Mooney’s Now Come With Two Doors

Shock Cooling in a PA46

ByJoe Casey October 25, 2018

We’ve all heard it said…”reduce the throttle by no more than 1-inch every minutes to ensure you don’t shock-cool your engine”. Does this advice apply to a PA46 engine? Can a PA46 engine (Lycoming 540 or Continental 520/550) really be shock-cooled? How should the engine temperature be managed?

Metals expand and contract with temperature, and the various metals in an air-cooled aviation engine expand and contract at a different rates. Shock-cooling supposedly occurs when the engine changes temperature quickly and the different metals in the engine cool (and therefore change shape) at different rates. When the change occurs dramatically supposed scoring, rubbing, and marking of the metal can occur, which can cause catastrophic results.

So, let’s back to the original question…can a PA46 engine suffer shock-cooling and should a pilot operate the engine so as to avoid shock cooling? Simply put, I’ve never seen nor heard of any piston PA46 engine suffer shock-cooling. In 5000+ hours flying the piston PA46 and 16 years of flying/managing/training in the Malibu/Mirage/Matrix, it simply has not happened to me nor anyone I know. Does it mean that it cannot happen or has never happened? No. But, it is certainly not a prolific threat to our fleet.

Should the owner/pilot operate the engine with a cautious eye cast toward the potential of shock cooling? Well, sort of…but, let’s flesh this out. My suggestion is that a pilot should operate the engine with conservatism in movement of temperature, but only because this is a good operating practice with any machine, and any flying machine is (by definition) not “overbuilt”. And, there are many ways to change the temperature of the engine…not just by reducing power. Here’s a partial list of ways to cool your PA46 engine:

• Reduce power: Obvious…yes. When the engine produces less power, less heat is generated. Reducing power in a piston engine will almost always result in less temperature.
• Lower the nose: By descending (and leaving power in a cruise setting) the airspeed will increase and cool the engine.
• Enrichen the mixture: Fuel has a cooling effect on the engine, so the richer the mixture the cooler the engine.
• Lower the landing gear: Yes…you read that right…engine cooling will occur when you lower the landing gear because more air will flow over the cylinders. Notice the landing gear doors on the PA46 have air louvers. Air flows into the engine nacelle on the front, passes down through the cylinders (along with the oil cooler, intercoolers, and other components) and then out the louvers of the closed gear doors. When the landing gear is lowered the “back door is opened” and a LOT more airflows over the cylinders.

My suggestion is that a pilot only perform ONE of these actions at a time when beginning a descent. This suggestion was presented to me by Chad Menne (Owner, Malibu Aerospace) some time ago and I’ve operated engines this way ever since. If you are at a higher altitude and simultaneously reduced the power, lowered the landing gear, started a big descent, and enrichened the mixture in one flail swoop, I think there’s a chance that your engine would suffer some negative effects that could be called “shock cooling”. So, when you do start a descent, pick one “cooling action” to accomplish at a time. I’m sure you’ll not hurt your engine.

Simply put, shock cooling is not a huge factor in the PA46 community, and a PA46 pilot does not need to be overly cautious. The “one inch per minute” rule may apply in some other airframes, but in the PA46 world it is not applicable.

Joe Casey’s aviation story began in 1990 with his first flight near Nacogdoches, TX in a Cessna 172. From lift-off, Joe knew he would have a lifetime passion flying just about anything that will leave the ground…He was completely hooked.

Along with being an FAA Designated Pilot Examiner (DPE), Joe is an ATP/CFI-AHMG and Commercial Rotorcraft/Glider Pilot in the civilian world and also a UH-60/AH-64 Pilot-in-Command/Instructor/Examiner Pilot in the US Army Reserves.  His passion for the last 19 years, however, has been the PA-46 Malibu/Mirage/Matrix/Jetprop/Meridian. Has has amassed over 6,500 hours in various PA-46 airframes and believe it to be one of the finest flying machines available for the serious cross-country pilot with an eye for efficiency.

