News

My 2018 Osh Kosh Experience

ByHank Gibson September 24, 2018September 24, 2018

I got the privilege of going to the EAA AirVenture at Osh Kosh this year. It was my first Osh Kosh experience. I’ll be the first to tell you, walking in the gate on the first day is mildly overwhelming. There are people and stuff everywhere. Airplanes, tents selling everything from airplane parts to mattresses (I wasn’t really sure how mattresses tied to flying), vendors, colleges, and loads of people.

Photo Courtesy of William Day, copyright 2018, All Rights Reserved

After I gathered myself from my initial shock, I set out to explore all that I could. I spent most of the first morning walking around the different manufacturer’s tents, getting a gauge on all the new airplanes I could never afford and only hope to ever fly.

The short of it is, the Cessna/Textron Denali is going to be stellar once it gets completed. The Epic E1000 (if it ever gets certified) might take a large market share from TBM, though they will have an uphill climb. The Cirrus Vision Jet is very cool and should be a relatively simple step up for SR22T owners. The Pilatus Jet is huge. Finally, the Diamond DA62 would be my below 12,500 airplane and the Piper M350 would be my pressurized plane. Money being no factor, of course.

I decided to take in the entire airshow on Day 1, all 4 hours of it. Upon realizing I would be very stiff necked if I did that each day for the three days I was there, I decided on Day 2 to check out some seminars and learn something. I took a seaplane ground school course on Day 2, then listened to a NASA presentation on electric airplanes and low boom sonic jet technology (how to make supersonic passenger flight quieter).

The end of Day 2 at Osh Kosh had to be the highlight. I got to hang out with Cub Crafters at the 51WI grass strip just north of the OSH Class D airspace. There was a free BBQ and I got to take a ride in a Carbon Cub. My landing from the back seat was a bit rusty, but still a very cool experience. Buzzing the BBQ area in tandem was pretty neat.

Day 3 brought some cooler temps and some clouds. We walked out to the vintage airplanes, spending the morning gawking at Cessna 195s and Wacos. Then I took the plunge to explore all the vendor hangars. My idea was to walk around and see if I can find some interesting and innovative technology. Well, after 2 of the 4 hangars, my head was spinning, so I decided to watch the rest of the airshow to let my brain drain out a bit.

3 Days was a good amount of time to spend. I don’t think I could have stayed all week, but only a day or two wouldn’t have been worth it. I flew up with a former student in his TBM 700, which was a very nice way to travel. We landed and stayed in Green Bay (KGRB), which was super easy and low stress. Had a great tailwind on the return and made it to Houston non-stop.

A few closing observations:

The Stratos 716X Personal Jet

If Stratos Aircraft is ever able to bring this to market, it sounds awesome. 400 knots, single engine, single pilot, with 6 seats. Being a single engine jet, similar to the Cirrus Vision Jet, it’s 100 knots faster, plus with the airflow and engine technology, it doesn’t have that big V Tail in the back, thereby reducing drag. I have a feeling it would find a good market, but the certification process is a bear to get through. Just ask Epic.

The Lancair Mako

This is a legit airplane. Lots of thought was put in to the design of the Mako by the new Lancair organization in Uvalde, TX (KUVA). The airplane was extremely comfortable, capable, and pretty cool. The stick is in the center, with throttles on the side (where the stick would be in a Cirrus or Columbia). AC, full Garmin integration, and the cool factor of the nose gear retracting, but not having a gear handle. Higher useful load than a Cirrus or Columbia, it would be a great alternative (and cheaper) to one of it’s certified competitors.

Avionics

There is a lot of new avionics technology hitting the market. Dynon, beloved by experimental enthusiasts, is finding a foothold in the certified world with some neat panels. It will be an uphill battle to take on Garmin, but there is some potential in the retrofit market to offer a cheaper alternative to the Garmin TXi.

Speaking of the TXi, I played around with the 10.7″ panel at the Garmin booth. It is extremely intuitive. Garmin did a great job of making it a simple touch screen interface, easy to use, and easy to learn.

