When cleaning airplanes, the majority of people don’t know how to properly maintain their TKS panels. TKS panels provide wing leading edge, horizontal stabilizer leading edge, and, in the case of FIKI airplanes, vertical stabilizer leading edge de-icing protection. For those not familiar with them, they are metal strips that have thousands of holes drilled into them where the TKS fluid seeps out. They have become quite prevalent on Cirrus aircraft, the Cessna TTx, and Mooney aircraft manufactured in the last decade or so. The system is also known as a weeping wing system.
Being on the leading edges, these panels pick up bugs very easily. For the uninitiated, it would make sense to just use normal airplane cleaner to spray the panels and scrub the bugs. Don’t!
Using anything that contains Methyl Ethyl Ketone (MEK) as that can harm the TKS bladders behind the panels. Any aircraft cleaner containing wax could cause the pores to clog, preventing the TKS fluid from properly seeping onto the wing.
What’s the best thing to do? Soap and water with a soft cloth is a good start (again, make sure it doesn’t have wax in it. Dish soap would be suitable). No hose available? Just simply turn the TKS system on, let it run till you start to see fluid drip off the wings onto the ground, and use the fluid to clean the panels.
A soft cloth would work fine, but, if the panels are really buggy, take a green scouring pad to do some scrubbing. Just make sure the scrubbing motion is up and down with the grain, not side to side. You can find the green scouring sponges on the dishwashing aisle in the grocery store. Just leave one in the hangar for when you need it.
This is a re-post from Assured Partners Aerospace’s 2nd quarter Newsletter. The full newsletter can be found on Assured Partners website.
Until the war in Ukraine, the aviation insurance market could be described as “stabilizing” after a couple years of volatility with higher premiums and tighter underwriting. However, and hopefully perhaps only for the short-term, the Ukrainian war immediately brought uncertainty back into the worldwide aviation insurance market.
According to Business Insurance, “the impact of Russia’s invasion of Ukraine represents the biggest potential loss to the aviation war market since 9/11.” One leasing firm alone has reportedly already filed a claim of approximately $3.5B for aircraft and engines they say have effectively been seized by Russia. And, because the aviation insurance arena is so small, what happens around the world at this magnitude can have cascading, detrimental effects on the US aviation insurance market.
In addition, the well-publicized spike in fuel prices could have another cooling effect on aviation operations. Generally, less air activity combined with higher operating costs equates to more frequent requests for reduced coverage, taking premium dollars away from an already-small market.
Aviation insurance buyers should therefore remain on the alert throughout 2022 for potentially quick changes to the aviation insurance marketplace that might affect either their current insurance program or their next renewal.
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.
It’s winter time, so that means winter weather for the aviation community. For single engine piston pilots, that means dealing with icing conditions. For us Texan flyers, ice only presents an issue for maybe a week out of the year (the exception being for those Panhandle residents!), but it’s nice to have some protection.
Most single engine pistons do not come with ice protection from the factory and, of those that do, most are not Flight Into Known Icing (FIKI) approved. The systems are “get out of jail” systems that can reduce the amount of ice you pick up if you accidentally get into icing conditions and you are on your way out. The Cirrus SR22 line of aircraft has had the TKS system option since 2006, with the new FIKI system being available since 2010. The Cessna TTx has a FIKI option that was debuted in 2014.
The above mentioned airplanes use TKS systems. There are a handful of single engine pistons that use boots that are FIKI certified: the Piper PA46 line (Malibu, Mirage, and Matrix) and the Cessna P210 and T210 line (though not all are equipped with boots).
If you find yourself flying into wintry conditions often and want some protection for your clean wing airplane, there are some aftermarket options for a lot of airplanes now. Do note that all these systems do come with a pretty hefty price tag, but can be worth it if you fly into icing a good bit.
CAV Ice Protection TKS Systems
CAV Ice Protection is a TKS system outfitter. What is TKS fluid? According to Flying Magazine:
“TKS systems dispense an ethylene glycol-based fluid with a freezing point below minus 70 degrees F through porous titanium panels attached to the leading edge of the wing and empennage. The fluid is released through thousands of the panels’ laser-drilled holes, which are not much larger than the size of a human hair. As air flows over the wing and empennage, it disperses the fluid, coating the surfaces, and preventing the formation and adherence of ice.”
