April 18th, 2020 was supposed to mark the MMOPA Spring Safety Stand Down, an event held around the country for PA46 owners which counted toward the Master Aviator program. Sadly, due to the COVID-19 repercussions, the in person event had to be canceled.
Thankfully, due to modern technology, the event has been rescheduled to a nationwide webcast. The date for the Online MMOPA Safety Standdown in Saturday, August 8th. Joe Casey and Travis Holland will be hosting the MMOPA Safety Standdown.
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.
There are a number of airplanes out there equipped with the Avidyne Entegra PFD and MFD system, most notably the Cirrus SR20 and SR22 models from the early 2000s and the Columbia 350 and 400 from the same era. The Entegra is pretty simple and easy to learn, but doesn’t have the capability that it’s Garmin glass panel counterparts do (I have not, however, tried the R9, which could prove much more capable than it’s predecessor). I have found that pilots master the Entegra a lot quicker because of the reduced functionality.
One of the nice features of the Avidyne Entegra is the CMAX Chartview option. With a yearly subscription, you can get all the Jeppesen approach plates and airport diagrams for the entire US on your MFD. Just like your GPS, though, you have to update the charts monthly to keep them legal. After a period of time when you don’t keep up with the updates (I believe it is 90 days), then the charts disappear.
The update process is a little tricky if you don’t have someone to explain it to you. Once you go through it a few times, you’ll have it down pat. Here’s the process for the Avidyne Entegra Chart Updates.
Jeppesen Subscription
The first step in performing your Avidyne Entegra Chart Updates is to create an account with Jeppesen, who handles all the GPS NavData and MFD Chart updates for both Garmin and Avidyne. If you already have a Jeppesen subscription, you can skip down to the next section. To do that, simply go to jeppdirect.jeppesen.com, and then do the following:
Click on Avionics Data on the upper left hand side
Click “Purchase Avionics Subscription”
Then, click on “Create Account” in the new users section
Once you’ve created an account, login, then put in your aircraft information and select 1 update for the Avidyne Entegra EX500 EX 5000
Click Continue at the bottom and you can put in your payment information
Software Needed
There are two different programs depending on if you have a PC or a Mac. If you have a PC, you need the Jeppesen Services Update Manager (JSUM). If you have a Mac, you need the Jeppesen Distribution Manager (JDM). Download whichever one you need, then login, and your updates will show up.
Downloading the Avidyne Entegra Chart Updates
First, we’ll go through the process of performing the Avidyne Entegra Chart Updates process for a Windows computer, using JSUM. You’ll need two 2 GB USB drives formatted to FAT 16. Here’s how to format to FAT 16.
Go to My Computer after inserting the USB drive
Right click on the drive
Click on Format, then select FAT and press OK
Once the USB drive is formatted to FAT16, open up the JSUM program. Login and your updates will be displayed on the screen
You’ll need to set the Avidyne CMAX Key Code
Right click the Avidyne Electronic Charts Service and click Set Avidyne Key
To get the key code, visit MyAvidyne.com and create an account using your JeppView subscription number and your serial number for your Avidyne MFD (found on the AUX page) and your PFD serial number (displayed on startup when the PFD is warming up)
Once you get the Key Code, copy and paste it in the window and click OK
Click on the service and click Start
The program should automatically detect the drive (if it doesn’t, click browse and select the drive)
Click Continue and the charts will start downloading and automatically programmed to the USB drive
If you are updating NavData on the MFD as well, follow the same steps as listed above in order to update the NavData
Next, we’ll go through the Avidyne Entegra Chart Updates process on a Mac, using the JDM program. You’ll need two 2 GB USB flash drives formatted to FAT 16 (the easiest way to format to FAT 16 is on a Windows computer, using the process above).
Open the JDM program and login
Insert the first USB drive
You’ll need to set your Avidyne CMAX Key Code
Click Service Details under the Electronic Charts Service
Click Set Avidyne CMAX Key Code
Program automatically detects the USB drive
Click and drag the Electronic Charts service over to the USB and release
The service is downloaded and copied to the USB drive automatically
Eject the USB drive
Insert the second USB drive (or plug the USB drive in to your MFD, do the update, then reformat the drive) and follow the same steps for the NavData
Updated the MFD with the Avidyne Entegra Chart Updates
Once everything is programmed the your USB drives, the rest of the process is simple. Just go out to your airplane, plug in the first USB drive with the Electronic Charts on it, turn your battery on and the avionics master, and the system will upload the information automatically. Once it’s finished, turn everything off, pull the USB drive out, then insert the second USB drive and do the same thing.
Now, you’re all updated!
If you’d like to see a video on the process, Jeppesen has some very good videos on the updating procedure. The links are below. If you have questions, please contact Texas Top Aviation and an expert will help you through the process.
