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Winter Ops

ByAndrew Robinson August 10, 2015August 19, 2015

It’s summertime and the weather is hot! Over this dry, sunny season, winter flying is probably the last thing on your mind. However, now is the perfect time to start getting things in place for winter and that includes having a plan for taking care of your airplane.

Why are preparations for winter ops needed in the first place? Cold weather, especially during the engine start and warm up period, can be very damaging to your engine if precautions aren’t taken to ensure that safe temperatures exist inside the engine before you turn the key. I always thought that the biggest problem associated with cold weather was engine oil. The logic is since cold oil is thicker and less viscous as the temperature drops, it is not able to circulate quickly throughout the engine to provide proper lubrication upon starting.

While cold oil may be a factor, the introduction of multi­viscocity oils has greatly reduced that issue. The real problem is created by the different ways that various parts of the engine respond to heat. Because aluminum expands more quickly when heated than steel does, the pistons (made of aluminum) expand more quickly than the cylinders (made of steel). This can lead to scuffing on the sides of the cylinder barrel. In the same way, differential heating can reduce clearances which are designed to provide cooling oil to bearings and other vital engine parts, thereby causing damage which greatly reduces the life of the engine.

So how cold is TOO cold? Unfortunately, that is a difficult question to answer. Because there is so much variation between engines, airplanes, and environments, there really isn’t any one specific answer. An older, more worn out engine may actually be less susceptible to cold weather damage than a newer, tighter engine because its internal clearances are probably not as tight as they were a few thousand hours ago. I have heard of some people who preheat their airplanes anytime the temperature falls below about 40 degrees. For us northerners, this seems excessive. On our E33A Bonanza which has a Continental IO­520, we generally preheat the airplane when it is cold soaked in temperatures below freezing (32° F).

Here are a few of the best ways to get your machine ready for a cold weather flight:

• Heated Hangar:­ Nothing beats a heated hangar for warming up an airplane. The warm air is evenly distributed around the engine and in the cockpit (your avionics and gyros will thank you!). The airplane will need to be in the hangar for a while in order to warm up the guts of the engine. Often, the easiest way is to have the airplane pulled in the evening before the planned departure and left overnight. Many FBOs will hangar airplanes overnight for a small fee and it is well worth the price. We almost always have our charter airplanes put into hangars overnight when on a winter trip to ensure that we don’t have any trouble when we depart the next day. This practice has the added benefit of keeping the airframe clear of any ice and snow that may accumulate before you are scheduled to leave.
• Electric Engine Heaters­: Multi­point electronic heaters use heating pads that are placed around the engine in order to heat up the various components such as cylinders, the oil pan and crankcase. Most of these systems are designed to be activated by being plugged into a wall outlet with an extension cord. Preheating for a winter flight is as simple as going to the airport the night before and plugging it in. Two well ­known manufacturers of multi­point engine heaters are Reiff and Tanis. These systems are relatively inexpensive and can be a life saver if you regularly travel in colder climates. If an engine heater is the right choice for you, it is recommended to avoid less ­expensive models that heat only the oil pan.

• Covers and Blankets­: If it is especially cold or you have to preheat outside, having something to insulate the cowling and keep the wind out can be very useful. Regular blankets will work long as you can secure them in place. If you have an ongoing need for additional insulation, there are companies that make custom blankets and propeller covers to fit your airplane. If you are landing and then taking off again relatively quickly, using a few blankets and cowl plugs will work nicely to keep the engine warm while it is sitting outside. In a pinch, placing a couple of powered light bulbs in the cowling overnight with insulation on top can result in sufficient temperatures for starting the engine.

• Forced Air:­ This method is used widely by FBO’s and flight schools. Hot air is produced in a portable heater and is then pumped into the engine compartment via the openings at the front or bottom of the cowling. This method has the benefit of not requiring any additional equipment to be installed on the aircraft beforehand and can be very effective provided there is adequate time for the engine to heat completely before removal.

• Winter Baffles:­ When the air temperature starts to drop into the teens and lower, you may find it difficult to keep your engine temperatures warm enough in cruise flight. The problem is that the air entering the cowling inlets is so cold that it overcools the engine. The solution is to install additional baffling in the engine inlets to reduce the amount of airflow into the cowling. These additional baffles are usually just sheets of aluminum that are cut to the correct size and are bolted in and removed quickly and easily as needed. Some pilots swear by them while others complain that they can cause uneven cooling. If you have questions about winter baffling, I’d suggest talking to your mechanic about your specific airplane.