The advantages of a TKS system are the whole entire wing gets coated to get rid of any extra ice that adheres to the top or bottom of the wing surface. The disadvantage is there is only a finite amount of fluid, so when it runs out, you don’t have any more protection. The fluid also adds extra weight agains the useful load of the airplane.
CAV Offers a Basic TKS system for the following single engine piston aircraft:
Beech Bonanza
Cessna 182, 206, 210, 350, & 400
Columbia 350 & 400
Piper PA32
Mooney M20
CAV Offers a full FIKI System for the following single engine piston aircraft:
Ice Shield is another after market de-ice option. Ice Shield makes boots for wing leading edges. The advantage of boots is they activate instantaneously, getting rid of ice where it builds up first, on the wing leading edge. No running out of fluid and only the added weight of the system. Ice Shield also offers heated windscreens for several the Piper Saratoga line and the A36, B36, and G36 Bonanza line.
Ice Shield has boots for the following single engine piston aircraft:
One other company, Kelly Aerospace, makes an electric leading edge de-icer called the ThermaWing for the Cessna/Columbia 350/400 line. You can read a review of the ThermaWing here, or check out Kelly Aerospace’s website.
AOPA recapped the year in the general aviation industry recently. A lot happened in 2016 including the certification of both the Cirrus Vision Jet and the Honda Jet. Several other manufacturers debuted new models, including Mooney with their Ovation Ultra and it’s 2 doors and Cub Crafters with their faster XCub.
To read the full year in review, you can read the AOPA Article here.
You have just received the keys of your shiny new (to you) airplane complete with a beautiful Garmin G1000 glass panel flight deck. Synthetic Vision, WAAS, and ADS-B are all installed. You are ready to cruise in high technology.
You turn on the PFD and MFD and notice one problem. All your databases are expired. No big deal, right? Your Garmin 530W was easy as pie to update with it’s single data card.
You start looking around and can’t find the data card. Then you notice that there are several SD cards in slots on the panels. SD cards won’t fit in your Blue Jepp Skybound card reader. Confusion sets in which quickly leads to full on panic.
What have you gotten yourself into?!
No need to fear, Texas Top Aviation is here to help with your Garmin G1000 database update confusion (and hopefully not panic).
Database Update Providers
First, you have to choose who to get your Garmin G1000 updates from. You have two options. One is Garmin (fly.garmin.com; always use either Firefox or Chrome to update, don’t use Safari). The other is Jeppesen.
Honestly, there is no difference between the data that each provides. If you had a 530 or 430 before, you used Jepp already. Just keep the Jepp account, call them, and have them get you set up for your Garmin G1000 updates.
If you didn’t have a Jepp account before, I would use Garmin, for a couple of reasons. You get multiple downloads in case you mess something up (Jepp NavData gives 1 download per month, while Safe Taxi, etc. you get 2-3). On Jepp, you have to call in and have them reset the account, which can be a pain if it’s after hours or a Saturday or Sunday.
The other problem with Jepp is since Boeing bought Jeppesen, I have found it extremely difficult to find online where to set up a new account and purchase databases. Yes, you can always call, but, again, problematic after hours or on a weekend.
The only problem with Fly Garmin for your Garmin G1000 updates is Garmin is constantly updating their program. You have to update their downloader quite often, which can be a bit frustrating.
I’m going to use Fly Garmin as my example.
What to Buy
Garmin gives you a couple of different bundle options for your Garmin G1000 updates, the OnePak and the PilotPak. The main difference between the two is the PilotPak includes approach charts that display on your PFD and the OnePak doesn’t. Therefore, the OnePak is about $200 cheaper.
Both include Navigation Data, SafeTaxi, Obstacles, Airport Directory, Terrain, and the BaseMap.
How to Update
Once you have followed all the instructions on Garmin’s website (or gotten Jeppesen set up), here is what to put on which SD card.
NOTE: YOU WILL NEED TO PURCHASE ONE OR TWO BLANK SD CARDS FOR THE NAVIGATION DATABASES. DO NOT PUT THE NAVIGATION DATA ON THE SD CARD THAT IS ALREADY IN THE TOP SLOT ON THE MFD. THAT IS FOR ENGINE DATA LOGGING ONLY. NO NAVIGATION DATA SHOULD EVER BE PUT THAT ON THAT CARD.
Bottom Card, PFD
SafeTaxi
Obstacles
Bottom Card, MFD
SafeTaxi
Obstacles
Airport Directory
Flite Charts
Top Card, PFD & MFD (This is the new blank SD card(s) you bought)
NOTE: REMOVE THE TOP SD CARD IN THE MFD THAT IS ALREADY IN THE SLOT AND DON’T PUT ANY DATABASE INFORMATION ON IT.
