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.
2008 Cessna 400 Corvalis TT (N422TJ) — 235 KTAS and Garmin G1000 glass, priced under a comparable Cirrus.
If you’re weighing a Cessna 400 vs Cirrus, start here. The 2008 Cessna 400 Corvalis TT cruises at 235 knots true — the fastest fixed-gear piston single ever certified. It’s faster than a turbocharged Cirrus on the same fuel and the same class of engine, and it costs less than a comparable SR22T. If you’re shopping a high-performance single for speed and value, N422TJ deserves a hard look.
The Airplane Cirrus Shoppers Overlook
The Cessna 400 is a Lancair design — a clean-sheet, all-composite airframe built to go fast. Cessna certified and refined it, and built N422TJ in 2008. It seats four, carries a real load, and handles weather. Most buyers shopping a high-performance single default to Cirrus, so airplanes like this one get overlooked. That’s where the value is.
Faster on the Same Fuel
The 400’s 235 KTAS is a true max cruise at 25,000 feet on oxygen. A 2011–2012 Cirrus SR22T (Gen 3) trues about 211 KTAS. Both burn 100LL and run turbocharged Continental engines in the same ~310-horsepower class.
That’s about 24 knots up high — roughly 45 minutes off a 1,000-nautical-mile leg — with no bigger engine and no more fuel. And it isn’t only a flight-levels number: at 10,000 feet the 400 still trues about 180 KTAS, roughly 10 knots faster than an SR22T at the same altitude.
Lancair-designed, all-composite, fixed-gear — the airframe that makes 235 knots possible.
The Value Gap
N422TJ is priced at $350,000. A comparable Gen 3 SR22T typically trades between $450,000 and $550,000 used. (A new SR22T is a $1M-plus airplane — not the comparison.) Against the newer turbo Cirrus, that’s roughly $100,000 to $175,000 less for a faster airplane.
N422TJ — no damage history, complete logs since new, Van Bortel-maintained.
Cross-Shopping a Turbonormalized Cirrus SR22
A lot of buyers looking at N422TJ also weigh a Cirrus SR22 with the Tornado Alley turbonormalized engine. It’s a fair comparison — the same ~310-horsepower-class Continental, the same all-composite fixed-gear layout, the same 100LL — so here’s the honest math.
Speed and engine: the turbonormalized SR22 trues around 211 KTAS; the 400 does 235. The 400 also runs a true twin-turbocharged TSIO-550-C, not a turbonormalized system — a true turbo makes boosted power up high, which is a big part of that speed edge.
Avionics and price — 2006–2008: those Cirrus came with the Avidyne Entegra panel. N422TJ’s Garmin G1000 with WAAS and Synthetic Vision is a clear step up — better glass for comparable or less money.
Avionics and price — 2009 and later: Cirrus moved to Garmin Perspective (G1000-class) glass, but the price moved with it. A 2009 SR22 turbonormalized with Perspective typically runs around $400,000 or more — one representative listing is $429,900. N422TJ is $350,000: less money, comparable glass, and 24 knots faster.
The SR22 still brings the CAPS parachute and the Cirrus owner community. But on speed, engine, and price, the Cessna 400 stays ahead.
Metric
Cessna 400 Corvalis TT (N422TJ)
Cirrus SR22T — Gen 3 (2011–2012)
Cirrus SR22 Turbonormalized (2006–2009)
Max cruise (25,000 ft)
235 KTAS
~211 KTAS
~211 KTAS
Cruise at 10,000 ft
~180 KTAS
~170 KTAS
~170 KTAS
Engine
Twin-turbocharged Continental TSIO-550-C (true turbo, ~310 hp class)
Turbocharged Continental (~310 hp class)
Turbonormalized Continental IO-550-N (~310 hp class)
Cessna 400 Corvalis TT vs. Cirrus SR22T (Gen 3) and the turbonormalized SR22. Speeds and prices are typical estimates; verify against the aircraft records and current market.
The fastest fixed-gear piston single ever certified — and it out-runs a turbo Cirrus on the same fuel.
