My 2018 Osh Kosh Experience

TBM Debuts the 960 at Sun N Fun

ByHank Gibson April 15, 2022May 1, 2022

This is a Press Release from Daher’s website, the maker of the TBM 960.

Sun ‘n Fun Aerospace Expo, Lakeland, Florida, April 5, 2022 – Daher today unveiled the latest high-end version of its TBM pressurized single turboprop aircraft family – the TBM 960 – which incorporates Pratt & Whitney Canada’s advanced PT6E-66XT engine and a fully digital e-throttle, along with a digitally-controlled cabin that incorporates an all-new environmental control system, LED ambience lighting and electrically-dimmable windows.

The TBM 960 was introduced at the Sun ‘n Fun Aerospace Expo in Lakeland, Florida, where Daher is exhibiting the first production airplane (exhibit stand #MD-22B).

“The TBM 960 is the quintessential TBM, representing the fifth evolution of our very fast turboprop aircraft family since the TBM 900-series’ introduction in 2014,” commented Nicolas Chabbert, the Senior Vice President of Daher’s Aircraft Division. “It takes the maximum advantage of today’s turboprop technology to provide digital control of the engine and the propeller.”

The TBM 960 retains the rapid speed of Daher’s TBM family while enabling lower fuel consumption. At Daher’s recommended cruise setting of 308 kts., the fuel consumption is only 57 U.S. gallons per hour, which is a 10% fuel economy compared to maximum cruise setting for more sustainability.

At the heart of this latest TBM version is the intelligent PT6E-66XT powerplant and Hartzell Propeller’s five-blade RaptorTM composite propeller, both of which are linked to the dual-channel digital Engine and Propeller Electronic Control System (EPECS).

With the EPECS, the PT6E-66XT’s startup is fully automated after a single-switch activation. The cockpit’s power lever is an e-throttle, using a single forward position from takeoff to landing – with the EPECS optimizing powerplant performance throughout the flight envelope while

Daher unveils the TBM 960 at Sun ‘n Fun Aerospace Expo

reducing pilot workload by integrating all functions and protecting the engine’s life. Analysis of engine parameters is driven by 100-plus smart data inputs.

The RaptorTM propeller is fully integrated into the propulsion system. It is specifically designed to reduce overall weight and improve the TBM 960’s takeoff distance, climb and cruise speed. Turning at 1,925 rpm during maximum power output, the Raptor contributes to limiting noise and vibration. Its sound level during takeoff is just 76.4 decibels, meeting the most stringent international noise standards.

With its G3000® integrated flight deck, the TBM 960 retains Daher’s e-copilot® concentration of technological innovation and safety systems in the TBM, which can be compared to an “electronic copilot.” This includes an icing protection system, flight envelope monitoring through the Electronic Stability and Protection (ESP) and the Under-speed Protection (USP) systems, the Emergency Descent Mode (EDM) function, as well as the game-changing HomeSafeTM emergency autoland system.

New to the TBM 960 is the Garmin GWXTM 8000 doppler weather radar with advanced surveillance features such as lightning and hail prediction, turbulence detection, zero blind range for close-in returns, and ground clutter suppression. The TBM 960 also is the first application of Garmin’s GDL® 60 next-generation data transmitter for automatic database upload and interconnection with mobile devices.

The TBM 960’s Prestige cabin extends Daher’s use of digital power inside the aircraft, featuring an all-new environmental control system, LED ambience strip lighting integrated into both sides of the overhead ceiling panel, and electronically-dimmable windows – all controlled by a PassengerComfortDisplay(PCD). Enhancementsinthecabin’sstyleandcomfortalsoinclude new ergonomically enhanced seats, USB-A and USB-C power plugs, individual cupholders and headset hangers for each occupant.

For the TBM 960, a fifth TBM paint scheme – called Sirocco, based on the creativity of French designer Alexandre Echasseriau – has been added to the aircraft’s style customization possibilities.

