News

Mooney Enters the Training Market with the Mooney M10

ByHank Gibson November 19, 2014December 5, 2014

Earlier this week, Mooney announced they would be following competitors Piper (with their Archer DX) and Redbird (with their retrofitted 172 known as the Redhawk) into the training market with the Mooney M10 T and Mooney M10 J. Mooney, which hasn’t manufactured a primary trainer since the Mooney M10 Cadet in 1970, is planning on putting Jet A burning Continental Engines in the new aircraft. The mockup was unveiled at Airshow China.

The Mooney M10 T is a 3 seat, fixed gear trainer sporting a Continental CD-135 engine. At 135 HP, the initial design data claims the Mooney M10 T will be able to cruise at 140 KTAS at 75% power, allowing the Jet A engine to burn between 4-5 gallons per hour while holding 42 gallons of fuel. As with other Jet A piston powered airplanes, the Mooney M10 T will have a Fully Automated Digital Engine Control (or FADEC) system. This leaves just a single power lever in the cockpit, allowing the pilot to set a percent power and the FADEC computer will set the manifold pressure, prop speed, and mixture.

The Mooney M10 J has a slightly bigger engine, the 155 HP Continental CD-155. It also is equipped with retractable gear. Initially, Mooney is predicting 160 KTAS at 75% power for the Mooney M10 J. The airplane will come as a two-seater, but will have a third seat as an option. Mooney says that the Mooney M10 J will allow pilots to make an easy transition to the bigger and faster M20J that has been popular for many years amongst “Mooniacs.”

In a new direction for Mooney, the Mooney M10 T Mooney M10 J will both be composite airplanes with side sticks, instead of the traditional sheet metal exterior with a yoke as Mooney aircraft have been in the past. Also venturing from the more powerful Mooney aircraft is the fact that the Mooney M10 T and Mooney M10 J will have two doors. Remaining, though, is the swept tail that Mooney aircraft are known for. Both airplanes will be equipped with Garmin G1000 panels, while the Mooney M10 J will also have the GFC 700 autopilot, marketing more toward aircraft owners rather than students.

The only downside that I read about was the time between replacements for the engines. For the CD-135 engine in the Mooney M10 T, time between replacement is 1,500 hours, whereas the CD-155 only has a 1,200 hour replacement time.

Mooney expects certification and deliveries to begin for the Mooney M10 T and Mooney M10 J in 2017.

Information courtesy of AOPA and Mooney International. Images courtesy of Mooney International.

2020 Texas Top Aviation Santa Fe Golf Fly In Rescheduled
ByHank Gibson June 17, 2020June 17, 2020

The 2020 Texas Top Aviation Santa Fe Golf Fly In has been re-scheduled due to the COVID-19 pandemic and quarantine. The new date is September 3rd-5th at the Santa Fe Buffalo Thunder Resort and Towa Golf Club.

For more information on the event and to register, please click here.
PIREP: IFR Clearances at Uncontrolled Airports
ByHank Gibson June 17, 2019June 17, 2019

There is great news coming for all IFR pilots who utilize the multitude of uncontrolled airports across the US.

From the beginning of aviation time, the process of getting an IFR clearance at an uncontrolled airport has been arduous. For airports under Center controlled airspace, you had to dial the Clearance Delivery line, which ported you to Flight Service. Then you sat on hold till someone picked up, gave them your information, then sat on hold again while they called the Center. Finally, after what seemed like an eternity, the briefer came back with your clearance and departure instructions.

On a busy day, this could take ten to fifteen minutes, which can be really annoying when a pilot is trying to take off and get somewhere.

In my opinion, this also led to a lot of unsafe (and probably illegal) VFR departures when conditions were either clearly IFR or unsafe if buzzing around at low altitudes and high speeds in Class G airspace.

RCO’s (Remote Communications Outlet, 2nd column, halfway down) and Clearance Delivery Frequencies are in place at some airports, but by and large, the above process was how you got your clearance.

Departing from a TRACON controlled airport usually was easier and quicker. The TRACON has a direct line that is available for pilots to call to speak directly with a controller, but not all these phone numbers are published.