The Avionics You Can’t Buy Anymore
Garmin G1000 with WAAS and Synthetic Vision (SVT) and the GFC-700 autopilot.
N422TJ has a Garmin G1000 with WAAS and Synthetic Vision (SVT) and the GFC-700 autopilot. WAAS gives you LPV approaches — near-ILS precision at runways nationwide.
This matters because the WAAS upgrade path for the G1000 in these airframes is closed. A Cessna 400 that left the factory without WAAS can’t be upgraded — it will never fly an LPV approach. So a WAAS-plus-SVT 400 like this one is a scarce find. You either buy one that has it, or you don’t get it.
Both G1000 displays with synthetic vision — a modern, integrated flight deck.
Built to Actually Go
This airplane is equipped to be flown hard and often:
Thermawing electric de-ice with a backup alternator — a de-ice system (not certified known-ice)
Factory air conditioning
Speed brakes
Hot prop, built-in oxygen, and ADS-B Out
A comfortable four-seat cabin built for real trips.
The engine is a twin-turbocharged Continental TSIO-550-C with about 1,503 hours total time — the original engine, 1,503 since new. No damage history, complete logs since new, maintained by Van Bortel.
Leather interior, comfortable for four.
An Honest Word: What the Cirrus Does Better
One thing every Cirrus has that the 400 doesn’t: the CAPS whole-airframe parachute. Pull the handle and the airplane comes down under canopy. For a lot of buyers that’s the deciding factor, and it’s a fair reason to choose a Cirrus. Cirrus also has a large owner community and a strong support network.
Useful load is comparable across all three airplanes — the 400 is often equal or a little better. If the parachute and the community are your priorities, a Cirrus may be the right airplane, and we can help you find one. If your priorities are speed, avionics, and value, the 400 is hard to beat at this price.
Cessna 400 vs Cirrus: Quick Answers for Shoppers
Is the Cessna 400 faster than a Cirrus SR22T?
Yes. The Cessna 400 Corvalis TT trues up to 235 KTAS at 25,000 feet versus about 211 KTAS for a Gen 3 Cirrus SR22T — about 24 knots faster on the same 100LL and the same ~310-horsepower class of turbocharged Continental engine, or roughly 45 minutes saved on a 1,000-nautical-mile leg. At 10,000 feet the 400 still trues about 180 KTAS, roughly 10 knots faster than an SR22T at that altitude.
How does the Cessna 400 compare to a turbonormalized Cirrus SR22?
The Cessna 400 trues 235 KTAS versus about 211 KTAS for a turbonormalized SR22, and it uses a true twin-turbocharged Continental TSIO-550-C rather than a turbonormalized system. A 2006-2008 SR22 turbo has the older Avidyne Entegra panel, while the 400 has a Garmin G1000 with WAAS and Synthetic Vision. A 2009-and-later SR22 turbo with Garmin Perspective glass typically costs around $400,000 or more, versus $350,000 for N422TJ. The SR22 still offers its CAPS whole-airframe parachute.
Does the 2006-2008 Cirrus SR22 have a Garmin G1000?
No. Cirrus SR22s from 2006-2008 typically came with the Avidyne Entegra glass panel; Garmin-based Perspective glass arrived in 2009. The 2008 Cessna 400 came with the Garmin G1000, and N422TJ has the WAAS and Synthetic Vision version.
How much less is a Cessna 400 than a comparable Cirrus SR22T?
N422TJ is priced at $350,000, while a comparable 2011-2012 Cirrus SR22T (Gen 3) typically sells for about $450,000 to $550,000 used — roughly $100,000 to $175,000 less for a faster airplane.
What is the fastest fixed-gear single-engine airplane?
The Cessna 400 Corvalis TT, at 235 KTAS maximum cruise, is the fastest fixed-gear piston single-engine airplane ever certified.
Does the Cessna 400 have a parachute like the Cirrus?
No. A whole-airframe CAPS parachute is the one meaningful capability the Cirrus offers that the Cessna 400 does not. On speed, avionics, and useful load, the 400 matches or beats a comparable SR22 or SR22T.
