If you are based in Houston, or heading into or out of the Houston airspace under IFR, have you updated your charts? If not, you may hear a clearance stating: “N67889, cleared to Amarillo via the BORRN 1 Departure, CRGER Transition, Direct. Climb via the departure, expect 8000 in 10 minutes. Departure frequency 123.8, Squawk 3365.” You manage to get the clearance written down, but have completely messed up the spelling of both BORRN and CRGER, so you have no idea where the intersections are. After stumbling through a readback, you ask ground to spell the fixes for you.
Then, more bad news. You haven’t updated your GPS cards yet, so the departure isn’t in your 430. It’s an RNAV only departure, so you can’t fly it based on the NAV Radio. You were planning on updating your iPad when you got to Amarillo, so you don’t have the departure on there, either.
This has probably already happened to a few people today already.
Houston airspace got a major overhaul today. There are 20 new DPs and 29 new STARs guiding IFR traffic into and out of Houston airspace (including one named the DOOBI 1 Arrival, named after the Dooby Brothers band).
The FAA’s goal in all these changes, according to AOPA, is to “bring fuel efficiencies, time efficiencies, and reduce carbon emissions” (from Benet J. Wilson’s May 15th article on AOPA.com). The FAA issued a NOTAM today valid until June 6th describing what routes for pilots to file. The NOTAM also contains contingency plans for pilots flying without updated charts (like our example above).
Pilots should expect these wide scale procedure additions and changes to start showing up in other Class B airspace across the country. As always, make sure those charts are updated, GPS databases are current, and you do some studying of your route before you file your flight plan.
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.
Throughout the whole event, I learned quite a few things both about flying and about myself. Here are some of the lessons which I have taken away from the accident:
No flight is routine: When I took off that morning I was about as relaxed as I could have been while going to fly. I was flying an airplane that I knew well, in beautiful weather, to familiar airports and even carrying passengers which I had taken on this exact trip more than a dozen times. The accident brought into startling clarity that anything can happen at any time. I had done everything right that morning (preflight, weather briefing, planning, etc) , and none of that did anything to stop the deer from jumping out onto the runway. All we can do is ensure the items we do have control over are covered and try to be prepared to deal with anything else that arises. This ties directly into my next point:
Making sure everything is correct: When you do go fly, make sure that you have all your paperwork and personal details taken care of. I can think of a few times over the course of my flying career where something wasn’t quite right with the paperwork, or perhaps I had forgotten my wallet and I was tempted to go fly anyway. “It’s 8pm on Sunday, I’m not going to get ramp checked.” Well, I can assure you that the paperwork and questionnaires which were required to be submitted to the FAA, NTSB, and Insurance companies would have uncovered any discrepancies in my logbooks, currency, or legality. It isn’t worth the risk of flying without having everything in place just in case something happens. It isn’t just a random ramp check which can get a pilot into trouble.
Ask for help: The story of my collision with a deer would have had a very different outcome if it weren’t for the help that I received from countless the people on the ground. If you’re ever in a situation where you could use a hand, don’t be afraid to ask for help. If I had simply turned around and landed back at Wings, I wouldn’t even have had any idea that my landing gear was missing! The people in the control tower, the maintenance guys, the approach controllers in Philly, the emergency responders, and many more people all played their part in orchestrating a successful outcome.
Airplane sitting on the runway after the firefighters had checked it out Photo credit: www.lancasteronline.com
Dealing with the Paperwork: I have had dealings with the FAA before, but never for an accident. I was afraid that the investigation would be a witch hunt and I would have to defend myself while someone poured over all my planning and paperwork looking for potential errors. But, my fears were totally unfounded. Although I did have to answer many phone calls, write many reports, and fill out much paperwork, the FAA, NTSB, and Insurance companies were very patient in waiting for my responses and even complimentary in how the situation played out. I really enjoyed working with all of them and appreciated their encouragement and help.
