News

The Go Around Button

ByHank Gibson December 5, 2018July 14, 2026

Back in the old days, when flying an approach in an early Cirrus SR22 (circa 2004; yes, in airplane technology, those were the old days), performing a missed approach procedure was a lot of work. You were low to the ground and weren’t able to see the runway. Then, you had to start climbing so you don’t hit the ground, then push a lot of buttons in order to get the GPS and autopilot set fly the missed approach procedure. It was very easy to get distracted with button pushing, then forget to fly the airplane, putting yourself and passengers in very unsafe circumstances. The go around button has changed all that.

Going Missed the Old Fashioned Way

Let’s stick with our example of the 2004 Cirrus. The SR22 in 2004 was equipped with the Avidyne Entegra system, complete with dual Garmin 430 GPS units, and an STEC 55x Autopilot. A very capable IFR flying machine (we could use the same example of a 2004 or 2005 Lancair Columbia 350 or 400 that was equipped the same way, except the screens were vertical instead of horizontal).

We’ll use the ILS 15 at the Temple airport, KTPL, for our example. You pass TPL, the outer marker at 1,683 with the glide slope already centered. Everything is going well so far. The number 1 Garmin 430 is set to VLOC and the autopilot is showing NAV and APR for the lateral guidance and GS on the vertical, tracking the glide slope. The last weather report stated the clouds were Broken at 500 feet, so it appears like you’ll be able to get in on the approach.

As you get closer to the Decision Altitude, the clouds aren’t letting up at all. You hit 1,000 feet on your altimeter, 120 feet above the minimums, and you still can’t see a thing. Another 100 feet lower doesn’t change anything, so you elect to proceed with the missed approach. This means things are about to get busy.

Here’s the process:

Fly the airplane first, meaning shut off the autopilot, pitch the nose up to about 7 degrees, TRIM, add full power, retract the flaps, and step on the right rudder
The Garmin 430 is now in SUSP mode, meaning the missed approach point is locked in as the active waypoint. So, you have to press the OBS button to cause the GPS to cycle over to the missed approach procedure
You have to press the VLOC button on the Garmin 430 in order to change the CDI back to GPS
You have to re-engage the autopilot by pressing NAV twice (which engages GPS Steering mode)
You have to reset your altitude bug (if you hadn’t set it for the missed approach altitude previously)
You have to press VS and ALT on your autopilot to have the STEC continue the climb

That’s a lot of work, isn’t it? Plus, that’s an extensive amount of head down time in the cockpit, with your eyes looking elsewhere other than the instruments while hand flying. All very low to the ground, I might add. Can you see how this can be dangerous? (Note: The Avidyne IFD 550 has made this a little easier with automatically switching from VLOC to GPS and automatically engaging the missed approach procedure in the flight plan)

The advent of the Go Around Button has streamlined the process, leading to safer operations where it matters most. The functions of the Go Around Button vary based on the airplane, but here are three examples, the Garmin G1000 Cessna Corvalis TT, the Garmin G1000 Piper Mirage, and the Garmin Perspective Cirrus SR22.

Cessna Corvalis TT

We’ll take the above situation and swap out the airplanes. Gone is the 2004 Cirrus SR22. Insert a 2008 Cessna Corvalis TT, equipped with the Garmin G1000 suite and the GFC 700 autopilot. The go around button is positioned directly above the twist in throttle.

When you push the Go Around Button, here’s what the system does:

Disconnects the Autopilot
Sets the Flight Director for 7.5 degrees pitch up (which is about your normal climb angle) and wings level
Switches the CDI back to GPS
Takes the GPS out of SUSP mode and cycles the flight plan to the first waypoint on the missed approach procedure

Here’s what you have to do:

Follow the flight director by pitching the nose up and TRIM
Add full mixture, prop and throttle (prop & throttle should be full already)
Retract the flaps
Step on the right rudder
Re-engage the autopilot, then press NAV and VS (or FLC) and set your altitude bug if it isn’t already set

Not too bad, eh? Makes the whole situation streamlined and safer.

Piper PA46-350P Mirage

Same situation, different airplane. You’ll notice the procedure for the Piper Mirage is almost exactly the same as the Corvalis procedure. The difference between the two airplanes is where the autopilot controller is. In the Corvalis, the autopilot controller is positioned on the left side of the MFD, making it easy to scan back and forth while pushing buttons on the autopilot.

The Piper Mirage autopilot controller is positioned below both screens and in front of the power quadrant. With this positioning, the pilot’s eyes have to go a lot further to see which autopilot button he is pushing. In this case, it becomes very important to get the airplane climbing and trimmed before going down to engage the autopilot.

