iPad and going to a paperless cockpit?  Have you just recently purchased an iPad and are unsure of how to use Foreflight to it’s fullest extent?  Check out this free webinar on Monday, January 19th.  Gary Reeves, a Master CFI from California, will be hosting the 90 minute seminar, which begins at 1800 Z.  He will be able to point you in the right direction for what type of iPad to purchase, how to set up your Foreflight account, and the basics of using the App.

You can finally get rid of those paper charts, saving clutter in the cockpit.  Just make sure you bring along a charger for those extended flight in case your battery dips low!

To sign up for this webinar, click here.  There is no cost associated with the webinar.

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  • Hurricane Harvey

    Texas Top Aviation wants to express our heartfelt concerns and prayers for those affected by Hurricane Harvey along the Texas Gulf Coast and in Houston.  We have several customers in Houston and hope and pray that they are all safe.

    The Houston Hobby Airport after Hurricane Harvey’s Torrential downpour

    If you would like to donate to the relief effort, there are several organizations that are accepting support.  A few are below.

    Samaritan’s Purse

    American Red Cross

  • Aircraft Purchase: The Logbook & Pre-Purchase Inspections

    Your about to make your dream aircraft purchase.  The plane has low time on the engine, is reasonably priced, and, according to the seller, has no damage history.  You are overjoyed!  Your dream of making an aircraft purchase is finally coming true.  You prepare your offer for the seller, set up the escrow account, and start all the paperwork.

    Two weeks later, the airplane is yours!  You start flying it, though, and the engine starts to have some strange vibrations.  After several flights, it starts to get worse.  You take it to your mechanic to get it looked at and you find out the airplane needs three new cylinders along with some other engine work that is going to total a lot of money.  Plus, your airplane is now going to be in the shop for several weeks.

    All that excitement you just had?  It just went out the window.

    Could this have been prevented?  Probably so, with a logbook inspection and a pre-purchase inspection.

    Aircraft Purchase:  Maintenance Logbooks

    Aircraft Purchase: Logbook Inspection

    Inspecting a logbook can be very daunting when making an aircraft purchase, especially for older airplanes.  This is, however, one of the most vital steps in making a new aircraft purchase.  You can find out many things from looking at the maintenance logs of an airplane.  First, you can check the compression levels of the engine.  Typically, you want compression levels in the 70’s, with it still being okay in the high 60’s.  Anything below 65 and there could be potential problems.

    Second, you can find out if there has been any odd maintenance done pointing to possible unreported damage history.  This is rare, as most aircraft owners are honest and up front when talking about damage history.  But, if there is an entry detailing a prop overhaul after only 50 hours on that prop, you may start to ask some questions.

    Third, you can find out how well the airplane has been maintained.  If a lot of maintenance was completed at each annual, even if it was a lot of small things, then the airplane has been maintained by a good mechanic who is very thorough.  This also involves a check of the ADs, Mandatory SBs, SBs, and SLs that have been issued for the airplane.  If all that has been kept up with, it’s a well maintained airplane.

    Finally, it gives you a good idea of how much the airplane has been flown.  Sure, the ad online will have the total time and time since overhaul, but you can look at the year by year breakdown of how much the airplane has been flown.  It may have been flown a lot earlier in it’s life, but not quite as much recently.  That’s not necessarily a bad thing, but airplanes like to be flown.

    Aircraft Purchase: Pre-Purchase Inspection

    Before making an aircraft purchase, it is extremely vital that whenever you are buying an airplane that you get a pre-purchase inspection done on the airplane.  Even better is getting one done by a mechanic who specializes in that type of airplane (eg. Piper Service Center for Pipers, Cirrus Service Centers for Cirrus, Kevin Mead for PA-46s).  A pre-purchase inspection can save you a lot of money in the end.

    There is always going to be some kind of maintenance issue with an airplane being purchased, whether it is big or small.  Once a pre-purchase inspection is completed, you can take the findings to the seller and negotiate for a lower price based on those findings, or just have the seller fix the items before the sale is completed.

    I would recommend having the seller fix the problems before the sale is completed.  Even though it may take a little longer for the sale to be completed this way, you’ll get to enjoy your airplane right away instead of it being in the shop the next several weeks after you complete the purchase.

    There is the circumstance where the  pre-purchase inspection reveals some serious airworthiness issues which would cause the deal to be voided.  Always put this clause in a purchase agreement, giving you, the buyer, an out if there are serious airworthiness issues.