Emotional Response: After the dust had settled and the smoke had cleared, I was left standing on the side of the runway with the passengers and my boss. I offered to fly them back to Philadelphia or continue to Pittsburgh and assured our Chief Pilot that I was feeling fine and ready to fly again. Fortunately, there wasn’t a need. Over the next week or two, I noticed a change in myself. I wasn’t fine. I have never had headaches, but shortly after I landed I developed a headache that didn’t go away for days. I had trouble focusing on anything and I had trouble finding motivation to do much but sit and stare at a wall. I wasn’t sharp and I caught myself making silly mistakes in my normally routine activities. I wasn’t depressed, or sad, it was just an unwanted mental and physiological response to the stress and shock of what happened that morning in the Baron. I didn’t feel like myself for quite some time and I even found myself a little on edge whenever I lined up for takeoff on subsequent charters for while afterward. Eventually I started to feel normal again, but it was a slow process.
Feather the Props: I can’t tell you what a difference it makes when those props go from wind milling to feathered. It became clear to me that feathering a prop could make a huge difference in deciding the outcome of an emergency situation.
Good training and checklists usage: This one is pretty straight forward, but it’s worth mentioning. Good training and proficiency make all the difference when the odds are against you. Make sure that you use all your resources when your back is against the wall, and that includes the checklists. Under the stress of the flight I had forgotten to close the cowl flaps and would likely have landed with them open without the aid of the Emergency Procedures Checklist. This would have resulted in unnecessary damage to the airframe.
No need to rush: There is no denying that I had things stacked in my favor that day. I had nice weather, extra gas, daylight hours, and even the luxury of landing at my home airport. But, regardless of all those variables, there is no need to rush into anything. Ask questions, find answers and come up with a plan. Obviously not all emergencies present the pilot with the luxury of time, but use all time and resources you have to your advantage.
Polish up those procedures: The deer accident really made me want to go out and brush up on all the emergency procedures which I hadn’t performed since my last checkride. The realization that I could need any of them at any time was really hit home after I hit that deer. Additionally, make sure you know who to call if something ever does happen.
Know the systems: Familiarity with the systems on the airplane makes it easier to troubleshoot and solve issues on the fly and makes it easier to spot a problem in the first place. Knowing how systems work and what their normal indications should be helps make decisions regarding when to divert and where to land easier.
The irony isn’t lost on me that the last article that I wrote for this newsletter dealt with how to avoid making gear up landings and the high cost required to repair one. I never would have imagined when I wrote that article last fall that I would be writing one only a few months later detailing my own gear up landing.
The bottom line is that there is nothing a person can do to prepare for every situation which might arise throughout the course of a flight, and it’s also impossible to know which emergency you may have to deal with if a situation arises. All we can do is stack odds in our favor by making sure that we address the things within our control such as aircraft maintenance, careful flight planning, checking weather, and having personal minimums set in place to keep us from flying outside of our skill sets and comfort zones.
Additionally, ensuring that you are knowledgeable and proficient in your aircraft’s procedures will give you the best chance for success. When things start going wrong, keep calm, and ask for help. Work the problem instead of guessing or rushing into a less than desirable solution. No one wants to be caught in an emergency like a deer in a landing light!
Andrew Robinson is an airline pilot for Piedmont Airlines. He is a former 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania. He instructs in Beechcraft Bonanzas.
The South Central Cirrus Owner’s and Pilot’s Association (COPA) Region is hosting it’s second Fly In dinner at the Austin Executive Airport (KEDC) on Friday, October 8th, dubbed the Spring Cirrus Austin, TX Get Together. The event is from 5:30-9pm.
Like the first CATGT in October, there will be dinner ($25 per person), drinks, and several presentations. Jack Long and Josh Marvil will speak about their trip around the world in a PC-12. Ed McCombs and Eric Opiela will give a safety presentation about automation and task saturation.
Plus, best of all, Cirrus is bringing a real live flying SF50 Vision Jet, plus a brand new SR22 G6 with the Garmin Perspective NXi panel.
Fly in or drive to EDC. The dinner will be in the Henrickson Jet Center’s main hangar. You will need to RSVP so event organizers can get a proper head count. The link to RSVP is here.