As in the Corvalis, here is what the Go Around button does:

Disconnects the Autopilot
Sets the Flight Director for 7.5 degrees pitch up (which is about your normal climb angle) and wings level
Switches the CDI back to GPS
Takes the GPS out of SUSP mode and cycles the flight plan to the first waypoint on the missed approach procedure

And here’s what you have to do:

Follow the flight director by pitching the nose up, then TRIM
Add full mixture, prop and throttle (prop & throttle should be full already)
Retract the flaps
Step on the right rudder
Re-engage the autopilot, then press NAV and VS (or FLC) and set your altitude bug if it isn’t already set

Cirrus SR22

This time, we’ll use the 2010 Cirrus SR22T with the Garmin Perspective and GFC 700 Autopilot. One thing I really like about how Cirrus configured their system is where the Go Around button is. It’s actually on the throttle itself, making it much more intuitive. This way, you can press the Go Around button while adding full throttle.

There is one major difference between the Garmin Perspective in the Cirrus and the G1000 in the Corvalis. When you press the Go Around button in the Cirrus, the autopilot actually stays on.

Here’s what happens when you press the Go Around button in the Cirrus:

Flight Director pitches to 7.5 degrees pitch up and wings level
AP Mode switches to Go Around mode, following the flight director
GPS comes out of SUSP mode
CDI switches back to GPS

All the pilot really has to do is add power, take the flaps up, then press NAV on the GFC 700 to get the autopilot following the missed approach procedure.

If you aren’t familiar with the Go Around button or haven’t used the one in your plane lately, it’s good to go up with a knowledgeable instructor and fly a couple of approaches where you perform the published missed approach afterward. That way, he or she can assist you through the first missed approach, then give you pointers until you get comfortable with the Go Around button.

Making An Aircraft Purchase
ByHank Gibson March 26, 2014July 14, 2026

You have finally decided it’s time to make an aircraft purchase. You’ve got your private pilot certificate with an instrument rating.

You’ve been flying for 3 years, mainly renting the Piper Arrow at the local flight school. You’ve had some frustrations at times with scheduling, since the Arrow is also used for training at the flight school. The airplane isn’t very well taken care of, is kind of old, and breaks a lot.

After several weekends of trying to book the airplane to take a weekend trip to the family cabin, your frustration finally boils over. It’s time to make an aircraft purchase.

Time for Trade-A-Plane?

Here’s a better question: Have you bought an airplane before? Do you know the process? Do you know what to look for in maintenance records? Do you know what ADs are required? Is the airplane priced higher than it’s valued?

Overwhelmed yet? Texas Top Aviation is here to help in your Aircraft Purchase. Visit our Aircraft Purchase Consultation page for more information. Ready to buy? Contact Texas Top Aviation today!
Rudder Use
ByHank Gibson September 15, 2021October 19, 2021

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.

Don’t let your feet fall asleep!
Textron Aviation’s New Single Engine Turboprop
ByHank Gibson May 29, 2016

An 8 seat, cabin class, single engine turboprop is set to come to market in 2018 from the new aviation conglomerate Textron Aviation (Textron owns Cessna, Hawker, and Beechcraft). Details were announced last week at the European Business Aviation Conference and Exhibition. The as yet unnamed aircraft will be equipped with Garmin’s G3000 avionics and will be outfitted with a GE 1,240 Shaft Horsepower engine.

The GE engine will be equipped with a FADEC (Fully Automated Digital Engine Control) computer that will allow the pilot to make all necessary power adjustments using just one lever.

Range will be about 1,600 miles at 285 knots, giving the airplane the same legs as a PC12 at slightly faster speeds, but a smaller cabin. The cabin will be equipped with a belted lav if desired.

To read more, check out the AOPA Article here.
The New Diamond DA50 Line
ByHank Gibson June 13, 2017

Diamond has joined the high performance single engine fray with the announcement of it’s new line of DA50 models. Cirrus currently has the cornered the market on easy flying, fixed gear, speedy HP single engine airplanes. But, (assuming that the Diamond DA50 gets certified in a timely manner and the appeal of the Jet A sipping SMA diesel engines appeals to a broad enough audience), Cirrus could have some competition soon.

The proposed Diamond DA50 will come in 3 different configurations, the IV, the V, and the VII. The IV and the V will each burn under 10 GPH of Jet A. The VII will burn about 14 GPH of Jet A, using the same amount of fuel as a normally aspirated SR22, but at cheaper Jet A prices (plus the discount of fuel companies like CAA or AEG Fuels).