Winter flying can be extremely rewarding. After their hands thaw from pre­flight, a pilot is often rewarded with smooth air, improved performance and outstanding views. Just don’t forget to prepare the airplane for the cold. The preparation is often as simple as plugging in an extension cord or making a phone call to the FBO. So whether you live in the north or the south, take good care of your engine so that it can keep taking good care of you.

Cessna TTx Production Ceases

ByHank Gibson March 21, 2018May 1, 2018

Sadly, in January, a pretty great airplane was put out to pasture.  Textron (the conglomerate that now owns Cessna, Beechcraft, Hawker, and Lycoming) announced it was ceasing production of the Cessna TTx.  With the end of the Cessna TTx production, an airplane that was the main “competitor” to Cirrus (if you can call it competition; Cirrus consistently outsold the Cessna TTx by a wide margin each year), it leaves the SR series to stand alone atop the High Performance piston single market.

I got to go through Cessna’s FITS Accepted Instructor (CFAI) course back in 2012 and have flown in the Cessna 350 and 400 (which is what they were known as at the time; the Cessna TTx name came around in 2011) for about 120 hours.  I really like the airplanes.  I’m partial to the Cirrus, but the Cessna 350 & 400 are fast airplanes and great for 1-2 people.  I flew a 350 (the non-turbo charged version) from New York to San Antonio last fall and routinely saw 170 knots at 12 GPH.

Columbia started out making the 350 & 400 (the turbo-charged version) in the early 2000s, but went bankrupt in 2007.  Lancair started Columbia to make a certified version of their popular kit planes.  If you see a Lancair ES floating around, you would swear it’s a Columbia with only 1 door.  Cessna bought the design from Columbia in 2007 to begin manufacturing the airplanes themselves.

Cessna then made a huge mistake as they moved the production facility from Bend, Oregon to Mexico. Production completely halted in 2009 as the planes coming out of Mexico were found to have defective composite work.  The sales never really recovered, even though Cessna put the Garmin G2000 panel in the Cessna TTx, complete with a touchscreen key pad.  A FIKI system was added as an option in 2012.

A prospective buyer can still get a great value on a used 350, 400, or TTx, as they are valued a little lower than a Cirrus.  The 350, 400 or TTx all make excellent single pilot or two person speedsters with very comfortable amenities.

Information for this article was taken from Flying Magazine’s website.

Matching the Airplane with Your Mission

ByHank Gibson February 5, 2019February 18, 2019

Has it come time to buy your first airplane?  Have the skies been calling your name?  Or are you just tired of standing in the airport security line then getting shoved in a long metal tube with no leg room?  Or, maybe you are a businessman who does business in remote areas that have local airports but are hard to get to commercially.

Wherever your need is, you have decided it’s time to make a purchase.  If you are familiar with aviation, you may have an airplane in mind that you would like to have, but is that the right airplane for your mission?  If you are new to aviation, you may have no idea what airplane to go for.  Here are some helpful hints in narrowing down the different airplane options out there to fit your specific mission.

Flying For Enjoyment, but Not Going Far Fast

If you’re just a weekend flyer who is tired of dealing with flight school rentals, but you don’t need to carry a lot of people or go very far, your options are pretty numerous.  Anything from a Cessna 152 to a Piper Cherokee, maybe a Beech Sundowner, or a Bellanca Viking, or anything in between.  If you are content with taking a weekend hop for a hamburger at 100-110 knots, you have limitless options for airplanes.  Tailwheels (Cubs, Citabrias, Huskies) are excellent birds for you well.

Getting Places Fast With Only You and Maybe One Passenger

Need to go 200-300 miles fast and not worried about weight?  A Cirrus SR22T, a Columbia 400, or Cessna Corvalis might be just what you need.  Cruise speeds on those are all around 180-190 knots at 10,000 feet. All are oxygen equipped if you want more speed higher up, as the service ceilings are 25,000 feet.  Payloads run in the range of 400-500 pounds with full fuel.  All these have air conditioning options, too.

Hauling More Weight, but Still Need the Speed?

