News | Safety

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!

Winter Ops
ByAndrew Robinson August 10, 2015August 19, 2015

It’s summertime and the weather is hot! Over this dry, sunny season, winter flying is probably the last thing on your mind. However, now is the perfect time to start getting things in place for winter and that includes having a plan for taking care of your airplane.

Why are preparations for winter ops needed in the first place? Cold weather, especially during the engine start and warm up period, can be very damaging to your engine if precautions aren’t taken to ensure that safe temperatures exist inside the engine before you turn the key. I always thought that the biggest problem associated with cold weather was engine oil. The logic is since cold oil is thicker and less viscous as the temperature drops, it is not able to circulate quickly throughout the engine to provide proper lubrication upon starting.

While cold oil may be a factor, the introduction of multiviscocity oils has greatly reduced that issue. The real problem is created by the different ways that various parts of the engine respond to heat. Because aluminum expands more quickly when heated than steel does, the pistons (made of aluminum) expand more quickly than the cylinders (made of steel). This can lead to scuffing on the sides of the cylinder barrel. In the same way, differential heating can reduce clearances which are designed to provide cooling oil to bearings and other vital engine parts, thereby causing damage which greatly reduces the life of the engine.

So how cold is TOO cold? Unfortunately, that is a difficult question to answer. Because there is so much variation between engines, airplanes, and environments, there really isn’t any one specific answer. An older, more worn out engine may actually be less susceptible to cold weather damage than a newer, tighter engine because its internal clearances are probably not as tight as they were a few thousand hours ago. I have heard of some people who preheat their airplanes anytime the temperature falls below about 40 degrees. For us northerners, this seems excessive. On our E33A Bonanza which has a Continental IO520, we generally preheat the airplane when it is cold soaked in temperatures below freezing (32° F).

Here are a few of the best ways to get your machine ready for a cold weather flight:
- Heated Hangar: Nothing beats a heated hangar for warming up an airplane. The warm air is evenly distributed around the engine and in the cockpit (your avionics and gyros will thank you!). The airplane will need to be in the hangar for a while in order to warm up the guts of the engine. Often, the easiest way is to have the airplane pulled in the evening before the planned departure and left overnight. Many FBOs will hangar airplanes overnight for a small fee and it is well worth the price. We almost always have our charter airplanes put into hangars overnight when on a winter trip to ensure that we don’t have any trouble when we depart the next day. This practice has the added benefit of keeping the airframe clear of any ice and snow that may accumulate before you are scheduled to leave.
- Electric Engine Heaters: Multipoint electronic heaters use heating pads that are placed around the engine in order to heat up the various components such as cylinders, the oil pan and crankcase. Most of these systems are designed to be activated by being plugged into a wall outlet with an extension cord. Preheating for a winter flight is as simple as going to the airport the night before and plugging it in. Two well known manufacturers of multipoint engine heaters are Reiff and Tanis. These systems are relatively inexpensive and can be a life saver if you regularly travel in colder climates. If an engine heater is the right choice for you, it is recommended to avoid less expensive models that heat only the oil pan.
Pictured above is the Reiff system. The heated bands go around the cylinder bases and the pad at the bottom of the picture heats the oil pan. Picture Courtesy of www.reiffpreheat.com
- Covers and Blankets: If it is especially cold or you have to preheat outside, having something to insulate the cowling and keep the wind out can be very useful. Regular blankets will work long as you can secure them in place. If you have an ongoing need for additional insulation, there are companies that make custom blankets and propeller covers to fit your airplane. If you are landing and then taking off again relatively quickly, using a few blankets and cowl plugs will work nicely to keep the engine warm while it is sitting outside. In a pinch, placing a couple of powered light bulbs in the cowling overnight with insulation on top can result in sufficient temperatures for starting the engine.
Even with the multipoint electric heater, we still use a blanket while preheating to help keep everything toasty.
- Forced Air: This method is used widely by FBO’s and flight schools. Hot air is produced in a portable heater and is then pumped into the engine compartment via the openings at the front or bottom of the cowling. This method has the benefit of not requiring any additional equipment to be installed on the aircraft beforehand and can be very effective provided there is adequate time for the engine to heat completely before removal.
Pictured above is a Red Dragon engine preheater. Photo courtesy of Red Dragon’s website: www.flameengineering.com
- Winter Baffles: When the air temperature starts to drop into the teens and lower, you may find it difficult to keep your engine temperatures warm enough in cruise flight. The problem is that the air entering the cowling inlets is so cold that it overcools the engine. The solution is to install additional baffling in the engine inlets to reduce the amount of airflow into the cowling. These additional baffles are usually just sheets of aluminum that are cut to the correct size and are bolted in and removed quickly and easily as needed. Some pilots swear by them while others complain that they can cause uneven cooling. If you have questions about winter baffling, I’d suggest talking to your mechanic about your specific airplane.
Winter flying can be extremely rewarding. After their hands thaw from preflight, a pilot is often rewarded with smooth air, improved performance and outstanding views. Just don’t forget to prepare the airplane for the cold. The preparation is often as simple as plugging in an extension cord or making a phone call to the FBO. So whether you live in the north or the south, take good care of your engine so that it can keep taking good care of you.
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.
The Importance of Slowing Down
ByHank Gibson June 4, 2018June 4, 2018

Technology has made our job as pilots simpler, streamlined, and safer. With all the new GPS & autopilot technology that seems to come out every month, flying an airplane is getting easier every day (and when I say flying, I mean programming!). I can’t tell you the last time I actually used a VOR for navigation, other than a practice approach. The AIM even has guidance in it now allowing pilots to use the GPS overlay on a VOR or LOC approach instead of switching to the actual NavAid on the course needle (you have to WAAS in order to legally do this).