Can the Cessna 400’s Garmin G1000 be upgraded to WAAS?
No. The WAAS upgrade path for the G1000 in these airframes is closed, so a non-WAAS Cessna 400 can never gain LPV approach capability. N422TJ already has WAAS plus Synthetic Vision, which makes it a scarce find.
Does the Cessna 400 carry less than a Cirrus SR22?
No. Useful load is comparable — the Cessna 400 is often equal to or a little better than a comparable SR22 or SR22T.
Call to see N422TJ or to talk through the Cessna 400 vs Cirrus decision: (512) 270-1298 · txtopaviation.com. Austin & San Antonio, TX.
The 2008 Cessna 400 Corvalis TT (N422TJ) trues 235 KTAS at FL250 — faster than a Cirrus SR22T — for roughly $100–175K less. An honest speed-and-value comparison.
Earlier this year, Cirrus debuted it’s new Learning Management System (LMS), Cirrus Approach. For several years, Cirrus has led the way in online systems training while using several different platforms for it’s LMS. Cirrus Approach is the culmination of lots of sampling and tinkering, and boy, did Cirrus knock it out of the park.
For those of you unfamiliar with the Cirrus training program, here is the quick rundown. When a pilot who has no Cirrus time buys a Cirrus aircraft, initial transition training is required to familiarize the pilot with the aircraft systems, speeds to fly, power settings, etc. The Cirrus Transition Course is a 3 day that gets a VFR pilot up to speed in the airplane. Under the Cirrus Embark program, those 3 days of training are covered by Cirrus and free to the new owner.
If the pilot is an IFR pilot, then the 5 day Cirrus Advanced Transition Training Course is required. If the pilot has Cirrus experience, but with a different engine or avionics configuration, there are courses for that too. The Cirrus Embark program covers 3 days of training for most courses for a new Cirrus owner.
As part of the aforementioned courses, there are systems to learn about and procedures to understand. This is where the Cirrus Approach LMS excels. Cirrus has done a great job of putting together lots of good videos (that are actually interesting but not annoying) on the airplane, systems, how to fly it, etc. for each course. It cuts down greatly on the time that the training instructor has to spend on the ground with the pilot since the pilot has already compiled knowledge through Cirrus Approach.
Cirrus Approach is accessible online at learning.cirrusapproach.com. To get access to the courses, create an account, then select the Learning Catalog. The courses are categorized based on the type of training (Transition, Advanced Transition, Avionics Differences, Airframe & Powerplant Differences, Recurrent, and Specialty), then further broken down into the type of airplane, engine and avionics (eg. SR22T G6 Perspective+). Make sure the correct engine and avionics configuration is selected! Notice, there is a difference between the SR22T and SR22 (Turbo & Non-Turbo).
Anyone can do the specialty courses. I would highly recommend for everyone to take the Engine Management course as well as the Icing Awareness Course for you TKS and FIKI operators. The Takeoff & Landing course is a good refresher course for a pilot who hasn’t done any training in a while.
The Recurrent Training courses are encouraged for all Cirrus pilots. There is an IFR Refresher, a VFR Refresher, and a Skills Refresher. These are recommended to rotate through with a CSIP (Cirrus Standardized Instructor Pilot) on a yearly basis. With a little extra ground, a Flight Review and an IPC can be accomplished yearly using these courses.
Earlier this year, Cirrus debuted it’s new Learning Management System (LMS), Cirrus Approach. For several years, Cirrus has led the way in online systems training while using several different platforms for it’s LMS. Cirrus Approach is the culmination of lots of sampling and tinkering, and boy, did Cirrus knock it out of the park. For…
In July, Stratos Aircraft completed the first test flight of the single engine Stratos 716X personal jet. Stratos, based in Redmond, OR, is taking a page out of Epic Aircraft’s book in how the company is planning on bringing the Stratos 716X to market.
Epic Aircraft first released the Epic LT composite single engine turboprop in the early 2000s as an experimental. The first kit was completed and flying in 2005. Epic’s goal was to bring the airplane to market as a certified aircraft, a feat that took them almost 20 years to do, achieving full certification earlier this year.