Avidyne is pushing their iPad integration with the IFD 100 iPad app. It ties via Wifi or Bluetooth to an IFD 550 or 440 navigator, giving an additional screen in the cockpit to work with. You have the ability to modify flight plans and such on the iPad and it will show up on the GPS units.

All in all, Osh Kosh was an experience I’m glad to have finally experienced. I don’t think I would go every year like some folks, but every few years, especially when my sons are older, seems like just enough for me, but not too much.

Calm Wind Landings
ByHank Gibson December 11, 2015December 21, 2015

Some of a pilot’s favorite words are heard on the ATIS: “Winds, Calm.” These words set off all sorts of happy bells and hallelujah choruses. Most pilots spend their lives fighting the winds. On those rare days when the winds are calm, great happiness ensues.

But, are calm wind landings more complicated then everyone thinks? Well, they can be if the proper planning doesn’t go into them.

Let’s think about wind. We have surface wind and we have winds aloft. Sometimes the surface winds are calm. When this happens, certain airports have preferred calm wind runways which are supposed to be used in these conditions. Winds aloft are almost never calm. 95% of the time, there is some kind of wind even 100-200 feet above the surface.

Here is the question pilot’s face when coming into an airport with calm winds: which runway do I use? Do I use the calm wind runway? Do I use the runway that is easiest to enter the pattern for? Do I use the one with the shortest taxi?

A lot of technologically advanced aircraft have a wind indicator on the PFD. This tool is often forgotten in calm surface wind conditions. On the contrary, this is probably the most important tool a pilot can have when figuring out which runway to use when the winds are reported calm.

Here’s why. That wind indicator is showing the pilot what the winds aloft are. The winds aloft should determine what runway is going to be used. If the wind indicator is depicting a south wind, then a south runway should be used. Even if it is a 5 knot wind at pattern altitude, it’ll still be a headwind coming in on final approach. If the north facing runway is used, that same 5 knot headwind can blow an airplane halfway down the runway before the ground speed drops off enough for it to land.

So, the next time you are coming into an airport and the winds are reported calm, take a look at your wind indicator on your PFD when deciding which runway to use. It’ll probably save a few go arounds!
Garmin GFC 700 Autopilot
ByHank Gibson November 15, 2018November 27, 2018

The Garmin GFC 700 Autopilot is an amazing machine. Fully digital and fully integrated with the Garmin G1000 glass panel, it makes a pilot’s workload a lot easier, especially in busy airspace.

I train a lot of pilots in airplanes that have the Garmin GFC 700 autopilot. The Cirrus SR22, the Columbia 350 & 400, the G36 Bonanza, and the Piper Mirage and M350 to name a few. The most common problem I see for pilots transitioning into the Garmin GFC 700 equipped aircraft is that it doesn’t act like other autopilots.

STECs and DFC 90 Autopilots function like this: you push the button for the mode you want on the autopilot controller and that turns the autopilot on.

Not so on the Garmin GFC 700. If you push the button for the mode on the GFC 700, then the flight director engages, but not the autopilot. This confuses folks a lot who move up from different autopilots because their autopilot primacy side of their brain is telling them the autopilot is on whenever they push one of the buttons on the GFC 700 controller.

Here’s an example: A pilot has just departed and is ready to turn on course. In his old airplane with an STEC 55x autopilot, the pilot pushes the direct to key to go to his first waypoint, then pushes NAV on the autopilot controller and the STEC 55x comes on and starts flying on course. Then he presses VS and ALT to initiate a climb.

With the same scenario and a Garmin GFC 700 autopilot, the same pilot (who is used to a 55x), pushes the direct to key, then pushes NAV on the autopilot controller and pushes IAS or FLC to initiate the climb. He lets go of the flight controls thinking the autopilot is engaged. The airplane starts nosing over and he starts panicking.

Why did this happen? The pilot in the second scenario never pushed the AP button on the Garmin GFC 700 so the autopilot never engaged. All he did by pressing the NAV button and IAS button was to turn the flight director on.

How to remedy this? Get in the habit of checking your scoreboard. On the top of the G1000 or Garmin Perspective PFD, there is an autopilot annunciation strip (or scoreboard as I like to call it). In the very middle of the scoreboard is an area to show if the autopilot or flight director is engaged. AP means the autopilot is on; FD means the flight director is engaged but the autopilot is not.