As of June 20th, the FAA is implementing this at all uncontrolled airports. On the chart supplement for all IFR charts across the US (not including Alaska), the FAA will publish the Center phone numbers and remaining TRACON phone numbers for pilots to call directly to receive their IFR clearances and departure instructions, and to cancel their IFR flight plans (A lot of TRACONs already have their phone number published).

Flight Service will no longer be taking IFR flight plan cancellations. Pilots will still be able to cancel with Center or TRACON in the air, but will now need to call the number on the chart supplement on the ground for cancellation.

Now that the FAA is modernizing this process, hopefully more pilots will decide to call on the ground for their clearance on a MVFR or IFR day instead of taking off and trying to pick it up in the air.

Finding the Chart Supplement on Foreflight

Where is the Chart Supplement? I’m so glad you asked.

Before iPads, everyone carried around the green book, officially known as the Airport/Facilities Directory, or A/FD. With the advent of Foreflight & Garmin Pilot & others, all the information in the A/FD is now easily accessible in each of the Apps.

Foreflight may integrate the clearance delivery phone number for each airport into their airport information page, but in the meantime, here is how to find the Chart Supplement.

On Foreflight, go to Documents along the bottom of the App. In the Catalog on the left, tap FAA. Chart Supplement will be about 1/3 of the way down the page. Tap that, then tap the region you need and it will download into your Documents Library.

Once it is downloaded, check the Table of Contents for FAA Telephone Numbers and NWS. Go to that page and scroll through to find the Center or TRACON you are needing, then dial the number.

Happy Flying!
7 Reasons An Airplane Buyer Should Use An Airplane Broker
ByHank Gibson May 7, 2024May 7, 2024

In the realm of buying airplanes, navigating through the complexities of the market can be as challenging as piloting through turbulent skies. Whether you’re a seasoned aircraft owner or a new pilot looking to acquire your first aircraft, enlisting the expertise of an airplane broker can significantly streamline the buying process. Here are some compelling reasons why engaging an airplane broker is a smart move for buyers:
1. Expertise and Experience:
  Aircraft brokers are seasoned professionals with in-depth knowledge of the aviation industry. They understand what aircraft models fit different missions (you don’t want to have an expensive jet for 200 mile trips for 2 people), market trends, airplane values, and technical knowledge to help avoid “lemon” airplanes before even the inspection begins. Leveraging broker expertise can help buyers make informed decisions, avoid pitfalls, and secure the best deal possible.
2. Access to a Vast Network:
  Airplane brokers have extensive networks comprising sellers, manufacturers, and maintenance facilities. This network gives buyers access to the experts on the aircraft they are wanting to buy. Whether you’re in the market for a brand-new aircraft or a pre-owned gem, brokers can tap into their connections to make sure the airplane selected is a well maintained aircraft.
3. Time and Resource Efficiency:
  Searching for the right aircraft can be a time-consuming and labor-intensive process. From researching available options to arranging pre-buy inspections and negotiations, the tasks can quickly pile up. By entrusting these responsibilities to a broker, buyers can save valuable time and resources. Brokers handle the legwork, allowing buyers to focus on family, life and work while still staying informed and involved in the decision-making process.
4. Objective Guidance and Advocacy:
  When emotions run high during the aircraft buying process, having an impartial advocate can be invaluable. Airplane brokers act as trusted advisors, offering objective guidance and a high level of knowledge about different airplanes. That knowledge comes in handy when evaluating aircraft specifications, assessing market value and negotiating terms. Brokers provide valuable insights and ensure that buyers make well-informed decisions aligned with their goals.
5. Streamlined Transaction Process:
  Purchasing an aircraft involves navigating a complex web of legal, financial, and logistical considerations. Brokers are well-versed in handling these intricacies and can streamline the transaction process from start to finish. They coordinate with legal experts, financial institutions, escrow companies, maintenance shops and regulatory authorities to ensure a seamless and hassle-free experience for buyers, minimizing potential delays and complications along the way.
6. Cost-Effective Solutions:
  While some buyers may be hesitant to engage a broker due to concerns about additional costs, the reality is that brokers often help buyers save money in the long run. By leveraging their industry knowledge and negotiation skills, brokers can steer buyers away from airplanes that are potential money pits and toward airplanes that have excellent maintenance pedigrees. Brokers are often able to secure favorable pricing and connect buyers to other experts in maintenance, insurance, and other essential services.
7. Peace of Mind:
  Perhaps most importantly, working with an airplane broker provides buyers with peace of mind throughout the buying process. From the initial search to the final closing, buyers can rest assured knowing that they have a dedicated professional by their side, guiding them every step of the way and ensuring a successful outcome.
While purchasing an aircraft can be a daunting endeavor, enlisting the services of an airplane broker can turn the journey into a smooth and rewarding experience. With their expertise, industry connections, and commitment to client satisfaction, brokers empower buyers to make informed decisions, secure the best possible deal, and embark on their aviation adventures with confidence. So, whether you’re in the market for a single-engine propeller plane or a luxurious corporate jet, consider partnering with an airplane broker to navigate the skies of aircraft acquisition with ease.