    When it comes to making an aircraft purchase, it is not a process to be rushed.  Slow and steady usually gets the best airplane for the money, giving you years of enjoyment in the future.

    Looking to make an aircraft purchase?  Daunted by all the work that’s involved to find a good, quality airplane?  Let Texas Top Aviation do your aircraft search for you!  To learn more, visit Texas Top Aviation’s Aircraft Purchase Consultations page.

  • Flying the Piper Malibu

    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.

    Piper Malibu Texas Top Aviation

    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.

    Piper Malibu PA-46 Texas Top Aviation

    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.

     

  • Upgrading Avionics

    There are many different ways to upgrade an instrument panel.  Putting in a 696 here, a JPI engine monitoring system there, even an Electronic HSI.  But, if you want to swing for the fences and get a serious upgrade, you have to go for a complete glass instrument panel.  For good measure, you might as well throw in a touch screen GPS while you are at it.

    Which panel to go with?  There are two mainstream options (Garmin and Aspen) and a handful of other companies that make glass panel replacements (Avidyne being one, King for a short period of time at the end of the last decade being another with the KFD 840).  Around 2010, there were a lot of companies trying to get into the glass panel retrofit game, but many of the products didn’t gain a whole lot of popularity, leaving Garmin and Aspen at the top of the heap.

    What about the touch screen GPS market?  Garmin has this pretty much cornered as well, with Avidyne and King just getting into the game.  The gap between Garmin’s GTN series and Avidyne and King is pretty wide.

    Garmin GTN Series

    The answer is pretty easy when it comes to the GPS (go with Garmin!), but not so easy when it comes to the panel.  The G500 and the Aspen Evolution series are both excellent interfaces with strong reliability, so which one do you go with?  Feature-wise, both have a lot of the same features: traffic, weather, terrain, synthetic vision, to name a few.  The presentation for each feature is a little different between the two interfaces.  It just depends on what you like better.

    The nice thing about the Aspen system is you can go glass, but you have options on how much glass you want:  1 screen, 2 screens, or 3 screens?  With the single screen PFD, you have all your instrumentation, traffic, weather, and optional synthetic vision.  You don’t need the synthetic vision for the traffic and weather, as it shows up behind your HSI.  It is an honest to goodness glass panel retrofit.

    When you decide to upgrade to 2 screens, this is where Aspen has a leg up.  The second screen is a completely redundant PFD and, if you get the 2 hour emergency backup battery installed, acts as the backup instrumentation to the main PFD.  This means you can take out the old steam gauge standby instruments.  This helps clean the panel up.

    I personally don’t see the need for 3 screens, but maybe there is someone out there who needs it.

    One selling point that Aspen has over Garmin is the wide variety of autopilots and GPS units that Aspen units are compatible with.  The G500 is only compatible with King autopilots, it’s own GFC 700 autopilot (which would be a retrofit), some Collins autopilots, and the Century 21, 31, 41, and 2000.  This does cover a wide array of autopilots, but it keeps some on the outside.  Aspen, on the other hand, is compatible with most autopilots on the market.

    Finally, let’s talk price.  Going with an Aspen EFD 1000 PFD (this is the single screen Aspen) will run you somewhere in the area of $12,000.  The price will vary based on the shop and the airplane.  When you want to add a screen, it’s an additional $6,000.  This is for the base, so if you want to add weather or synthetic vision, it’ll run you a little more.

    The Garmin G500 comes in around $20,000, again depending on the shop and the airplane.  The screens are bigger on the G500, which is kind of nice, and you are buying a Garmin product, which has a fabulous track record in the aviation industry.

    Decisions, decisions.  There really is no wrong answer here.  Both are excellent products with very good track records.  Both have really nice features and don’t hardly fail.  Really, the choice comes down to what you want.

    Need training on your upgraded GPS or glass panel retrofit?  Contact Texas Top Aviation for thorough training on your new avionics today.

  • Redbird Migration at HYI

    migration-conference

    Redbird Skyport at the San Marcos Regional Airport will be hosting it’s 6th Annual Redbird Migration Flight Training Conference.  The event is focused on flight training and flight training providers.  Past speakers have included the president of Hartnell Propellers, the CEO of Big Red, and various Redbird Executives.

    The list of speakers for this year’s Migration has yet to be released, but it promises to be a good lineup.  Attendees every year always compliment Redbird on the event and the speakers they bring in.

    If you are a CFI or flight school owner interested in attending, check out Redbird’s event page to request an invitation.

     

  • The Diamond DA62: The Ultimate Twin

    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.

    Diamond DA62

    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

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