The Piper PA-46 series, which includes models like the piston engine Piper Malibu and Piper Mirage, and the turboprops Piper Meridian, M500, and M600, is a popular choice for private pilots and business aviation. Known for its impressive speed, range, and pressurization, the PA-46 is a very capable single pilot aircraft. However, like all high-performance aircraft, it presents its own set of challenges and risks, especially when pilot error or adverse conditions come into play.
The 2024 PMOPA (Piper M-Class Owner’s and Pilot’s Association) Convention was the first weekend in November and one of the sessions every year is the PA-46 Safety Review. Sadly, in 2024, the accidents involving various PA-46 models pointed out several areas related to decision making that all pilots need to put be aware of. These accidents highlight critical issues in weather awareness, pilot training, and decision-making, and they provide valuable lessons for other pilots in any type of aircraft.
Overview of the 2024 Piper PA-46 Accidents
The Piper PA-46 is generally regarded as a reliable and capable aircraft, but the safe outcome of a flight often times depends on the pilot’s decision making. There always can be mechanical malfunctions, but those still require good pilot decision making to be able to walk away from the accident.
In 2024, multiple accidents occurred involving different variants of the PA-46, with many of the accidents occurring during critical phases of flight like takeoff or landing. Some of the key factors contributing to these accidents included:
Weather Challenges: In several cases, adverse weather conditions, such as low visibility, thunderstorms, or high winds, contributed to accidents. Despite most PA-46’s being equipped with NexRad and weather radar, pilots sometimes underestimated or misjudged the weather risks.
Pilot Decision-Making: A recurring theme in these accidents was pilot error—specifically, poor decision-making when faced with challenging conditions. In some cases, pilots continued flights despite deteriorating weather or failed to react appropriately to emergency situations.
Mechanical Failures: As with every airplane, systems fail on a Piper PA-46. Several accidents were due to engine power loss. Proper training teaches pilots how to have the right mindset and skills to handle those engine power loss situations, taking a bad situation and having the best possible outcome due to good decision making and gliding skills.
Three Key Lessons for Pilots
The Piper PA-46 accidents of 2024 serve as valuable reminders about the importance of pilot preparation, decision-making, and risk management. Here are three critical lessons pilots can take away from these accidents:
1. Prioritize Pre-Flight Weather Planning
Poor weather conditions were a significant factor in some of the crashes in 2024. Pilots of high-performance aircraft must place a strong emphasis on weather pre-flight planning, especially when flying into regions prone to rapidly changing weather or severe conditions and across frontal systems. Pilots should:
Stay up-to-date with weather briefings before and during the flight, including calls to Flight Service Station if there is serious weather along the route.
Be proactive in altering flight plans or delaying departures when weather conditions become unfavorable.
Utilize onboard weather radar and other tools to monitor changing conditions in real time and avoid nasty looking weather systems. ADS-B and XM Weather are delayed information. They are not meant to be used to find holes through storm systems.
Finally, don’t try to shoot through holes! They are called sucker holes for a reason.
2. Master Emergency Procedures
Pilots of all aircraft, not just PA-46 models, need to practice engine-out procedures multiple times a year with an instructor, not just at recurrent training. The goal is to make emergency procedures second nature which creates the right mindset to handle the emergency, creating a much better outcome. Training should focus on:
Engine-out procedures immediately after takeoff, climbing out at low altitude, and at cruise.
Performance with the propeller feathered and unfeathered, recognizing how the feathered prop increases glide range.
Practicing forced landings and other emergency scenarios regularly to build confidence and competence.
3. Always Plan for an Emergency Landing
It is very important to know your options in the event of an emergency. When flying over mountainous or remote areas, pilots should always have a contingency plan for where to land if something goes wrong. An emergency engine out brief should be a part of every pre-takeoff briefing to put the pilot in the right mindset. Pilots should:
Brief an engine failure on the runway, low altitude, and at an altitude that allows for a safe return to the airport in the event of an engine failure as part of every pre-takeoff briefing.
Study the flight route in detail and identify suitable emergency landing sites along the way, especially when flying in areas with limited options.
Consider the terrain, weather conditions, and available options in the event of an engine failure or other emergency.