The TBM 960 has been certified by EASA (the European Union Aviation Safety Agency); with certification by the U.S. FAA (Federal Aviation Administration) currently underway. Deliveries will begin in the first half of 2022.

With the new aircraft’s launch, Daher’s TBM family is now offered in two versions: the TBM 960 and TBM 910.

About Daher – www.daher.com

Cessna TTx Production Ceases

ByHank Gibson March 21, 2018May 1, 2018

Sadly, in January, a pretty great airplane was put out to pasture.  Textron (the conglomerate that now owns Cessna, Beechcraft, Hawker, and Lycoming) announced it was ceasing production of the Cessna TTx.  With the end of the Cessna TTx production, an airplane that was the main “competitor” to Cirrus (if you can call it competition; Cirrus consistently outsold the Cessna TTx by a wide margin each year), it leaves the SR series to stand alone atop the High Performance piston single market.

I got to go through Cessna’s FITS Accepted Instructor (CFAI) course back in 2012 and have flown in the Cessna 350 and 400 (which is what they were known as at the time; the Cessna TTx name came around in 2011) for about 120 hours.  I really like the airplanes.  I’m partial to the Cirrus, but the Cessna 350 & 400 are fast airplanes and great for 1-2 people.  I flew a 350 (the non-turbo charged version) from New York to San Antonio last fall and routinely saw 170 knots at 12 GPH.

Columbia started out making the 350 & 400 (the turbo-charged version) in the early 2000s, but went bankrupt in 2007.  Lancair started Columbia to make a certified version of their popular kit planes.  If you see a Lancair ES floating around, you would swear it’s a Columbia with only 1 door.  Cessna bought the design from Columbia in 2007 to begin manufacturing the airplanes themselves.

Cessna then made a huge mistake as they moved the production facility from Bend, Oregon to Mexico. Production completely halted in 2009 as the planes coming out of Mexico were found to have defective composite work.  The sales never really recovered, even though Cessna put the Garmin G2000 panel in the Cessna TTx, complete with a touchscreen key pad.  A FIKI system was added as an option in 2012.

A prospective buyer can still get a great value on a used 350, 400, or TTx, as they are valued a little lower than a Cirrus.  The 350, 400 or TTx all make excellent single pilot or two person speedsters with very comfortable amenities.

Information for this article was taken from Flying Magazine’s website.

Circle to Land Approaches

ByHank Gibson November 20, 2015November 21, 2015

When I was doing my instrument and multi-engine training, we did a lot of circle to land approaches.  As a student, I could never figure out why these types of approaches would ever be practical when you could an approach straight in to another runway.  But, as a good student, I never asked my instructors the purpose of them, I just did them to the best of my ability.

Now, having been flying in the IFR system for almost a decade, I’m finally beginning to fully understand the practical purpose of a circle to land approach.  I have actually elected to do an approach where I had to circle to land on several occasions in actual IMC conditions.

One important note to remember on circle to land approaches is that the minimum descent altitude (MDA) is always higher than on a straight in approach.  The reason for this is that you are basically joining the pattern for a different runway and you have to be able to visually keep yourself clear of towers and other obstacles.  So, you need a higher visibility and a higher ceiling than if you were just lining up to come straight in.

Here are a couple of practical circumstances where it would make sense to do a circle to land approach.

Airports with only 1 straight in approach

This one is easy.  There are a number of airports scattered around the US that have only 1 straight in instrument approach published for it.  Around my part of Texas, the first one that pops into my mind is the RNAV 31 at T85 in Yoakum, TX.  Most of the year, the prevailing wind is out of the south, so 13 is the favored runway at T85.  During the winter is when most of the IMC weather happens in South Texas, so that is why the approach is for 31.

Of course, especially this year during the summer, there are some IMC days where an approach to T85 would be necessary.  When there is a strong wind out of the south, landing on 31 is impractical, so a pilot would fly the approach to 31, then circle to land on 13.