Type Clubs Lead By Example with Standard Operating Practices
This article appeared in the May 2019 edition of EAA’s Sport Aviation Magazine. It is used with permission. For other articles by Charlie Precourt, please visit EAA.org and join for a full subscription.
Imagine a year when there are no fatal accidents in general aviation. Does that seem impossible? The airlines achieved that many years ago, and so can we if we focus on the right things in our safety pro- grams. In fact, the overall trend in GA accident rates over the last few years is very encouraging. AOPA’s Air Safety Institute published its annual GA Accident Scorecard recently (see www.EAA.org/ extras), revealing fatal accidents from 2008 to 2017 are down more than 30 percent. Nevertheless, there were 185 fatal accidents in 2017, so we still have a long way to go. But, there are many developments in safety programs across GA that can keep the trend going.
One such development that I’ve advocated through a couple of type clubs is establishing standard operating practices (SOP). When I flew for both the U.S. Air Force and NASA, we had what we called standard operating procedures. They were the law for our flying. That is, we had to follow them procedurally because the folks that paid our salaries said so. The objective was to ensure we all used the same playbook, minimizing the risk that one of us might develop a bad in-flight habit that increased risk to the organization.
One way to think about SOPs is to recognize the difference between procedure and technique. For example, you have to follow the manufacturer’s pilot’s operating handbook (procedure)where it says to lower the landing gear before landing. If you don’t, you are in for a bad day. However, it does not tell you exactly when to lower the gear; that’s left to technique.
In the middle, between procedure and technique, is a best practice. In this example, lowering the gear just before the final approach fix is a “standard practice.” It is the generally accepted “best” place to lower the gear. In GA, however, aircraft owners don’t generally answer to a boss, so I prefer the term practices instead of procedures.
However, whether or not someone is paying us to fly, following best practices just makes sense. If you have a good set of practices, they enable you to do things the same way every time, leaving lots of brain cells to manage the unusual, the things that might go wrong. The safest approach to accomplishing a flight task is one that leverages consistency. On the other hand, if you are inconsistent, doing flight tasks differently each time, you’ll always be struggling to keep up. So, in my involvement with the safety committees for both the Malibu Mirage Owners and Pilots Association and the Citation Jet Pilots Association, there has been broad acceptance of recently developed standard operating practices.
The good news in this development is that a culture of safety is growing broadly across most sectors of GA through these type club initiatives. Perhaps more importantly, there is much to learn from each other about the effectiveness of these various initiatives. EAA has seen a four-year drop of 47 percent in fatal accidents among homebuilts! So, there must be something right going on there — a major focus on appropriate transition training before flying a new homebuilt (as a standard operating practice) is paying off.
So, what is covered in the SOPs these type clubs have developed? The following outlines the kinds of standard practices other type clubs have set up and represent SOPs you could establish for yourself regardless of the type of aircraft you fly. You just have to fill in the blanks for your particular type and commit to sticking to them in your flying. These are notional and are practices (not mandatory procedures). They don’t tell you how to fly your aircraft; they give you things to think about when you do. If you take a bit of time to set your own SOPs and then stick with them, you’ll be a far safer pilot. Here are some ideas:
Duty Day
Set the maximum number of hours of flight time during a calendar day and rest hours off between flying days. One example is a maximum of eight hours in the air and a minimum of 10 hours off until flying again.
Cargo
Establish best practices for what you will carry as cargo. One example is no lithium batteries in the baggage compartment.
Flight Planning and Preparation
What are your limitations for the types of flight you’ll take on? Consider SOPs such as designating a suitable alternate airport for all flights. Another might be for first flights after significant maintenance, such as no flight at night or in IMC until a day-VMC functional check flight has been done.
Runway Field Length Guidelines
Establish an appropriate minimum field length for your aircraft and commit to not going into shorter fields. Consider sea level operations and high-altitude airports as well.
Surface Operations
What should be your maximum wind conditions for taxi, takeoff, or landing? Maximum acceptable crosswinds on landing? Set them in your SOP and stick to them.
En Route
Consider establishing practices like no non-operationally necessary conversation below 10,000 feet MSL, during any segment of an approach procedure, or during the last 1,000 feet before leveloff during climb or descent. Also consider declaring “minimum fuel” when the fuel state becomes less than fuel to destination plus 45 minutes at current burn, even if flying day VFR.
Approach and Landing
Consider establishing personal minimums in your SOPs for things like visual approaches. Perhaps use a 1,500-foot ceiling and 3 miles’ visibility for day and 5 miles for night, even though these exceed the FAA’s requirements.