Ignore everything above and put all databases on the bottom card of the MFD. You have database sync, so you don’t have to mess with multiple cards. When you do an update though, go to the AUX chapter on the MFD and scroll down to the Databases page. Ensure that all dates match what you just put on the SD Card.
For you Jeppesen users, check out the new Bad Elf Wombat updater that works with the iPad JDM app for updates.
I love cross country flights. Airplanes are designed to travel. When I was instructing private students, my favorite lessons were always the first cross country flights. I looked forward to getting my students out of the pattern, away from the practice area, and showing them what they could really look forward to as a private pilot.
When I was in college, my friend and I borrowed his dad’s Cessna 150, did a cross country flight in it from Indianapolis to Kitty Hawk, then down the coast to Florida. We camped in the grass next to the airplane wherever the airport managers would let us and had our own aviation adventure complete with mechanical problems, unexpected weather, and interesting people along the way. These types of trips have produced some of the best memories and experiences that I’ve acquired during my aviation career so far.
Unfortunately, I know many people whose only cross country flight experience is what was necessary to satisfy their Private and Instrument training requirements. Some of them are nervous about the idea of venturing away from the familiarity of their home airport, while others are relatively new pilots who simply don’t know where to start planning a long cross country flight.
I’ve taken some notes on my preparations for an upcoming cross country flight that I’ll be flying in my dad’s Bonanza. I’m hoping this checklist might help others feel a little more confident that they have everything they need to get going.
Oil
Its always a good idea to bring a few extra quarts of oil. If you stop somewhere and find you need some, its nice to have the right kind on hand. Never assume that the airport you’ll be landing at next will have oil available.
I like to keep a few extra quarts of 15W50 in the back of the Bonanza, just in case (photo from oil-store.com)
Fuel Stops
Here is an example of the 100LL price tool as seen on the Foreflight maps page
I’ve learned the hard way that calling ahead to verify fuel availability can be extremely important. I landed at an airport in Ohio one beautiful Sunday morning to find that the FBO wouldn’t be open until much later in the day. Naturally, there was no other fuel available on the field. I hadn’t called ahead to verify the hours of fuel availability (I assumed they had Self Serve) and had only 2 options: wait a while for the FBO to open, or try and find somewhere else nearby that had gas. As far as price, www.100LL.com is a valuable tool for finding cheap fuel. Foreflight also has posted prices for 100LL and Jet A, but it’s still a good idea to call ahead and verify price and availability.
Batteries for electronics
It’s miserable to run out of batteries for a noise canceling headset with hours remaining in your flight. Bring spares, not only for your headset, but for your flashlight and other gadgets as well. Make sure your hand held GPS, iPad, and Stratus are charged (if you have them). I like to carry a charge cable and adapter as a backup so that I can plug things into the cigarette lighter.
Jumper Cables
We always carry the ground power cable in the back of the Bonanza just in case we ever need a jump. Last month, when I was flying down to Texas, I was glad I had them; we had a dead battery after our fuel stop and had to borrow some power from an FBO worker’s pick up truck. Don’t assume that wherever you are stopping will have the correct cable to jump your airplane, especially if it requires a specific plug.
These are the cables we keep in the back of the Bonanza (photo from airchief.com)
Parking Fees
Every airport is different. I like to call ahead and find out how much the FBO is going to make me pay in landing/overnight fees. When I flew up to Buffalo last summer, I paid 25 dollars for parking at Niagara International (IAG). Had I parked at Buffalo (BUF), they would have charged me over $200.
Approach plates and charts
Make sure you have current approach plates and charts either physically available or downloaded before you blast off. Having a copy of an AFD is a good idea as well, be it digital or paper.
Rental cars
If you arrange it beforehand, many FBO’s will have the car ready for you upon arrival. You may also be able to drop the car off at the FBO when are finished, instead of taking it back to the rental agency. It sure is nice to have the car pulled up next to the airplane when it’s time to unload.
Hotels
Bigger FBO’s may have discounted rates with local hotels. If you call the desk and explain your needs they may offer to book it for you, or at least point you in the right direction. It may be worth picking an airport with more expensive fuel if it puts you closer to the hotels or restaurants you want to go to.
Come back next month for Part 2!
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.