Use terrain awareness and other onboard tools to help identify suitable landing areas in real-time, including the ForeFlight Glide Advisor.
Conclusion
The Piper PA-46 series, while a capable and reliable aircraft, demands a high level of skill and preparation from its pilots. The accidents in 2024 serve as a sobering reminder of the critical importance of weather awareness, emergency training, and proper flight planning. By learning from these accidents, pilots can make better decisions, have the right mindset, and reduce the risk of similar accidents in the future.
By prioritizing weather awareness, mastering emergency procedures, and always having a contingency plan for forced landings, pilots of the Piper PA-46 can improve their ability to handle the challenges posed by these high-performance aircraft. These lessons are not just for PA-46 pilots, but for all pilots striving to fly safely and confidently.
Are you one of those pilots who hates fuel stops simply for the fact that the engine doesn’t have time to cool off? You pump gas into the plane, hit the bathroom, get in the plane and the oil temperature is still up at 160-170 degrees, leading you to have to figure out how to get the plane going again with a hot engine. For those without proper training, this usually means a lot of jockeying around with the throttle, mixture, and fuel pump to try and get the thing started without flooding it. After coughing and wheezing several times, the engine finally comes to life, leaving you to only guess what worked and without the knowledge of how to duplicate it.
Let’s take a step back for a minute to see what is actually happening with a hot engine. Once the engine is shut off, the fuel in the lines leading from the tank to the engine is vaporized, meaning there is more air in the fuel lines than liquid fuel. In the engine block itself, there is still liquid fuel in the injectors, but only enough for the engine to cough then quit if started.
When a normal priming and starting procedure is performed, too much fuel is forced into the cylinders and the engine becomes flooded. A flooded engine just means that the stoichiometric ratio is way too rich, meaning there is too much fuel and not enough air. The prime does the trick of getting the fuel vapor out of the fuel lines, but it shoves too much fuel into the cylinders. Once the engine is flooded, it’s a waiting game to allow air into the engine to get the mixture right. All Lycoming powered high performance and turbo charged engines are notoriously easy to flood when hot.
So, what’s the solution? By taking a step back to see what is actually happening, you can attack the problem from the source, which is the fuel lines. You need to get the vapor out of the fuel lines and get some liquid fuel in there. The procedure for this varies based on the make and model of engine, but I’m going to use the example of the Continental IO-550-N that is in a Cirrus SR22. I found this procedure in the Continental Engine Manual and it works every time.
(Pilots of other airplanes, keep reading. I have sections below for PA46s, Columbias, and Bonanzas as well )
Mixture: Full Lean (this allows fuel in the fuel lines, but prevents it from going past the mixture control into the engine, sending all fuel back to the fuel tank; a small amount of fuel leaks past the mixture control providing prime for the engine)
Throttle: Idle
Low Boost Pump: Run for 30-60 seconds (see note below) (15 seconds in the Turbo Cirrus)
Mixture: Full Rich
Throttle: Open about 1/4 travel (not 1/4″, that won’t be enough)
Boost Pump: Off, but have your finger on Low Boost
Starter: Crank (engine will turn over a few more times before firing, this is normal)
At the first indication of start, turn the Low Boost on, increase the throttle to ensure the engine catches, then adjust the throttle for 1,000 RPM
The engine will fire right about the time you start thinking it isn’t going to work
A few notes regarding engine temperatures:
If the oil temperature is above 150 degrees, a hot start will be required. If oil temp is close to 200 degrees, run low boost for 60 seconds in a non-turbo. If oil temp is 175, run low boost for 45 seconds in a non-turbo. If oil temp is 150, run low boost for 30 seconds in a non-turbo. Use 15 seconds for all temps above 150 in a Cirrus Turbo.