Approaching from the opposite direction

Take a look at the RNAV 19 at KBMQ, Burnet, TX.  The two initial approach fixes (IAF) are IXANY and JIBAJ.  If a flight is approaching BMQ from the west or north, this is an easy approach to join.  If a flight is coming from Austin (directly the the east and a little south) or San Antonio (almost directly south), it would be a bit of extra flying to get configured properly for the approach.  Especially coming from Austin, because the degree of turn to join at JIBAJ wouldn’t make the approach practical.

Well, how about vectors?  Unfortunately, Houston Center doesn’t have this approach depicted so vectors aren’t a possibility.  Center can give you vectors north to make the angle a little easier to join at JIBAJ, but they can’t vector you onto the approach.

Direct DLORA to join is another option, but again, if you are approaching from the southeast, the angle is wrong.

Insert the RNAV 01 approach with a circle to land.  AMUSE is right on V163, so it’s really easy to join the approach there coming from the south.  Coming from Austin, joining the approach at SUBIE works out great. Fly down to the MDA, join the left downwind for 19, and everyone is happy.

VOR Circle to Land Approaches

Every instrument pilot has had an instructor “force” them to do a VOR A or VOR B approach and no one enjoys them.  I personally think they are good practice.  With the number of RNAV systems and RNAV approaches out there, though, VOR approaches are becoming a bit archaic.

They do have a place in this discussion, though.  A VOR approach is given an A or B designation when the angle of the final approach course is greater than 30 degrees to the runway (VOR A KLZZ), or the final approach course is lined up with the runway, but the MDA is too high to practically descend and land (VOR A KGRK or the VOR/DME C KASE).

So, there are practical uses for a Circle to Land approach.  The next time you do some IMC work with an instructor, ask him/her if you can include one.

After Market Ice Protection

ByHank Gibson December 16, 2017December 23, 2017

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:

• Beech A36 & G36 Bonanza, and Baron
• Cessna 210 & TTx
• Commander 114
• Mooney M20

For more information, check out CAV Ice Protection’s Website.

Ice Shield De-Icing Boots

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:

• Beech Bonanza F33A and -36 line
• Cessna 210 line
• Piper Pa46 line

For more information, check out Ice Shield’s Website.

Cirrus Announces The New Cirrus G6 SR20 & SR22

ByHank Gibson January 12, 2017

Earlier this month, Cirrus announced the new Cirrus G6 SR20 and SR22.  To the naked eye, they look like incredible airplanes.  There is new lighting and the updated Cirrus Perspective+ avionics in both models, plus the SR20 is now a Lycoming powered airplane.

The Perspective+ in the Cirrus G6 is based on Garmin’s G1000 NXi platform.  The keypad is updated to a QWERTY keypad, allowing for quicker inputting of data since our fingers are already used to the setup.  A home button was added to the center stack to get back to the map page without having to hold down the CLR key.  The bug knobs were moved down to the autopilot, while the display of the GFC 700 was altered slightly to match the Vision Jet setup.

The Perspective+ also boasts a 10-fold increase in processor speed, allowing the system to move quicker than the standard Perspective.  The ability to wirelessly update databases has also been included.

The exterior of the Cirrus G6 SR22 and SR20 models has changed as well.  Cirrus has added the Spectra wing tip lighting system to the Cirrus G6.  It incorporates an entire light panel that runs the length of the wing tip.  The LED dual strobe setup helps with aircraft visibility and ramp appeal.

The SR20 engine has been changed to the Lycoming IO-390, 215 HP engine.  The Continental IO-360-ES 6 cylinder engine comes out of the SR20 and the 4 cylinder Lycoming goes in.  2 less cylinders will help with useful load and the extra 15 HP will help with takeoff and climb performance.

The new Cirrus G6 is available for order and delivery immediately.  To read all the details and specs on the Cirrus G6, you can check out Cirrus’ website.