I teach pilots to be in the habit of checking your scoreboard each time you get done pressing buttons on the autopilot controller to ensure the Garmin GFC 700 is in the proper mode. This saves some of those panic moments when it is supposed the AP is engaged, but it’s only the FD.
Introducing…The Aviator’s Academy
ByHank Gibson May 26, 2022May 26, 2022

Imagine this …

You have plans to fly to an airport 218 miles north for a business meeting. Your window is tight; you have an early morning meeting at your office you can’t miss prior to leaving for the airport. The colleagues you are flying to meet must catch another flight within two hours of your target arrival time.

You’re comfortable flying in the current weather conditions, but a small southward-moving storm north of your destination might threaten your approach. Additionally, given the time of day, you can expect ATC delays due to vectors and know you’ll have to adjust on the fly.

Are you confident you can make the meeting in time?

If the answer isn’t immediately clear, you’re not alone. Good aeronautical decision making is of utmost importance in the air. External pressures, unexpected challenges, and your level of instrument proficiency are among the many factors to consider when considering an IFR flight.

While we can’t remove the external pressures or control the weather, we CAN help with instrument proficiency!

Introducing … The Aviator’s Academy – advanced online pilot training.

During my time training hundreds of capable and competent pilots at Texas Top Aviation, my most common observation with seasoned and rookie pilots alike is that the pilot is often aware of knowledge gaps with the airplane’s avionics after initial flight training or after upgrading to a more advanced airplane, but aren’t sure where to get answers. Simply put – expert glass panel flight training is hard to find.

They know enough to have earned their license, but still feel uneasy anticipating unexpected challenges. This leaves them feeling at best, uncomfortable, or worse, on edge and unsafe. When you’re not as proficient as you could be, an easy flight can become stressful quickly in unexpected scenarios, and things spiral from there. It doesn’t have to be this way.

That’s why The Aviator’s Academy offers online courses with real-life scenarios using glass panel avionics. You’ll gain more confidence in the air and be equipped with better aeronautical decision-making skills after learning from the best in the business.

We understand the pressures you face in the air. We get it because we have been providing expert, personalized, owner/pilot instruction since 2014 at Texas Top Aviation. With over 8000 hours of instruction given in Technically Advanced Aircraft and over 13,000 hours in total flight time, The Aviator’s Academy instructors are qualified to fly and instruct most single-engine aircraft to a level that far exceeds what a flight school can provide. Nowhere else can you get expert glass panel online instruction for Technically Advanced Aircraft.

If you’re in need of an instrument proficiency check and fly a technically advanced aircraft with glass panel instruments, this is the place to get your ground school training. Conveniently online. Expertly taught.

Mastering your glass panel avionics isn’t impossible. You just need a guide. Enroll in the course you need to take your skill to the next level. You’ll receive expert, specialized online training. Then you’ll fly with confidence.

LAUNCHING AT OSHKOSH! Visit www.aviatorsacademy.com and leave us your email to be notified when our first course drops. Come visit us at booth 3004 at Osh Kosh, July 25th-July 31st, 2022.
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
A Takeoff Briefing
ByHank Gibson January 22, 2015January 27, 2015

Takeoff briefings are one of those things that most pilots are taught when they first learn how to fly, but once they get into flying themselves around, quickly fall by the wayside. There is a reason student pilots are instructed to perform a takeoff briefing before departure. It gets them thinking about what the plan is after they get off the ground and what to do if something goes wrong.

Takeoff briefings are a good habit to get into. Airline crews do a takeoff briefing before every departure, even though they have performed a takeoff in that particular airplane thousands of times. It enhances safety and provides repetition, keeping that knowledge at the forefront of the crew’s minds.

In general aviation, a takeoff briefing should cover what the takeoff procedure is, what the abort plan is, and what the plan after takeoff is.

Takeoff Procedure

Most pilots fly the same airplane all the time, so the familiarity with what goes into a takeoff is there. But, habits should be formed to brief the takeoff procedure as part of the takeoff briefing. It doesn’t need to be extensive, just covering the basics of how the airplane is getting off the ground. Something like this:
- Throttle setting (if turbo charged, will full throttle cause an overboost?)
- Rotate speed
- Expected takeoff roll
That’s it. Nothing fancy for the takeoff procedure.

