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Removing a Hold on Foreflight Approach

ByHank Gibson

I’m a big fan of having my Foreflight map always match up exactly with the way I am flying. Having a Flight Stream in the airplane helps a lot with that as it always prompts me to load the new flight plan from the GPS into my Foreflight map. When I load an approach in the GPS flight plan, Foreflight will put it into my Foreflight flight plan via the Flight Stream.

The problem I run into on Foreflight is when there is a published hold at the Initial Approach Fix (IAF), but ATC has told me to fly the straight in approach and skip the hold. Up until recently, I didn’t think there was a way to set up a straight in approach on Foreflight, so I just settled for the hold staying on there.

Not anymore! There is a simple trick that I discovered that allows you to remove the hold from the Foreflight flight plan. Here’s how to do it.

Load the Approach

The first step is still to load the approach into your Foreflight flight plan on the Map page. In this scenario, we are flying from KAQO, the Llano Airport, to KHYI, the San Marcos Airport. Austin Approach has told us to expect the straight in RNAV 17 KHYI via PUKIY. So, on Foreflight, we have KAQO and KHYI in our flight plan. Then, I tap the Procedures button on the upper right hand corner of the screen. I then tap Approach, then RNAV 17 KHYI. Then I select my transition.

The options given are either PUKIY with the hold, seen below;

Or Vectors to Final, which lines me up inside of PUKIY. Neither of these are what I want.

But, to get this to work, I select PUKIY, then tap add to route. Now we have our approach loaded into our flight plan.

Removing the Hold

The RNAV 17 is now in the Foreflight flight plan, but the hold is displayed at PUKIY. To remove the hold, the first step is to tap the approach in green and a menu pops up.

The 7th option down is “Remove Hold in lieu of PT.” Eureka! Tap that, then the approach is displayed without the hold. Houston, we have success! It even says “NoPT” in the flight plan.

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  • The Go Around Button

    ByHank Gibson

    Back in the old days, when flying an approach in an early Cirrus SR22 (circa 2004; yes, in airplane technology, those were the old days), performing a missed approach procedure was a lot of work.  You were low to the ground and weren’t able to see the runway.  Then, you had to start climbing so you don’t hit the ground, then push a lot of buttons in order to get the GPS and autopilot set fly the missed approach procedure.  It was very easy to get distracted with button pushing, then forget to fly the airplane, putting yourself and passengers in very unsafe circumstances.  The go around button has changed all that.

    Going Missed the Old Fashioned Way

    Let’s stick with our example of the 2004 Cirrus.  The SR22 in 2004 was equipped with the Avidyne Entegra system, complete with dual Garmin 430 GPS units, and an STEC 55x Autopilot.  A very capable IFR flying machine (we could use the same example of a 2004 or 2005 Lancair Columbia 350 or 400 that was equipped the same way, except the screens were vertical instead of horizontal).

    Avidyne Cirrus Go Around Button

    We’ll use the ILS 15 at the Temple airport, KTPL, for our example.  You pass TPL, the outer marker at 1,683 with the glide slope already centered.  Everything is going well so far.  The number 1 Garmin 430 is set to VLOC and the autopilot is showing NAV and APR for the lateral guidance and GS on the vertical, tracking the glide slope.  The last weather report stated the clouds were Broken at 500 feet, so it appears like you’ll be able to get in on the approach.

    As you get closer to the Decision Altitude, the clouds aren’t letting up at all.  You hit 1,000 feet on your altimeter, 120 feet above the minimums, and you still can’t see a thing.  Another 100 feet lower doesn’t change anything, so you elect to proceed with the missed approach.  This means things are about to get busy.

    Here’s the process:

    • Fly the airplane first, meaning shut off the autopilot, pitch the nose up to about 7 degrees, TRIM, add full power, retract the flaps, and step on the right rudder
    • The Garmin 430 is now in SUSP mode, meaning the missed approach point is locked in as the active waypoint.  So, you have to press the OBS button to cause the GPS to cycle over to the missed approach procedure
    • You have to press the VLOC button on the Garmin 430 in order to change the CDI back to GPS
    • You have to re-engage the autopilot by pressing NAV twice (which engages GPS Steering mode)
    • You have to reset your altitude bug (if you hadn’t set it for the missed approach altitude previously)
    • You have to press VS and ALT on your autopilot to have the STEC continue the climb

    That’s a lot of work, isn’t it?  Plus, that’s an extensive amount of head down time in the cockpit, with your eyes looking elsewhere other than the instruments while hand flying.  All very low to the ground, I might add.  Can you see how this can be dangerous?  (Note:  The Avidyne IFD 550 has made this a little easier with automatically switching from VLOC to GPS and automatically engaging the missed approach procedure in the flight plan)

    The advent of the Go Around Button has streamlined the process, leading to safer operations where it matters most.  The functions of the Go Around Button vary based on the airplane, but here are three examples, the Garmin G1000 Cessna Corvalis TT, the Garmin G1000 Piper Mirage, and the Garmin Perspective Cirrus SR22.