According to AOPA, all 3 Diamond DA50 models will be equipped with the Garmin G1000 NXi panel and the GFC 700 Autopilot. The Diamond DA50 -V will be the first model expected out next year, with the IV to follow soon after. The wait for the VII will be a bit longer.

In testing, the Diamond DA50 -V showed true airspeeds of 173 knots with an expected range of almost 1100 miles. Gone is the bubble canopy that greatly increased the green house affect of the airplane. It’s replaced by two suicide doors, similar to what is on the Cessna TTx. The single back seat door on the pilot’s side remains.

Carrying capacity will be greater than the Cirrus as well. The Diamond DA50 -V will have a gross weight of around 4,000 pounds, giving it a useful load of 1,250 pounds, giving pilots a lot more flexibility in weight carrying. The Diamond DA50 exterior will be fully customizable as well as advances in carbon fiber paint and decals has come a long way since the early 2000s when white was the only option.

Here are some basic specs for each DA50 model:

Diamond DA50 -IV
- 230 HP
- 4 seats
- Less than 10GPH fuel burn
Diamond DA50 -V
- 260 HP
- 5 seats
- 10 GPH Fuel Burn
Diamond DA50 -VII
- 360 HP
- 7 seats
- Retractable Gear
- Turboprop option
I am most excited to see the performance numbers on the VII model when it comes to market. With a 360 HP engine and retractable gear, it seems like it will be a screamer.

There are also rumors that Diamond is working on a rotorcraft, the Dart 280, but there isn’t a flying model at the moment.
FBO Etiquette
ByAndrew Robinson October 3, 2015

If you’ve ever been to Nantucket Airport during the summer, you’ll understand when I say that it is a crazy place. During the summer months, especially on weekends, the airport is visited by an endless parade of airplanes ranging from the smallest GA airplanes to the biggest private jets.

One sunny Sunday afternoon I was standing in line at the front desk of the Nantucket FBO when the ramp door opened and a very grumpy and entitled man walked in. The man marched right up to the front desk and barked a fuel order at the girl working there, which she mistakenly read back wrong. After yelling at her for her wrongdoing, he announced that he had flown in to go to the restaurant and stormed off to drown his sorrows in fish and chips. Although he was a jerk, his attitude got me thinking about FBO’s and everything that the people who work at them do for us pilots.

For anyone who may not know, FBO stands for Fixed Base Operator. FBO’s can be found at airports everywhere and their business is to provide services such as fuel, hangar space, and tie downs. Bigger FBO’s can offer more services including rental cars, food, maintenance, flight instruction, etc. FBO workers have the ability to make life really good or really miserable for pilots, and, it seems to me, we pilots have the same power over them. Based on my personal experiences and the experiences of some friends who have worked at airports around the country, here are some things to think about next time you taxi onto an FBO ramp.

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I’ve divided this article into two sections:
- FBO Etiquette: What can we as pilots do to make life easier for the workers at the FBOs
- FBO Pilot Perks: Ways that FBOs can help make a pilot’s life better (besides basic services like fueling)
FBO Etiquette

Be Polite

Everyone I talked to about their time working at an FBO said that simply by being friendly and polite is one of the biggest ways we can help. Most of the people that work at the FBOs love aviation and likely are working there to be around the industry in hopes of eventually being more involved. The girl working the desk at Nantucket didn’t deserve to be yelled at just for reading a tail number back wrong; don’t forget that “please” and “thank you” are still magic words.

Call Ahead

Whether you are flying to the airport, or you left your airplane at the FBO and you need them to pull it out or fuel it, calling ahead is greatly appreciated. Most FBO’s have a radio at the front desk and have their frequency listed online and in foreflight. Call ahead and tell them that you’re coming, when you’ll be arriving, and what you’ll need when you get there (gas, rental car, taxi..etc). That way they wont feel rushed and you may get what you’re looking for more expediently upon arrival.

Fuel orders

If your fuel order is difficult or confusing (example: 6.54 gallons in the right side and 4.32 in the left) you may be better off just to do it yourself at the self serve. One of the guys I talked to said that he would have pilots ask for extremely specific numbers and then stand there watching, ready to pounce when it wasn’t fueled exactly right. Its also worth noting that fuelers do make mistakes. Its highly recommended to watch and make sure that the correct truck (Jet A or 100LL) is the one pulling up to dispense your gas. Make sure you check that the fuel caps are properly installed before departing.

Look outside

A lineman motions for the pilot to stop.