Stratos Aircraft is hoping to learn a lot from their Bend, OR neighbors. The 716X is going to start off as a limited release experimental kit, while the company is working on achieving certification for the airplane. Once the plane is certified, it will be dubbed the Stratos 716. The 716X experimental kits will be assembled through a factory builder assist program (no garage built single engine jets here!). The kit will cost $2.5 million assembled, while the expected cost of the certified Stratos 716 will be $3.5 million.
Now, let’s talk about the airplane. 400 KTAS. One engine.
That’s right, you did hear correctly. The Stratos 716X is expected to cruise at 400 KTAS on only one engine. Compared to the Cirrus Vision Jet, that’s 100 knots faster. Think, “I’ll be relaxing at the hotel pool with a drink in hand when you are landing” type speeds. The fuel burn of the Pratt & Whitney JT15D-5 engine (3,000 lbs of thrust) is about 25 GPH more than the Vision Jet (the Stratos 716X will burn about 98 GPH of Jet A while the Vision Jet averages about 75 GPH of Jet A).
Comparing the two engines, the above numbers start to make sense. The Williams FJ33 engine on the Vision Jet only puts out 1,850 lbs of thrust, significantly less than the 3,000 lbs of thrust that the Stratos 716X Pratt & Whitney JT15D-5 puts out.
What does that mean to the pilot? In the Stratos 716X, it means less takeoff roll, better climb rate, faster cruise (as evidence by the 400 KTAS expected cruise speed), and a better payload. More power = more weight carrying capacity. And, the 716X is expected to have a service ceiling of 41,000 feet. I probably wouldn’t want to go that high single pilot with one engine, but I’d be very happy with that speed in the mid-30s.
The cabin, based on the pictures I’ve seen, looks very comfortable. The Stratos 716X seats 6 and can be configured in several different ways. Baggage is no problem as Stratos Aircraft stretched the fuselage from their original 714 Proof of Concept aircraft, adding a very roomy baggage compartment above the engine compartment. The passenger compartment is as big as a Phenom 100, providing more leg and head room than the Vision Jet. The front seats have plenty of legroom too, as Stratos has opted for a side stick instead of a yoke.
The avionics for the Stratos 716X are expected to be the Garmin G3X Touch for the panel which will be driven by a Garmin GTN 750 GPS. Autopilot will be integrated within the G3X. I would imagine that once the plane is certified, the panel will be switched to a Garmin G1000 NXi and a GFC 700 will be installed.
The genius of the design of the Stratos 716X is the aerodynamics of the engine placement. Instead of hanging the engine out in the slip stream and going with a drag inducing V-Tail like Cirrus did, Stratos took some notes from the myriad of single engine military fighter jets out there, placing the engine inside the fuselage. The fuselage is then built around the engine with two air scoops for intake directly in front of the wings. With two intakes instead of one, that leads to more air flow, which again, means more power. The Vision Jet has only one.
I’m going to keep tabs on the Stratos 716X (as I kept tabs on the Epic E1000). I’m hoping Stratos gets several flying soon (the company expects to do 3 kits a year till the airplane gets certified) and certification comes quickly after.
I got to stick my head in the mockup of the Stratos 716X when I went to Osh Kosh in 2018. I was very impressed and was excited to see the airplane was finally airborne this summer.
For more information about the Stratos 716X, check out the Stratos website.
Cirrus Vision Jet, meet your competition. In July, Stratos Aircraft completed the first test flight of the single engine Stratos 716X personal jet. Stratos, based in Redmond, OR, is taking a page out of Epic Aircraft’s book in how the company is planning on bringing the Stratos 716X to market. Epic Aircraft first released the…
As far as I knew when I woke up, October 26, 2016 would be an ordinary day for me. It was a Wednesday, and I was scheduled to fly our Company’s BE58 Baron on a charter from Wings Field (KLOM), a non-towered airport just north of Philadelphia, to Pittsburgh International Airport (KPIT) and spend the day there waiting for my 3 passengers to finish up their meetings. The plan was to fly them back to Wings that evening and then make the short hop back to home base at Lancaster, PA. (KLNS).