Now, Joe has flown more than 12,200 hours in just about every imaginable environment. Whether providing initial/recurrent training in the PA-46’s, TBM’s, instructing in NVG’s in a UH-60 Blackhawk, flying the King Air series of airplanes, giving tailwheel endorsements, or taking kids flying for the first time, he simply loves flying machines and the people who fly them.

Night Flying Techniques

ByAndrew Robinson July 9, 2015July 9, 2015

We’ve all been there. You’re flying into an unfamiliar airport at night, you’re having difficulty seeing the field, and trouble identifying the runway. Airports can be hard to identify for a variety of reasons, but approaching in darkness only makes it more difficult. Perhaps the airport is located in a densely populated area and the airport lights bleed into the city lights. Maybe the airport that you’re approaching is located amid terrain that obstructs your view.

Situations like these are not uncommon for charter pilots. Just a few evenings ago I was descending IFR into Asheville, NC (KAVL) on a dark night with high overcast and scattered showers. Although the airport was VFR, the surrounding hills made me doubtful that I would be able to see the field in time to safely and comfortably descend for the visual approach that I was expecting.

Fortunately, there are some things we can do to help find our destination and set us up for the approach. Here are a few tricks that I use regularly when I find myself in this position:

• When flying into an untowered/closed tower airport: Make sure that you have the right lighting frequency. Some airports have pilot-controlled lighting that is operated on a different frequency than the CTAF. If the lights don’t seem to be working, consult your AFD. If the AFD advises that your frequency is correct, double check the NOTAMs to make sure that the lights haven’t been taken out of service.
  • For towered airports: Ask the tower controller to turn up the intensity of the runway lights. This has helped me find the runway countless times. This request can be especially useful at airports that are located in a highly lit area. Controllers are happy to honor this request and will often leave the lights at the bright setting until you advise them that you are ready for them to be turned back to normal intensity.
• Load an approach: If you are an instrument rated pilot, loading an instrument approach is a great way to get oriented with a runway when you need a little help. You may need to coordinate with the tower or controlling agency if you want to fly the approach, but this has the added bonus of giving the pilot altitudes for terrain/obstacle clearance should there be any hazards present.
• Use OBS mode: If you are flying an airplane that has equipment capable of doing so, you can use the Omni Bearing Selector (OBS) button to help align you with the runway. If using this strategy, just remember: THIS IS NOT AN INSTRUMENT APPROACH. It will not provide you with obstacle clearance, nor will it line you up directly with the runway.

The pictures below should help clarify how to use the OBS to assist in airport orientation.

Step 1- Have the destination set as the next way point in your flight plan. In the picture below, The GPS is set to navigate direct to KJGG. Press the OBS button (circled in red) to engage the OBS mode.

Step 2- Once OBS is selected, use either the window on the screen (which should come up automatically when you press the button in step 1) or the OBS selec tor on your navigation head to select the inbound radial. In this example, I have selected 310 degrees, the landing runway at KJGG.

Step 3- The GPS now shows an inbound course to the airport of 310 degrees. It appears as a magenta line. The line serves as an excellent aid in airport/ runway orientation. Remember that this will not line you up perfectly with the runway, but it can still be extremely useful in planning a pattern entry or for getting your bearings.

Note: As shown below, If you press the OBS button again, the GPS will return to the navigation as previously set.

1. Ask for vectors to the airport/ runway: If you have VFR flight following or are talking to a tower equipped to provide vectors, asking for them can be a good choice. Although the controllers may not always be able to accommodate your request due to workload or equipment limitations, most will be happy to comply if they are able. Some pilots may feel silly asking for help, but my policy has always been that I’d rather feel silly for asking than look silly for being lost.

In the case of the Asheville flight mentioned in the opening of this article, my solution was to ask the controller fo r direct to the final approach fix of the assigned runway. Upon arriving there, I had no trouble seeing the VASI and was in good position to fly the visual approach. If I had wanted to be positioned a little further out, I could have asked to fly to a different fix or simply asked to be cleared for the approach in lieu of the visual. Just remember to keep your intentions clear when communicating them to the controller.