Pilot Limitations, Training, & Currency
FAR Part 91 rules allow us to fly with pretty marginal levels of currency. Consider setting your own SOP to something more appropriate for the kind of aircraft you fly and the kind of flying you do in it. For example, consider these ideas as SOPs:
If you have less than 100 hours of time-in-type or have not flown at least 15 hours as pilot in command in the last 90 days, use a minimum planned fuel reserve of one hour.
Also, if flying IFR in this situation, use a minimum visibility for takeoff of 1 mile.
On instrument approaches, increase the published minimums by one- half mile visibility and add 200 feet to the decision altitude or minimum descent altitude.
Perform landings at a weight that allows a full stop in 60 percent of available runway length.
Consider an SOP that establishes you will fly with a CFI on a refresher flight before flying as pilot in command if you have not logged at least an hour of flight time and one takeoff and landing in an aircraft of the same type within the preceding 45 days.
Maneuver Standards
Wherever there are “techniques” associated with things like takeoffs and climbs, cruise, use of autopilot, power settings, and approaches and landings, you can write down your preferred technique as your own SOP. Describe each maneuver in enough detail (speeds, altitudes, power settings, configurations, etc.) to define a routine you will use each time. This ensures you fly consistently each flight and leverage the power of the standard operating practice, that is, to give you the bandwidth you need should you encounter an unexpected event or an emergency.
SOPs are among the exciting concepts underway to make safety programs work for us. Hats off to type clubs like MMOPA and CJP and many others that are taking the initiative. But even if you’re not in this kind of group, you can still set up your own SOPs. Let’s all look forward to our first year in GA without a fatal accident — and let’s make it soon! Fly safe!
Charlie Precourt is a former NASA chief astronaut, space shuttle commander, and Air Force test pilot. He built a VariEze, owns a Piper JetPROP, and is a member of the EAA board of directors.
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.
I was flying in the Rio Grande Valley in south Texas a few weeks ago and heard an IFR clearance given to a King Air that pricked my ears up. It was a clearance from CRP to LRD, but the routing was one you don’t hear too often anymore. Because of active military airspace, the routing was via a radial and DME off the CRP VOR (so a point defined by the radial and DME) to another radial and DME point off the LRD VOR.
It took me a second to think about how to do this the easiest (without setting up the VOR and watching the DME). After a moment’s thought, it’s actually a snap with the G1000. You create 2 user waypoints, one for each Radial/DME spot, then put those 2 user waypoints in your Flight Plan.
Here’s how.
Step 1
Using the big knob, go to the Waypoint chapter. Once there, scroll down to the User Waypoint page using the small knob.
Step 2
Press the New soft key. If you want to name the waypoint something specific, you can do that at the top of the page. If not, it will default to something like VOR 1 or VOR 2.
Step 3
Under Waypoint Type, use the small knob to select RAD/DIS (stands for Radial/Distance).
Step 4
Under Reference Waypoints, again using the small knob (or your keypad), type or dial in the VOR identifier, the radial from that VOR, and the DME distance. Press enter and you are done.
Once you have both User Waypoints created, then just put them in your flight plan (if you forget what you named them, you can just go back to the User Waypoint page), and off you go.
I have the privilege of serving on the Malibu & M-Class Owners and Pilot’s Association Safety Committee. Along with 6 other Piper PA46 instructors, we were tasked with two things last year leading up to the MMOPA Convention in Colorado Springs last October. The first was to develop a Master Aviator Program (more on that in a later article). The second was to develop Operating Practices for the Piper PA46 fleet that we as instructors could all get on board with to teach the same thing, allowing everyone in the fleet to fly approaches and patterns the same way.
When I started instructing in the piston Piper PA46 line (the Malibu, Mirage, and Matrix), I was surprised to find that there were no recommendations anywhere that I could find for approach and pattern power settings and airspeeds. This led to some experimentation on my part trying to find out what works well for the airplane. I had originally been given good training in a Malibu, but hadn’t flown one for several years, so my numbers were a bit rusty.
I have been in the Cirrus world for a very long time. One thing I greatly appreciated from an instructing point of view about Cirrus was the abundance of guidance the factory gives instructors and pilots on how the airplane is supposed to be flown. All CSIPs and all Cirrus pilots should (theoretically) be teaching and flying the exact same way.
I was quite surprised that Piper didn’t put out similar information. I wasn’t as familiar with MMOPA at the time, but was surprised they didn’t have any information either.
I apparently wasn’t the only one with a desire to have a little bit more standardization.
So, without further ado, here are the MMOPA Operating Practices that the Safety Committee put together. If you are a new Piper PA46 pilot, these numbers are what you will expect to use when you do your Initial training. If you are a seasoned Piper PA46 pilot, you probably fly these numbers, or pretty close to them already.
These are tried and true power settings and speeds for the approach phase and landing phase. They work. That was the goal of the Safety Committee: put down in writing something repeatable to enhance safety. I believe we have accomplished that.