It was a flight that I had done countless times, and I was comfortable with the airports, the passengers, and the airplane. Everything went smoothly that morning and my short flight from Lancaster to Wings was uneventful. I even made it there in time to spill coffee all down the front of my pants before my passengers arrived. The weather was clear, calm and beautiful as we loaded into the Baron and the sun was just starting to come up as I taxied toward runway 24 for departure. I was departing VFR and had an IFR plan on file which I intended to pick up with Harrisburg Approach once we were airborne. According to my calculations, I was on schedule to be drinking my coffee at the Pittsburgh FBO right around 8:30.
At 7:05, I advanced the throttles for departure. A few moments later, I received a very unpleasant surprise. I was quickly approaching rotation speed when 2 deer ran onto the runway directly in front of the aircraft. It was still dark enough that I was relying on my landing/ taxi lights to illuminate the runway for take-off. As a result, I was unable to see the animals before it was too late. I don’t remember making a conscious decision to pull back on the yoke, but it was that or plow directly into them at about 85 knots. I pulled up as quickly as I could and the airplane rotated immediately. A fraction of a second later I heard and felt a sickening THUD.
There was no doubt that I had hit one of them, but, somewhat unbelievably, the airplane was climbing as though nothing had happened. I put the nose down to get the airspeed back up and began to try and piece together what damage the airplane had sustained. Based on the noise and the feeling of the impact, my suspicion was that I had hit the deer with the left main landing gear. A review of the instrumentation showed no abnormalities and the airplane was behaving normally, so I didn’t suspect any damage to the airframe/ flight controls. I couldn’t see anything out the windows that looked unusual, and somewhat unbelievably I still had 3 green lights.
After gaining a safe amount of speed and altitude, I turned around and told the passengers that we had hit a deer. It was obvious that we had hit something and I was sure that they wanted to know what was going on. Then, I checked all my indications again and satisfied with what I was seeing, tried to bring up the landing gear. No dice. When I pulled the gear lever to the up position, the master “GEAR UP” warning light came on and I got a horn. There was never any change in the 3-green indication and the gear motor never came to life at all.
At this point it was obvious that, minimally I was going to have to divert to Lancaster and have the maintenance guys look at the airplane to see if anything was broken. I figured that they would either give me the green light to continue or I would just jump into one of our PC12s and complete the trip while they worked on the Baron.
The landing gear’s refusal to come up was my first indication that there was substantial damage. I set course for Lancaster and called our Chief Pilot. After explaining the situation to him, we agreed that KLNS was the best option and that he would let the maintenance guys know that I was coming.
The logic was that proceeding to Lancaster would allow a visual check of the landing gear by maintenance people as well as the tower and result in the safest outcome if an emergency landing were required. Lancaster would likely have better services available in terms of emergency responders and, not to mention, I was fairly certain that there was a dead deer on the only runway at Wings that I didn’t feel like hitting for a second time. In addition, the relatively long runway at Lancaster combined with light traffic at that time of day made it the ideal option to divert to.
I again turned around to brief the passengers. I told them that we were going to have to make precautionary landing before continuing to our intended destination and that I would be performing a few low passes for the tower.
Due to the drag from the landing gear, the flight to Lancaster seemed to take forever. The long cruise home, however, gave me time to try and reach someone on the ground at Wings in hope of having the runway inspected and cleaned off before other traffic tried to use it. After several attempts to raise anyone on the Unicom/ CTAF frequency, I called Philadelphia Approach for help instead. Philly answered right away and I explained to them what had happened. I requested that they call over to Wings on the phone or send someone out to check the runway. They told me that they would get it done and asked if there was any other way that they could assist me. I told them I was headed to Lancaster and that I appreciated their offer, but didn’t require any further assistance. I then switched over to Lancaster Tower and let them know that I was about 15-20 minutes out, but I would need to perform a couple of passes to have them check my gear. The tower cleared me for a low approach over runway 26.