Taxiing onto the ramp is not the right time to be doing your after landing and shutdown checklists. Wait until the airplane is stopped before taking your eyes off the person marshaling you to your parking spot. I’ve been told that it isn’t uncommon for a pilot to be looking inside while taxiing and it makes the linemen very nervous as they are motioning to the pilot to stop (For those unfamiliar, with lineman hand signals, here’s a helpful link).

Brakes

Unless you have talked to them and get the okay, don’t leave the parking brake on when leaving your airplane at an FBO. Often the lineman will direct you to park upfront to make loading and unloading easy, but if you’re going to stay for a long period, the airplane will need to be towed and parked out of the way. Leaving the parking brake on can make serious headaches for the people trying to organize the ramp after you leave.

Lights

Don’t blind the poor guy parking you by leaving all your landing, taxi, and recognition lights on as you’re pulling into your spot at night. Likewise, when you are ready to leave your parking space, its courteous to signal the person waiting in front of your airplane by flashing one of your lights at them so they know you are ready to be directed off of the ramp.

FBO Pilot Perks

Good parking

This one is pretty basic. I’ve heard through the grapevine that you may get parked in the boondocks as punishment for being rude to the FBO staff. However, if asked, much of the time they can pull your airplane right up front and may even let you pull a vehicle onto the ramp to load people and bags more easily.

Cheaper hotel rooms/ rental cars

Some FBO’s have special rates with hotel and rental car companies around in the area. Although it varies from place to place, you may be surprised with the amount you can save on these travel essentials. I had a flight last week where I called and was given a quote of 185 dollars for a rental car…after telling them that I was parking at the local FBO, I got the special price of 125. Check with the FBO you will be stopping at for any of their current offerings.

Fuel discounts

Sometimes the price of fuel or the minimum uptake to waive the fees can be negotiated. Sometimes, the fees may be forgotten entirely. If you are unable to take the minimum amount of fuel to waive the landing or ramp charges, tell them what you can take and you may be pleasantly surprised with the response. Its not uncommon with our Bonanza that even though the “minimum” may be 20, I can waive the fees by up-taking 10 or 12 gallons instead.

Points/ Rewards cards

Some FBO’s offer incentives to pilots for buying gas. Many of the rewards programs are free to sign up for and will pay the fuel purchaser cash based on how much fuel they buy over a specified time period. I am a member of the Avtrip program which rewards fuel purchases at Avfuel airports with points that are redeemable for money. Avtrip is just one example of an FBO fuel rewards program; if you fly regularly, it may be worth looking into whether or not there is a fuel rewards program you can take advantage of.

Crew Cars

Most FBO’s have cars designated for use by the pilots. They are extremely nice for going to get lunch or taking care of whatever short errands you may need to run around town. Most crew cars are limited to about 1-2 hours of use, but they can often be loaned out longer based on the discretion of the people working the desk. On a few occasions, I’ve had the cars loaned to me for longer, even over night, by the nice people at the FBO (They always appreciate pilots splashing a few gallons of auto gas into the cars while they are out, too).

FBOs and the services that they provide are invaluable to pilots, both commercial and private. If we as pilots are willing to work with the linemen and service reps we can make both our lives and their lives easier. Remember to be polite and don’t be afraid to ask if you need something….that’s what they’re there for!

Andrew Robinson is a 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania. He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.
Pilatus Jet Nears Certification
ByHank Gibson October 11, 2017

The Pilatus Jet, the PC-24 Super Versatile Jet, is nearing certification. Pilatus expects the Pilatus Jet to receive European and US certification by December. The first delivery may even take place before the end of the year.

In developing the PC-24 Pilatus Jet, Pilatus, based in Switzerland, has taken the same approach as they did with the PC-12, their insanely successful single engine turboprop. Versatility is the key, with their mindset being to make the PC-24 Pilatus Jet the first flying Suburban jet. Pilatus emphasized STOL and unimproved strip operation in their design.

The huge cargo door so familiar on the PC-12 has been crafted into the PC-24 Pilatus Jet giving access to a massive cargo area. According to Pilatus’ website, the jet has a takeoff distance of only 2,690 feet, which is unheard of for a a business jet. There is seating for 11 + a pilot (yep, it’s a single pilot airplane!), so the whole family can come along. With a max cruise of 425 knots and a range of almost 2,000 miles, it’s a get somewhere airplane.

The price tag for a new PC-24 Pilatus Jet will be $8.9 million, which is just under what a new Phenom 300 costs. There is a 90 order wait list, so if you get on it now, you can get one faster than a Cirrus Vision Jet!