Have you looked longingly at the Aspen PFD or Garmin G500, imagining those beautiful glass panels set in your airplane? Think it’s too advanced for your flying skills? Well, think again! Hank Gibson of Texas Top Aviation will be hosting a seminar at the Redbird Skyport FBO at the San Marcos Airport (KHYI) on Thursday, September 25th at 7pm to enlighten everyone on all the different glass panel and modern GPS options out there.
No panel is too complex! No GPS is too complicated! Come hear about how you can upgrade your steam gauge airplane to a modern, glass panel cockpit that will be the envy of all your pilot buddies.
The seminar begins at 7pm in the large conference room at the Redbird Skyport. Come see this beautiful facility which hosted the AOPA Fly In this past April. There will be two drawings for free flight training in your airplane, so make sure you get your entry in once you arrive. WINGS credit will also be given.
Redbird welcomes pilots flying in for the event. If you are flying in, please show your support for Redbird by purchasing fuel!
Signup is required for the event. To sign up, please click here.
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.
There has always been something that felt wrong to me about how the walkway on many models of Beechcraft extends onto the right hand flap. I have never felt right about stepping onto the flap as I make my way into and out of my dad’s E33A Bonanza and therefore I generally try to step over top of it and place my foot on the wing instead. But does this effort actually make any difference, or am I just making my self look silly for no reason?
Well, as it turns out, it wasn’t such a bad idea. In 2007, a pilot flying a Beech reported a split flap condition. Upon inspection, it was found that there was damage to the actuation rod attachment as well as the nose rib and nut plates. Six other aircraft were checked and found to have similar damage. These findings were submitted to Hawker Beechcraft and in 2008 and they issued a maintenance alert regarding the issue. In 2011 the FAA issued SAIB CE-11-21 (Special Airworthiness Information Bulletin) to alert owners, operators, and maintenance personnel about the problem; specifically warning of the potential for cracking in the nose flap rib (part number 35-165050-84). And while its true that this type of damage is not limited to the right hand flap, it is known to be much more common on that side. Stepping over the flap instead of on it is recommended by both the FAA and Beechcraft as a solution.
Unfortunately, the flap cracking is known to span a wide variety of aircraft types. A 2011 “Safety Communique” issued by Hawker Beechcraft lists the affected models as:
-Bonanza 33, 35, and 36
-Baron 55, 56, 58, and 95
-Duke 60
Damage at the flap actuator point (Photo Courtesy of AOPA)
According the the FAA, the cracking can been found most commonly on airframes which are between 4,000 and 6,500 hours, but has also been found on aircraft with as few as 2,000.
So, what do we do about it?
First off, although much of the damage is difficult to detect without dis-assembly, the paperwork from both the FAA and Beechcraft recommend taking a look at the flap yourself to see if there are any obvious signs of problems. They also suggest taking special care looking in this area during your preflight inspections.
Next, if you have an airplane which may be susceptible to cracking, talk to who ever is doing your maintenance work and have them look carefully during your annual inspections. I talked to one of the IA’s at our shop who has dealt with this issue before and he told me that most shops will remove the flap and send it away to a repair station to have it fixed. It’s possible that if you purchased your airplane used it may have already had this issue taken care of; a quick look through the maintenance logbooks should clear up any questions.
Repaired rib next to a damaged rib (Courtesty: AOPA)
Regardless of whether your airplane is known to suffer from this problem or not, do your best to avoid stepping on the flap when getting in and out of the cockpit. It is also a good idea to ask your passengers to do the same as this simple act could end up saving you big headaches and big money someday down the road.
For more information regarding the flap issues discussed above, talk to your maintenance provider and visit these links:
When I was working on my instrument rating back in 2007, my instructor and I did a lot of unpublished holds. In ground school, I heard a lot about holding for weather or holding due to a traffic delay. At my first job, my chief flight instructor was also a Continental (now United) captain and he told me a lot about having to hold for weather going into different places.
I heard all this, but I figured it would never happen to me when I’m flying GA airplanes.
Boy was I wrong!
I was flying a Piper Malibu into Phoenix with two passengers for Super Bowl weekend and the weather was awful. No thunderstorms, but moderate precipitation and low ceilings. We were coming into Deer Valley (KDVT) on the north side of Phoenix and about an hour out, ATC advised me that arrivals into DVT were having to hold and to expect a delay. The controller said the delay would be about 30 minutes, so by doing a quick calculation, I determined the delay would probably be all cleared up by the time I got in the area. At the time, I didn’t know if the delay was due to weather or traffic congestion.
Twenty minutes later, the controller advised me that there was still a delay. I queried what it was for and he informed me it was due to weather. He asked me if I wanted to hold or divert. I listened to the ATIS and heard the ceilings were variable from just below the minimums to just above. I told him I would hold as the TAF I saw predicted the ceilings to go up.
“Malibu, hold present position, hold east, expect further clearance 2140 Zulu.” Gulp.
At this point, my autopilot had gone out, it was turbulent and I was definitely in the soup. This was going to be fun.
After recovering my wits, I read back the clearance, then set about setting up this hold without getting too far from my present position. The Malibu I was flying had a Garmin 530 which I was using as my primary means of navigation. I was on V190, but I didn’t have all the fixes in my flight plan. What to do? And what to do fast?
The 530 has a rarely used function called a User Waypoint. It comes in handy in situations like these. On the moving map, you can turn the cursor on, move the cursor to any point on the map, and, by pressing enter, create a User Waypoint. This is what I did on V190. After I created it, I had to go to my flight plan, find the right spot, and input the User Waypoint just like I would any fix. Just a note here, when you create a User Waypoint, make sure you remember what you named it so you can find it again.
After I input the User Waypoint in the flight plan, I had to go back and activate the leg that the User Waypoint was the end point on. Then, to make sure the flight plan didn’t go to the next waypoint once I crossed my User Waypoint, I had to press the OBS button on the 530 in order to put the GPS in suspend mode.
Keep in mind, my autopilot wasn’t working, so this involved a lot of multi-tasking!
That’s how to do a present position hold using the Garmin 530. Got all that? Here’s a concise review:
Create a User Waypoint
Turn the cursor on by pressing the FMS knob
Move the cursor to the point where you want your User Waypoint
Press enter and name the User Waypoint
Press the Flight Plan button
Input the User Waypoint into your flight plan at the proper point
Activate the leg that the User Waypoint is the end point on
Finally, press the OBS button to put the GPS in suspend mode
After you’re cleared onward, just press the OBS button again to take the GPS out of suspend mode
The Malibu & M-Class Owner’s and Pilot’s Association recently released their MMOPA Vision Video. It is a great video detailing the history of the Piper PA46 & the history of MMOPA. The PA46 would have ceased to exist without the founding of the original Malibu Coalition.
Checkout the video above (and Texas Top Aviation’s Hank Gibson even gets a cameo!).
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
So the Word became human and made his home among us. He was full of unfailing love and faithfulness. And we have seen his glory, the glory of the Father’s one and only Son (John 1:14).
From the Texas Top Aviation family (Hank, Kelsey, Everett, Cooper, and Cord) to your family, we wish you a Merry Christmas! We are thankful for how the Lord has blessed us this year. We pray for blessings on your family this coming year.