Texas Top Aviation, LLC has 10 years of experience helping our customers purchase amazing airplanes. We specialize in TBM, Piper PA46, Cirrus and Columbia aircraft, but have extensive knowledge about a wide variety of piston and turbine aircraft. Contact us today to discuss our services for your next airplane.
The Importance of a Pre-Buy Inspection
ByHank Gibson June 28, 2019June 28, 2019

There are multiple ways to save money during the aircraft buying process. To start, since you are buying an airplane, you have some means of positive income in order to afford an airplane. Airplanes come in all different shapes and sizes and usually, an airplane can be found to fit almost any budget, whether is a $20,000 Texas Taildragger all the way up to a multi-million dollar jet.

One way is to stay within your budget. There will always be a shinier, newer, lower time airplane that is just above where you set your budget at. Don’t reach for it! There is a reason you set your budget where you did.

Another way is to shop around and get multiple insurance quotes. Your agent is in charge of engaging underwriters who are going to evaluate you and your airplane as risks, then price a policy accordingly. With most airplanes, you should get multiple quotes to see what fits you best. Beware though, because sometimes, you can get a lower rate, but it will require more training, so you end up shelling out more money in the long run. If you find a policy you like, but the training seems skewed or the liability isn’t high enough, you can always have your agent ask the underwriter to modify the quote. You are still in charge.

Finally, if you evaluate your mission and see that your budget can’t afford an airplane that carries enough or goes fast enough, look into taking on a partner or two to help with costs. Be thorough in vetting your potential partners as a good partnership is worth it’s weight in gold, but a bad one is downright unpleasant and often times hard to get out of. Find pilots who have the same mindset & personality you do and treat their stuff the same way you do. Try to take a ride in their car or go to their house, then you’ll see what kind of shape they will keep the airplane in.

The best way to cost yourself more money in the aircraft buying process?

Don’t do a pre-buy inspection.

A pre-buy inspection takes place after negotiations and once a Purchase Agreement is in place. You are pretty much set on the airplane, you just want a third party mechanic who is knowledgeable on that make and model of airplane (and this is a very important point) to go over it and make sure that it is sound from a mechanical standpoint. The buyer, you, want someone who has never had an association with the seller since the mechanic will be your representative in the process and you want him answering to you.

If you have used a broker or a buyer’s agent, that person should have already gone through the logbooks for you, so you’ll have a basic idea of the history of the airplane. However, knowledgeable mechanics find things all the time that turn out to be the responsibility of the seller to repair since it happened on their watch. Without a pre-buy, you would end up having to pay for that in the not to distant future.

Here is an example of where not doing a pre-buy can cost a lot of money.

An owner bought a late ’70s model Citation ISP, one of the very first Citations ever made. It had been based in Florida (salt & humidity + aircraft don’t mix well) for a while. The buyer didn’t use a broker, but thankfully had someone look through the maintenance history of the airplane. Since it was so old, the logbook reviewer didn’t have time to do anything but a basic overview, but he gave the thumbs up to the buyer.

The buyer decided he just wanted a boroscope inspection and the seller’s mechanics to look over the airplane. Remember what I said before about a third party mechanic? Well, these mechanics didn’t do a very thorough job. When the buyer took delivery of the plane, after about 10 hours of flying, he already had an $18,000-$25,000 maintenance bill.

You may say, well that’s a jet. Jet’s have specialized maintenance and need a more extensive pre-buy inspection.