A little slower (150-170 knots) but a little bit more payload options are A36 & B36 Bonanzas, Piper Saratogas, Cessna 206s, or Cessna 210s might suit your fancy.  All come in turbo models if you are a high elevation dweller.  The Cessna 206 has been used for many years as cargo and people haulers in remote regions like Alaska, South America, and Africa.  I’ve even seen pictures of snowmobiles being carried in a 206.

Tired of Oxygen Cannulas?

The next step up from a Cirrus, Corvalis, or Saratoga is the Piper Malibu.  A bigger brother to the Saratoga, the different PA-46 models offer one of the best options for a single engine piston out there.  All except the Matrix (PA-46-350T) are pressurized, all the pistons cruise about 200 knots, and all are configured with club seating with plenty of leg room.  Useful loads range around 1200-1400 pounds (they hold 120 gallons of fuel, so payloads range from 480-680 pounds).  The original Malibu (PA-46-310P) only burns 16.5 GPH so that allows partial fuel to be carried to allow more people and bags.  All have 6 seats.

Need to Carry Even More Weight?

It’s time to get into the piston twin market, then.  A Cessna 414, a Cessna 421, a Cessna 340, a Beech Duke or a Beech Baron are all pretty good options here.  The 421 and the 414 have the largest cabins, while the Duke has the highest useful load.  Cruise speeds range from 200-220 knots, but the cabin is roomier and you get a few more pounds useful load than a piston single.  If you do get into a 421, get good training as they are equipped with Continental geared engines, which can be tricky to operate if you don’t know what you are doing.

Need to Carry a Lot of People and Go Fast?

Turboprops are the way to go for you.  King Airs have the most utility while  the Pilatus PC-12 is the cream of the single engine turboprop crop as you can put almost anything you want in it.  If you have 4-5 passengers, stay away from a Piper Meridian as you can’t carry a lot of weight.  Those are better for 2-3 passengers at the most (plus a pilot).  The TBM 900 is pricey, but fast (300-325 knots).  The original TBM 700 can be had for under a million bucks, you get 280 knots, and a very usable useful load.  You still can’t fill all 6 seats with full fuel, but you can do more with it then a Meridian.

Have a Boatload of Money Sitting Around?

A jet might be for you then.  Fuel, insurance, maintenance, and hangar costs are high, but jets will get you places real fast with room for all your friends and family.

3 Tips to Better Landings

ByHank Gibson December 21, 2017December 21, 2017

In my 3,000+ hours of flight training, I have developed some tips and tricks to help people fly better.  With teaching landings, I have 3 specific tips that will make smoother landings every time, guaranteed.

A Good Pattern

A wise flight instructor whom I would love to give credit to (but don’t know who it is!) once said that a good landing starts off with a good traffic pattern.  So true!  A good landing all begins with the setup.  This is true for a VFR rectangular traffic pattern or an IFR instrument approach.  Flying the proper speeds and being at the proper AGL altitudes helps immensely in making a good landing. Being at 600 feet AGL on a 1/2 mile final (or the alternative of 60 feet off the ground on a mile final!) makes it hard to make a good landing.

Proper Use & Understanding of Pitch and Power

Once flaps are used in the pattern, the plane is now on the back side of the power curve (or in the region of reverse command).  Power is now being used to control the plane’s rate of descent while pitch is being used to control airspeed.  The key is, both pitch and power work together, so if the pilot changes the power, he’ll also need to change the pitch and vice versa.

The common mistake I see here is when the airplane gets low on final, the pilot tends to (quite naturally) pitch up.  All this does is bleed off airspeed and cause the airplane to sink faster.  The proper input would be to add power, then adjust the pitch for airspeed.

Look Down the Runway

Now that we have gotten to the point of the round-out and touchdown, it’s the most important part.  The best thing the pilot can do to make the best landing possible, is to look at the trees at the end of the runway.  When I worked with college students, I told them to find the owl in the trees at the end of the runway.

The tendency is to stare at the pavement (or concrete) the whole way down to the landing.  When a pilot’s eyes are fixated on the ground, this destroys his depth perception and causes a level off too low to the runway, resulting in a 3 point landing and/or a bounce.

By looking at the trees at the end of the runway, this gives the pilot much better depth perception and allows him to properly judge where to level off the airplane.

The question now is when should the pilot start looking at the trees?  My recommendation is crossing the threshold of the runway.  For some, it works better to start looking at the trees when turning final.  Others, right before the level off.  Regardless, find that owl!