If the oil temperature is between 125-150, skip the hot start procedure, don’t prime the engine, leave the boost pump off, and crank the engine, then boost pump on when it starts and slightly increase throttle to make sure the engine catches
If the oil temperature is between 100-125, skip the hot start, don’t prime the engine, and perform a normal start with the boost pump on
If the oil temperature is below 100, perform a normal prime and start
Piper Malibu (PA46-310P with Continental Engine)
Mixture: Full Lean (this allows fuel in the fuel lines, but prevents it from going past the mixture control into the engine, sending all fuel back to the fuel tank; a small amount of fuel leaks past the mixture control providing prime for the engine)
Throttle: Idle
Low Boost Pump: Run for 15-30 seconds depending on oil temperature…
Greater than 150 degrees: 30 seconds
Less than 125-150 degrees: 15 seconds
Less than 100-125 degrees, no need to run the Low Boost
Perform normal cold start below 100 degrees
Mixture: Full Rich
Throttle: Open about 1/4 travel (not 1/4″, that won’t be enough)
Boost Pump: Off, but have your finger on the Primer Button
Magnetos: On
Starter: Crank (engine will turn over a few more times before firing, this is normal)
Engine should fire with the Low Boost Pump off, but…
If the engine starts to die, simultaneously increase the throttle a little bit and hit the primer button.
Only tap the primer button, don’t hold it as you’ll flood the engine if you hold it At the first indication of start, turn the Low Boost on, increase the throttle to ensure the engine catches, then adjust the throttle for 1,000 RPM
Piper Mirage & Matrix (PA46-350P and PA46-350T with Lycoming Engine)
Leave throttle and mixture idle
Before you turn the battery on, ensure the mixture is idle cutoff
If the mixture is forward and the battery is on, the low boost pump in the fuel tank will start pumping fuel to the engine and quickly flood it
Ensure Magneto switches are on
Open throttle 1/4 travel (not 1/4″ as this won’t be enough)
Crank
As soon as the engine begins coughing and wheezing (and this is what it will sound like), push the mixture 3/4 of the way forward
Once the engine has a good solid fire, smoothly and swiftly push the mixture all the way forward
Reduce throttle
Note: The Emergency Boost Pump can be used as part of the hot start technique, but I usually leave it off.
Pro to the Emergency Boost Pump is it can help suck more fuel in and purge vapor during the start
Con is that if the engine doesn’t start on the first try, you are flooding your motor
Columbia 400
Throttle and Mixture Idle Cutoff
Vapor Suppression: Run for 30-60 seconds. Reference above temperatures on the non-turbo Cirrus for run times
Mixture full forward
Throttle 1″ in
Prime for 3 seconds, then off
Crank
Once engine fires, primer might need to be pushed momentarily to purge excess vapor
On Columbia 350s, the throttle should be twisted (or pushed depending on if it’s an Avidyne or Garmin Columbia) in while cranking
Be prepared to reduce power once engine fires
Beechcraft 36 Bonanza
Throttle and Mixture Idle Cutoff
Low Boost: Run for 30-60 seconds. Reference above temperatures on the non-turbo Cirrus for run times
Mixture full forward
Throttle open 1″
High Boost until fuel flow peaks, then off
Crank
Once engine fires, Low Boost might need to be engaged momentarily to purge excess vapor
There are other “procedures” for hot starting out there, but most of them involve starting with full throttle, which can lead to the airplane shooting ahead on a ramp or taxi way if the brakes aren’t properly set. This can lead to high repair costs, so always be cautious. Figuring out what is happening when the engine is hot will give you a better chance of getting it started right away.
I got a call today from a friend asking me about oxygen requirements. That got my brain pondering about the different items the FAA would like all pilots to know. I did a little refreshing and found several other tidbits directly from the FAA that I thought worth sharing. No matter what you’re flying, I think these apply to all of us.
First off, what are our general oxygen requirements? If you jump on over to the FAR’s and take a look at 91.211 you’ll see:
1. At cabin pressure altitudes above 12,500ft MSL to 14,000ft MSL, pilots
required to use oxygen unless the segment is less than 30 minutes of flight.
2. At cabin pressure altitudes above 14,000ft MSL, the crew is required to use
oxygen.
3. At cabin pressure altitudes above 15,000ft MSL, each occupant must be provided the use of oxygen. This doesn’t necessarily mean they have to use it.