On the contrary, in my 8 years in the training business, I have seen Cirrus, Piper PA46s, Bonanzas and several other piston engine airplanes that either didn’t have a pre-buy done or the pre-buy was done by someone who didn’t know that airframe. Lo and behold, things started breaking and adding up very quickly that would have been discovered on a good pre-buy inspection.

Don’t skip on the pre-buy inspection. They usually run a few thousand dollars, but save tons of money in the long run.
Garmin Perspective Missed Approaches
ByHank Gibson March 7, 2016

Are you a Cirrus pilot with a Garmin Perspective? Still can’t figure out the use of the go around button? Read on!

When it comes to flying an instrument approach, we as pilots are assuming we are going to land. Most of the time, we won’t even take off if the ceilings or visibilities are below the minimums for an approach. 95% of the time, we do land.

There is the other 5% of the time when something unexpected happens, whether we get a full scale deflection, or we don’t see the runway at the published minimums, and we have to perform a missed approach.

When instructing, missed approach procedures are actually what I see the most deficiency in when instructing an instrument rated pilot. It’s not necessarily configuring the airplane for a missed approach procedure, it’s the button pushing involved in setting up the GPS properly. When a pilot isn’t proficient in the button pushing, that button pushing distracts the pilot from actually flying the airplane, which can lead to a dangerous situation.

I am going to spend a few articles on flying a missed approach with different GPS and different autopilot configurations. Today, I will be addressing the Garmin Perspective with a GFC 700 Autopilot, which is what all Cirrus Aircraft after 2009 are equipped with.

The Garmin Perspective Missed Approach Procedure

Once the decision to execute a missed approach has been made, here is the step by step procedure:
- Full Mixture and Full Throttle
- Simultaneously push the Go Around button on the underside of the throttle. This does the following:
  - Sets the Garmin Perspective Flight Director to Go Around Mode (7.5 degrees pitch up and wings level)
  - Takes the Garmin Perspective GPS out of Suspend Mode
  - Switches the CDI back to GPS mode if it is in a different mode
  - Garmin Perspective with GFC 700 Autopilot stays on
- Flaps up
- Confirm airplane is climbing
- Set altitude bug for missed approach altitude (assuming it isn’t there already)
- Set NAV mode and IAS mode on the Garmin Perspective GFC 700 Autopilot
That’s it. When Garmin and Cirrus got together to create the Garmin Perspective with the GFC 700 Autopilot, they tried to make as simple but robust system as possible. Once you have the procedure down for the right buttons to press, then the procedure is relatively straight forward.
Cirrus Vision Jet Receives FAA Certification
ByHank Gibson November 8, 2016

The long anticipated certification of the Cirrus Vision Jet finally happened. On October 30th, the FAA awarded certification to Cirrus’ single engine jet. Marketed as the world’s first single engine personal jet, the Cirrus Vision Jet will seat five adults, two children, and cruise around 300 knots.

The Williams FJ33-5A Turbo Fan engine is operated by a FADEC, single handle throttle, similar to the throttle in the piston powered Cirrus family. In fact, the SR series was taken into consideration when designing the Cirrus Vision Jet in order to simplify the upgrade for pilots. Many of the buttons and knobs are in the same places in the Cirrus Vision Jet.

The Cirrus Vision Jet is equipped with the Cirrus Perspective Touch by Garmin that is very similar to the Cirrus Perspective by Garmin in the piston powered line. Equipped also with the Flight Into Known Icing system and the Cirrus Airframe Parachute System (CAPS), both of which are standard.

Unlike the piston powered Cirrus lines, the CAPS system on the Cirrus Vision Jet is actually mounted in the nose. Also, unlike the piston lines, the jet CAPS is integrated with the aircraft avionics to slow the airplane to between 67 and 160 knots when the system is activated. In the jet, the CAPS system was designed to withstand higher weights, higher speeds and higher altitudes.

Cirrus hopes to start deliveries of the Vision Jet by the end of the year, with many more rolling off the line in 2017. All Cirrus Vision Jet pilots will need to be type rated in order to fly the aircraft. Cirrus is doing all the type rating training in house at their new Vision Center in Knoxville, Tennessee.

To read the full press release, click here.