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.
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!
For a long time, I was happy if an FBO had a radio where I could tune the ATIS or automated weather before getting into the plane. This would allow me to skip listening to the weather in the airplane with the engine running, giving me a quicker exit from the ramp while burning a little less fuel. I would also be able to brief my taxi route from the ramp since I would know which runway was in use before getting in the plane.
As we progress forward in technology, I’m constantly amazed at how much more planning I can do from the palm of my hand. Now, I can call a phone number and get the ATIS, AWOS, or ASOS, depending on the size of the airport; if you prefer reading a text version…well, there’s an app for that.
With this technology, it’s very important for pilots to be aware of what service they are utilizing when calling these numbers. Usually only a Class B or larger Class C airport will have a phone number specifically for ATIS as well as one for AWOS/ASOS. These are listed in the Airport/Facility Directory (AFD), as well as all flight planning apps (Foreflight, Garmin Pilot, Stratus Insight). More then one pilot has called the AWOS/ASOS number for an airport thinking they would receive the ATIS (because towered airports that have ATIS phone numbers often also have AWOS/ASOS phone numbers that are different). Since the pilot didn’t hear a code on the phone, that led to the false thinking that either the tower was closed or the pilot did not have the code (ie. Information Bravo) to give to ground control when calling for taxi instructions. The minute weather can be very useful for flight planning, but the ATIS must be received before contacting ATC at a towered airport.
Notice the red box just past halfway down the page. There is a phone number for the ASOS at KSAT and a separate phone number for the ATIS next to the frequency.
Sometimes, you may get a busy tone if someone else is on the line. Usually, waiting a few minutes and trying again will lead to success. Just like old school phone lines, only one call can go through at at time! If it’s a particularly stormy day, you may be fighting a number of pilots to get on the line. In this case, an app where you can read the ATIS may be particularly helpful (Yes, there actually is a dedicated ATIS App!).
The ATIS app allows us lowly pilots without an Aircraft Communicating and Reporting System (ACARS) to access the Digital ATIS (D-ATIS ) at airports where ATIS is available. Only 76 airports in the US have D-ATIS, most of which are either Class B or busier Class C airports. Foreflight also provides D-ATIS textually at the same 76 airports, though it is only accessible depending on which subscription level you have with Foreflight (since I’m not a Garmin Pilot or Stratus Insight user, I’m not sure if either of them give D-ATIS reports).
ATIS App Symbol
With Foreflight’s D-ATIS, it does not get updated over ADS-B, only when your iPad or phone have an internet signal. When inbound to an airport with D-ATIS, the pilot has to listen to the radio frequency to get the current ATIS. Foreflight will display the last D-ATIS it received, but typically, it’s old. Check the time in the upper right hand corner.
On the Airports page on Foreflight, tap Info, then tap Weather & Advisory and the phone numbers will display along with the ATIS frequency
On the Airports page, tab Weather, then tap D-ATIS, and the last received D-ATIS will display. Note the age of the D-ATIS in the upper right hand corner
Foreflight now offers Pre-Departure Clearance (PDC) at those same 76 airports. With either a pre-registered tail number or a Foreflight call sign (starting in FFL), once a pilot files an IFR flight plan, the D-ATIS and the IFR clearance in it’s entirety are texted to the phone number the pilot filed with. All that is left to do is call ground, state “I have information Romeo and my clearance, ready to taxi,” then away you go. Skipping listening to the ATIS and talking to Clearance Delivery saves a good 5-10 minutes at times, depending on how busy the airport is.
These days, there are many different avenues to get the current weather (and IFR clearances!). When calling on the phone, the key is to be aware, know which number you are calling and, if you are expecting to hear an ATIS message but instead hear the AWOS/ASOS, verify the Chart Supplement Guide and Notices to Airmen (NOTAMS) to check tower hours of operation before flying into the airspace.
The Garmin G1000/Perspective combined with the Garmin GFC 700 Autopilot can be a great tool in descent planning. When you want to end up at pattern altitude a certain distance from the airport or you get a clearance to cross a fix at a certain altitude, Garmin VNV is a great tool. Here’s how to use it.
VFR Garmin VNV Use
Let’s say you want to end up at pattern altitude 3nm from your destination, but you don’t want to descend down into the bumps before you have to. Here’s how to set it up:
Go to the Flight Plan page on the MFD
Press the ATK OFST soft key on the bottom of the MFD. It stands for Along Track Offset, which, in laymen’s terms, means you are setting a point along your track a certain distance from your destination. In this case, it will be 3nm
Input the distance using either the keypad or the small FMS knob and press enter
Select the altitude you want to be at (in this case pattern altitude) and press enter
You will see a point 3nm before you destination appear on your magenta line and a Top Of Descent (TOD) appear where you need to start your descent
1 minute before the Top Of Descent, an indicator will appear next to your altimeter
To have the GFC 700 Autopilot fly the descent for you, you have to do two things
Set the Altitude bug for the desired altitude
Press VNV on the autopilot
All you have to do now is manage power
IFR Garmin VNV Use
Let’s say you are told to cross a fix at a specific altitude. Here’s how to use Garmin VNV to plan it out.
Go to the Flight Plan page on the MFD
Turn the cursor on and highlight the altitude blank next to the fix in the flight plan
Input the desired altitude
You will see a Top Of Descent (TOD) point appear along your course where you need to start your descent
1 minute before the Top Of Descent, an indicator will appear next to your altimeter
To have the GFC 700 Autopilot fly the descent for you, you have to do two things
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
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.
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:
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.