I arrived at LNS at about 7:30. I performed my first low pass by the tower, not really expecting anything to appear out of place. I figured I had bent something or damaged the squat switch, but not much more. I climbed to pattern altitude and awaited the good word. Shortly after the fly-by, Tower reported that the left main gear didn’t appear to be down and locked. They suggested that I make another pass. The airport maintenance personnel chimed in, reporting the same. We had just started discussing whether cranking the gear a little by hand might help when Philly approach called the Lancaster tower on the phone.
Philly informed Lancaster that someone had inspected the runway at Wings and found the left main strut and wheel in the grass. I quickly concluded that cranking the gear down probably wouldn’t help!
This was found in the grass by the runway at Wings Field
The gear door and strut after the accident.
If you think about the fact that I hit the deer with the wheel, but it didn’t hit the gear door, it becomes apparent just how close the airplane was to clearing the animal completely.
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.
As far as I knew when I woke up, October 26, 2016 would be an ordinary day for me. It was a Wednesday, and I was scheduled to fly our Company’s BE58 Baron on a charter from Wings Field (KLOM), a non-towered airport just north of Philadelphia, to Pittsburgh International Airport (KPIT) and spend the…
This is Part 2 of the Proper Cross Country Flight Checklist article. To read Part 1, click here.
Airplane Covers
If you’re going to be leaving your airplane outside at your destination, make sure you have proper covers and plugs to protect it while you are gone. A friend of mine forgot to put his pitot cover on his airplane while it was parked outside and had his departure delayed because of a mud dauber which had moved in while the airplane sat on the ramp.
An example of a pitot tube blockage taken from www.student-pilots.com
Tie-Down Ropes
Depending on your destination airport/FBO, there may or may not be tie down ropes available on the ramp. It isn’t uncommon for there to be tie down loops, but no ropes. I generally try to carry a set of ropes in the airplane and even my own set of chocks. If you are going to a fly-in or landing at a private strip, steaks with tie down ropes can be very useful as well. Don’t forget to take your ropes and chocks with you when you leave, though. Ropes and chocks which are left unattended can cause problems for airport machinery (plows) and other airplanes.
Paper and a Pen
Back to basics! Don’t forget to bring a pen/ pencil and something to write on to keep track of clearances and frequencies.
EAPIS/ Boarder Crossing Procedures
If you are planning to fly across the U.S. Border, you will need to have filed the proper paperwork and make sure to bring along your passport/greencard. If you want to fly into Canada everyone on board the airplane is required to have a passport.
Basic Tools
You never know when you may need a screwdriver or some pliers. Having a small toolbox which you can throw in the airplane could be a life saver.
GPS
If you have a GPS, make sure that your data base is up to date.
Camera
Pretty self explanatory…but, don’t forget the camera charger!
Currency
Look through your pilot logbook and the airplane logbook and make sure that everything is up to date. If you need to get an IPC or a BFR done before you leave, give yourself some buffer time in case you have to reschedule.
Other Considerations
Sometimes it makes sense to go to a larger airport despite having to pay additional fees and higher gas prices. Often, if I am traveling at night or after regular business hours, it is worth the extra expense to know that there will be assistance available should I need it. It also isn’t always necessary to get a hotel…there are airports such as Noble County, Ohio (I10) that have beautiful campsites available on the airport. If you like camping, it can be a fun alternative to shelling out the cash for a hotel and rental car.
Camping out next to the airplane can be a fun way to spend the night.
Finally, I like to take the airplane out for a short flight and make sure that everything is working properly before I bring the family and get everything loaded up. (Plus, it’s a perfect excuse to go for a little joyride.) I’d much rather find out that the battery is dead or the plugs are fouled when I have time to fix the issues. If possible, do your test flight on a day when your maintenance shop is open so you can get any problems addressed immediately. If you haven’t done much cross country flying or if you are a little rusty, ask a flight instructor or another pilot to look over your planning. There is also nothing wrong with having an instructor or experienced friend come along on the first few trips until you become more comfortable doing it on your own.
An approach into Farmer’s Cay in the Bahamas.