Things get a little more in depth when you get to pressurized aircraft.
These requirements are also listed in 91.211:
1. If you’re flying above Flight Level 250, a 10 minute supply of oxygen is
required for each person onboard.
2. If you’re flying above Flight Level 350-410, and one pilot leaves their seat, the other pilot will be required to wear an oxygen mask, unless both seats are equipped with quick-donning oxygen masks.
There are three basic components to any oxygen system in an aircraft: the storage system, the delivery system, and the mask or cannula. First, there are several types of storage systems.
Gaseous aviators breathing oxygen is the first. This is the standard green tank that everyone is familiar with. There are two types of tanks. Either the high- pressure with 1800-2200 psi or the low pressure tank with 400-450 psi. The major issue with these and General Aviation aircraft is weight. Some of these tanks can get bulky and heavy and therefore don’t work for everyone.
Liquid aviators breathing oxygen or LOX is another form of storage. The major advantage of LOX is that it has a 900 to 1 expansion ratio, meaning that 1 liter of liquid oxygen can be expanded into 900 gaseous liters of Aviators Breathing Oxygen. The disadvantages of LOX are they are extremely volatile and have to be stored at -197F. If it comes in contact with exposed skin, severe frost bite can occur.
Sodium chlorate candles or oxygen generators have a weight advantage like LOX. They’re essentially a canister that when activated mix sodium chloride and iron powder and produce oxygen. They general have a 600 to 1 expansion ratio, which goes back to the weight savings. However, once these are started they are very hard to stop. Another disadvantage is these devices produce a fair amount of heat, so proper precautions need to be taken.
Next are the delivery systems. The main systems are Continuous Flow, Diluter Demand, and Pressure Demand. Continuous Flow, is exactly as it sounds. The oxygen is allowed to flow continuously from the tank to the user. The benefits of continuous flow are you don’t need a complicated mask or regulator. The downside to this system is since it continuously pumps oxygen, you’re wasting oxygen when you exhale. Most of continuous flow systems are used on aircraft that generally fly below 28,000 feet.
Diluter Demand was designed to fix the negative of the Continuous Flow systems. Diluter Demand only sends oxygen to the user when the user inhales. The system also allows cabin air to be introduced in, sending the perfect mixture of oxygen to the user when needed. These systems are very efficient and generally tend to be used up to 40,000 feet.
Pressure Demand is designed to essentially “over inflate” the users lungs. This will basically pressurize the the users lugs and allow the user to fly above 40,000 feet. This is needed at flights above FL400 because 100% oxygen without positive pressure will not suffice.
The final portion of the oxygen system is the mask or cannula. Nasal cannulas generally are more comfortable and are regulated to 18,000 feet service altitude. Masks come in a couple different variants. From re-breathers to quick-donning, most masks accomplish the same task with a few small differences. Quick-donning must be able to be put on within five seconds and are rated up to FL400.
Since that was a lot of information, what does all of it mean to you? Most fair weather flyers will never run into any of this. However, the high performance owner/operator will run into oxygen use situations a fair amount. Taking the family up to Colorado on a ski trip, jumping up to 12,500 feet to get above some weather, or flying above 5,000 feet at night on a long xc are all situations where you may want to have oxygen on board.
If you are planning on doing any of this type of flying or are currently doing these types of flights, training is a must. If you’ve never been in an altitude chamber, I would highly recommend it. In college, I went with a group to Oklahoma City to the FAA’s headquarters where they hold a class on Hypoxia and High Altitude flying. It’s very informative to be in the chamber as it simulates being oxygen deprived. You get to see how you’ll react and what kind of symptoms you’ll have when in a loss of oxygen situation. Each person has different symptoms, so it’s important to see how you will react.
It’s also good to fly with an experienced instructor. Finding an instructor who will allow you to learn in a safe environment is worth its weight in gold.
Ryne Bergren is currently a First Officer with Mesa Airlines in the CRJ 900. Ryne has experience in many different areas of aviation, from corporate to airlines to teaching to ferrying across the Atlantic Ocean. His passion is for all things that travel across the big blue sky.
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