The best way to approach an airport day or night, familiar or unfamiliar, is with careful preparation. Having lighted landmarks picked out as well as being acquainted with the airport layout will pay off when it comes time to plan your pattern entry or find the airport on a dark night. Use the resources available to you to get you safely to your destination.

Andrew Robinson is a 135 Charter Pilot and flight instructor in Pennsylvania.  He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.

ViBAN IFR Hood

ByHank Gibson February 8, 2017

The first task I give my new instrument students before we start training is to find a view limiting device that they like.  There’s the hood that everyone hates (which has been used since the beginning of instrument training,though it isn’t that uncomfortable) or foggles, which usually end up becoming very uncomfortable very quickly.  The headset ends up pressing the sides of the foggles into the side of your head, leaving lumps and scars that hurt for days.

Well, there is finally another solution that combines the hood and foggles.  Meet the ViBAN.

ViBAN brags that it is the most comfortable IFR view limiting device out there.  I have a customer who has one and he loves it.  It’s easy to put reading glasses on underneath while still blocking the view of the exterior of the plane.  It doesn’t leave bruises against the side of your head, either.

If you’re looking for something different for your IFR training, give ViBAN a try.

Icon A5 Thought to Have Crashed in California

ByHank Gibson November 3, 2015November 5, 2015

Most pilots have seen the Icon A5 light sport amphibious aircraft.  It’s a neat design that can land on water or on a runway.  The high wing design with a pusher prop has foldable wings that allow it to be put on a trailer and towed behind a vehicle, allowing it to be offloaded at boat ramps (it also begs the question can you wakeboard behind it?).

Apparently, not all non-pilots know about the Icon A5.  Last week, one landed in the water near a beach in Southern California, but most of the beach goers and local authorities believed it had crash landed in the water.  Emergency crews were dispatched, but everyone was surprised when the two occupants crawled out on the wings, had a cup of coffee, and took back off.

You can read the full article on the Flying Magazine’s website.

Simplified Instrument Approach Briefing

ByHank Gibson August 27, 2016September 12, 2016

In instrument flying, I am all about keeping things simple.  There is a ton of detail that an instrument pilot can get bogged down in.  When an instrument pilot gets bogged down, he gets distracted from flying the airplane.  When he gets distracted from flying the airplane, dangerous circumstances can happen.

I like to keep things simple.  When I first started instructing, I developed a very simple instrument approach briefing that captures everything that is necessary on an approach plate, but prevents getting bogged down in the details.

I call it the BBC instrument approach briefing.  Here it is:

Brief

First things first.  The first step of an instrument approach briefing is to brief the approach plate.  There are a bunch of acronyms out there that instructors tell their students to memorize that only cause confusion instead of helping get the plate briefed.  To keep it simple, just work your way across the plate and you’ll get all the information you need.

Start in the top left hand corner of the plate, with the approach course, then work your way right and down, as follows:

• Approach Course (or Nav frequency if flying a VOR/ILS/LOC)
• Runway information
• Notes (these are good to brief the night before as a lot are irrelevant to GA pilots
• Missed approach
• Frequencies
• Planview and MSA
• Profile View and Minimums

Simple enough, right?

Build

Now that you know what you are planning on doing, you can now take the second step in the instrument approach briefing and build the approach in your GPS.  You know your approach type, you know your transition, and you know what your minimums are.  Taking all that information, you can now build it in to your system.

Checklists

Once everything else is done, don’t forget the checklists.  The descent and before landing checklists still need to be done as part of an approach.  The best time to do these is before joining the approach so that you don’t have to worry about flying the approach and looking at a checklist at the same time.  Even better, memorize the checklist and you don’t have to look at anything!

Most importantly, you want to be configured properly for the approach by the final approach fix.  Gear, flaps set, power set, so all you have to worry about at that point is following the needles and trusting your instruments.