In my opinion, cross country flying is one of the most rewarding things a pilot can do with their certificate. The view available from the window of a general aviation airplane is so different than the one you get out the window of a car or a commercial airliner. If you’re willing to invest the time and money, you’ll get a lot more out of your trip than a few hours in your logbook. So, what are you waiting for….haven’t you always wanted to go to Oshkosh?
Andrew Robinson is a 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania. He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.
Airplane Covers If you’re going to be leaving your airplane outside at your destination, make sure you have proper covers and plugs to protect it while you are gone. A friend of mine forgot to put his pitot cover on his airplane while it was parked outside and had his departure delayed because of a…
My first chief flight instructor had an addage he would impart to his flight instructors when we began working at that flight school. “Pitch + Power = Performance” he would tell us. Then he’d glare at us and follow up with, “nobody teaches that right, so make sure your students know it.”
Now, having been a CFI for seven years, I would tend to agree with him. I have moved on from doing mostly primary training to transition training. Transition training is taking someone who is already a pilot and teaching them how to fly a different type of airplane. In jets, you get a type rating. In piston engine airplanes, there is no FAA requirement to go through any type of extra training as long as you are rated in category and class (eg. single engine piston). But, insurance companies know that Mr. Fresh Private Pilot can’t just hop from a Cessna 172 into a Cirrus SR22 or a Bonanza, so they require transition training before insuring those pilots.
What did my chief instructor mean when he imparted his wisdom? He was speaking about a particular phase of flight, the final approach phase, regardless of whether it’s a VFR approach or an IFR approach. The pitch of the airplane and the power setting of the airplane have to be utilized together to achieve the proper speed and descent rate (performance).
VFR
On the final approach leg of a VFR pattern, most piston engine aircraft are configured with landing gear down and flaps down in the landing position. This puts the airplane on the back side of the power curve in the region of reverse command. In the region of positive command, in cruise, for example, the more power you add, the faster you are going to go and, if you pitch up, you will go up and you pitch down, you will go down. But, they work together (if you point the nose down, you will accelerate unless you reduce the power); remember, Pitch + Power = Performance.
In the region of reverse command, the pitch controls the airspeed and the power controls your rate of descent, but, again, they work together. Let’s say the airplane is 5 knots above it’s approach speed on final. Initially, the pilot will need to pitch up slightly to bleed off that airspeed. The airplane will want to climb, so as he is pitching up, he’ll need to make a slight power reduction to stay on glide slope.
Alternatively, let’s say the airplane is high, but is on speed. The pilot will make a power reduction to descend to the glide path, but he’ll also need to pitch down to maintain the proper airspeed.
What you don’t want to do is this: if the airplane is high on final, don’t push the nose down to try and get down. This does cause the airplane to lose altitude quickly, but the airspeed increases quickly. With a higher airspeed, the airplane has a lot more energy to dissipate when it gets to the runway, meaning you’ll float longer which can lead to forcing the airplane down or using up too much runway and not being able to get the airplane stopped in time.
IFR
On an instrument approach, you are on the front side of the power curve. When trying to stay on glide slope, the power is controlling the speed of the airplane and the pitch is keeping the airplane on glide slope. This can be a little bit confusing for VFR pilots transitioning to instrument approaches as they are not used to being on the front side of the power curve.
Keeping in mind that Pitch + Power = Performance, let’s put the airplane above the glide slope on an ILS approach. In order to get down to the glide slope, the pitch needs to be lowered as much as needed (it’s always better to pick a pitch attitude to fly and see if it is working to bring the glide slope back to center. If it doesn’t work, pick a new one. Don’t just push the nose down until the glide slope moves) and the power needs to be reduced to maintain airspeed (again, pick a specific power setting). Once the glide slope centers, then the pitch will be raised slightly and the power will need to be increased to hold glide slope and speed respectively.
My first chief flight instructor had an addage he would impart to his flight instructors when we began working at that flight school. “Pitch + Power = Performance” he would tell us. Then he’d glare at us and follow up with, “nobody teaches that right, so make sure your students know it.” Now, having been…
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