Abort Plan

What is the plan if something goes wrong? It doesn’t have to be an engine failure, maybe the engine coughs when full power is added or maybe the engine doesn’t produce peak RPM. Maybe the takeoff roll is longer than anticipated and something doesn’t seem right. Maybe on climb out a door pops open. Maybe the engine fails at 1,000 feet. It’s good to keep the plan in the foreground for what to do if an abnormal or emergency situation takes place.
- Brief the aborted takeoff procedure
  - Pick an abort point on the runway based on the expected ground roll
  - What is the procedure if the airplane isn’t off the ground by then?
  - What is the procedure if the engine quits on the runway?
- Brief the engine failure procedure at low altitude
  - If the engine fails over the runway, will you try to land on the runway?
  - What altitude would you elect to turn back as opposed to landing straight ahead?
  - If the plane is too low to turn back, would you land straight ahead or aim left or right?
  - What airspeed will you aim to hold if the engine fails?
- In a Cirrus, what is your minimum parachute deployment altitude?
After Takeoff Plan

After the airplane is off the ground, what’s the plan then? Are you staying in the pattern or departing the area? Do you need to adjust your power at a certain altitude? What altitude are you climbing to? What heading are you going to fly? Is your flight plan in your GPS? This is an excellent time to set up altitude and heading bugs if your airplane is so equipped.

Get in the habit of doing a takeoff briefing before you call the tower or announce your departure. It get’s your mind focused on the task at hand and then what is going to be happening next.
Garmin Smart Glide
ByHank Gibson December 6, 2021December 6, 2021

Recently, I was training a customer who had a brand new instrument panel installed in his TBM 700. The avionics shop that did the work (Abilene Aero, who I highly recommend for any panel installs, located at KABI) told us when we picked the plane up that the new Garmin GTN 750Xi had the most recent software update, which included the Garmin Smart Glide.

I had never used the Garmin Smart Glide before, so I was eager to check it out during our training. When we got to engine failures, we pushed the Emergency button on the Home page of the GTN 750Xi, and then the magic happened.

The plane was also equipped with a Garmin G600TXi PFD and the Garmin GFC 600 Autopilot. In order for Smart Glide to work, there has to be either a GTN 750Xi or GTN 650Xi installed, along with a G500TXi or G600TXi and a Garmin Autopilot. Garmin is working on getting the legacy G500 as well as the GI 275 and G5 to work with the above GPS units for Smart Glide as well.

Here’s what happens. The plane loses it’s engine. The pilot’s workload and stress level suddenly goes way up. Trim the airplane for best glide, find the nearest airport, attempt restart. Do it quickly so you have time to focus on the glide. Oh yeah, squawk 7700 and declare your emergency. All the while plummeting toward the ground in a somewhat controlled crash. Yikes.

Garmin Smart Glide takes over the flying part, allowing the pilot to handle the restart, while making it much easier to squawk, talk and plan the engine out landing. On the home page of the GTN 750Xi/650Xi, the pilot simply taps the Emergency icon on the bottom of the screen. The Autopilot comes on and goes into IAS mode and maintains best glide while descending. The GPS immediately analyzes the Glide Advisor, and turns to the nearest airport in the glide ring (if there is no airport within gliding distance, the GTN 750Xi advises the pilot). Then, the Autopilot flies directly to the Nearest airport, allowing the pilot the ability to take attempt a restart.

Once it is determined that the engine won’t start, the Garmin Smart Glide has excellent situation awareness tools. On all screens, the pilot is constantly being advised of how high AGL the plane is currently, while advising also of how high AGL the plane will be over the airport that the glide is set up for. There is also a short cut on the screen to tap to squawk 7700 as well as runway length information at the airport.

The Garmin Smart Glide Button wasn’t installed yet in the TBM, but that will make things even easier when it is (it will be certified in January). This is amazing technology that all Garmin GTN 750Xi pilots should have their software updated to. Remember, you have to have a Garmin Autopilot and a Garmin PFD for it all to work.