I hear the argument already. I am young (31) and used to all the different touchscreens because I have grown up with them. Tech is nothing new to me. It’s not that easy for everyone, I do understand. There is also the argument that all the tech causes pilots to not know how to fly the airplane, which is also valid. This is why I put an emphasis on hand flying in any kind of training I do.

For the sake of argument in this article, yes, I am young and I adapt to technology pretty easily. I’m not afraid to press buttons to figure out what they do, but I usually do it while sitting on the ground with a GPU hooked up (or I go look in the manual). And yes, all the autopilot ability has caused a decrease in base pilot skills. I actually encourage every customer I have to go get a tailwheel rating so that they can actually learn how to fly better. You don’t use a rudder much in a Cirrus compared to a Super Cub or a Citabria.

What I want to focus on for a few minutes is how to alleviate the frustration that comes with getting so wrapped up in the technology when it doesn’t do something that you want it to, or the wrong button gets pressed, then you end up somewhere you had no intention of being.

The biggest thing a pilot can do when it comes to technology is NEVER to get in a hurry. Good training is first and foremost, but, after that when flying without an instructor or even in recurrent training, SLOW DOWN and think through what you are doing and what you want the system to do. This will alleviate a ton of frustration.

It can be very easy in hot, turbulent weather to get tuned in to the GPS programming, trying to do five or six different things in the span of five or six seconds, before looking up and realizing that plane is 500 feet off altitude (without an autopilot) or you blew through the course you were supposed to be intercepting (with an autopilot).

What I teach is to slow down, whether or not you have an autopilot, and do one thing at a time. Once that item is done, look up at the instruments or the horizon, check on things, make sure the airplane is still flying properly, then do the next thing. Don’t try and do a bunch of things all at once or in a hurry. It will usually get you off course and off altitude, plus it distracts the pilot from his main job: Flying the airplane.

So, next time you want to do something on your GPS, pause, take a breath, think through what you want to do, then do one item at a time. The outcome will be less frustrating and you’ll keep flying where you want to go.
L-3 Lynx Transponder Line
ByHank Gibson July 25, 2015August 1, 2015

L-3 has jumped into the ADS-B transponder game with their Lynx line of products. Aircraft owners have a myriad of options with the Lynx line, from simply becoming ADS-B compliant with the NGT-1000 ($2,100, with ADS-B out that works with the GTX 327 and GTX 330), or going all in with the NGT-9000 touch screen transponder complete with ADS-B In, a traffic screen and NEXRAD ($6,800).

The NGT 1000/2000/2500 line works with the existing transponder in the airplane (as long as it’s a Garmin GTX 327 or 330). The 2000 gives ADS-B In capability, allowing the pilot to access NEXRAD and traffic, plus has a Wifi source to broadcast all the information to an iPad. The 2500 includes all of that, plus gives the pilot MFD capability as well. An optional control panel is available if the airplane is not equipped with one of the aforementioned Garmin transponders.

The L-3 Lynx NGT-9000 is an actual transponder replacement. It is a touch screen device that has a multitude of ADS-B features that, quite frankly, are really cool on a transponder. The ADS-B traffic is displayed on the unit itself and can also be sent, via the optional Wifi connection, to an iPad on the WingXPro or SkyRadar apps. The optional L-3 NextGen Active Traffic can also be installed to receive traffic callouts (this does not include resolution advisories). Already have SkyWatch? The L-3 Lynx can use the equipment.

The L-3 Lynx NGT-9000 is also capable of displaying NEXRAD as well as METARs, TAFs, NOTAMs, and TFRs and a myriad of other weather products, all on it’s moving map. It seems that L-3 has taken the transponder and turned it into something awesome.

To read more about the L-3 Lynx line of transponders, you can visit their website.
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.
Aviation News: The Formation of ONE Aviation
ByHank Gibson April 30, 2015May 1, 2015

Earlier this month, Eclipse Aerospace and Kestrel Aircraft merged to form ONE Aviation. Most pilots are familiar with Eclipse, who makes the Eclipse 550 jet, but not many have heard of Kestrel Aircraft.

Kestrel Aircraft is run by Alan Klapmeier, co-founder of Cirrus Aircraft and brother to Dale Klapmeier, who still runs Cirrus. Klapmeier joined Kestrel in 2010 and brought innovation to the K350 Turboprop design that Kestrel was developing. Kestrel has been lacking in investors to further their project, but the merger will help a lot in getting more funding. Klapmeier assumed the CEO role for ONE Aviation.

The merger will also help bring more innovations to the Eclipse 550. The original Eclipse Jet was a miserable failure and the company went into bankruptcy in 2009. The Eclipse Jet came back to market in 2013 as the Eclipse 550 with many much needed improvements, including making GPS a standard amenity.

Klapmeier and his genius will lead ONE Aviation in good directions. The K350 will come to market a lot sooner as more investors will be drawn to the company, while the Eclipse 550 will continue to see new and innovative developments.