    Cessna Corvalis TT

    We’ll take the above situation and swap out the airplanes.  Gone is the 2004 Cirrus SR22.  Insert a 2008 Cessna Corvalis TT, equipped with the Garmin G1000 suite and the GFC 700 autopilot.  The go around button is positioned directly above the twist in throttle.

    Cessna Corvalis G1000 Go Around Button

    When you push the Go Around Button, here’s what the system does:

    • Disconnects the Autopilot
    • Sets the Flight Director for 7.5 degrees pitch up (which is about your normal climb angle) and wings level
    • Switches the CDI back to GPS
    • Takes the GPS out of SUSP mode and cycles the flight plan to the first waypoint on the missed approach procedure

    Here’s what you have to do:

    • Follow the flight director by pitching the nose up and TRIM
    • Add full mixture, prop and throttle (prop & throttle should be full already)
    • Retract the flaps
    • Step on the right rudder
    • Re-engage the autopilot, then press NAV and VS (or FLC) and set your altitude bug if it isn’t already set

    Not too bad, eh?  Makes the whole situation streamlined and safer.

    Piper PA46-350P Mirage

    Same situation, different airplane.  You’ll notice the procedure for the Piper Mirage is almost exactly the same as the  Corvalis procedure.  The difference between the two airplanes is where the autopilot controller is.  In the Corvalis, the autopilot controller is positioned on the left side of the MFD, making it easy to scan back and forth while pushing buttons on the autopilot.

    The Piper Mirage autopilot controller is positioned below both screens and in front of the power quadrant. With this positioning, the pilot’s eyes have to go a lot further to see which autopilot button he is pushing. In this case, it becomes very important to get the airplane climbing and trimmed before going down to engage the autopilot.

    As in the Corvalis, here is what the Go Around button does:

    • Disconnects the Autopilot
    • Sets the Flight Director for 7.5 degrees pitch up (which is about your normal climb angle) and wings level
    • Switches the CDI back to GPS
    • Takes the GPS out of SUSP mode and cycles the flight plan to the first waypoint on the missed approach procedure

    And here’s what you have to do:

    • Follow the flight director by pitching the nose up, then TRIM
    • Add full mixture, prop and throttle (prop & throttle should be full already)
    • Retract the flaps
    • Step on the right rudder
    • Re-engage the autopilot, then press NAV and VS (or FLC) and set your altitude bug if it isn’t already set

    Cirrus SR22

    Cirrus Perspective Go Around Button

    This time, we’ll use the 2010 Cirrus SR22T with the Garmin Perspective and GFC 700 Autopilot. One thing I really like about how Cirrus configured their system is where the Go Around button is.  It’s actually on the throttle itself, making it much more intuitive.  This way, you can press the Go Around button while adding full throttle.

    There is one major difference between the Garmin Perspective in the Cirrus and the G1000 in the Corvalis. When you press the Go Around button in the Cirrus, the autopilot actually stays on.

    Here’s what happens when you press the Go Around button in the Cirrus:

    • Flight Director pitches to 7.5 degrees pitch up and wings level
    • AP Mode switches to Go Around mode, following the flight director
    • GPS comes out of SUSP mode
    • CDI switches back to GPS

    All the pilot really has to do is add power, take the flaps up, then press NAV on the GFC 700 to get the autopilot following the missed approach procedure.

    If you aren’t familiar with the Go Around button or haven’t used the one in your plane lately, it’s good to go up with a knowledgeable instructor and fly a couple of approaches where you perform the published missed approach afterward.  That way, he or she can assist you through the first missed approach, then give you pointers until  you get comfortable with the Go Around button.

    Back in the old days, when flying an approach in an early Cirrus SR22 (circa 2004; yes, in airplane technology, those were the old days), performing a missed approach procedure was a lot of work.  You were low to the ground and weren’t able to see the runway.  Then, you had to start climbing so…

  • 2022 Texas Top Aviation Fly In is in the Books!

    ByHank Gibson

    Thank you to everyone who made the 2022 Texas Top Aviation Fly In at the Hilton Santa Fe Buffalo Thunder Resort a success!

    We had 22 attendees and 12 airplanes make it out to beautiful Santa Fe, New Mexico for the week.

    After 2 days of very competitive golf, Chris Travland was our 2022 Texas Top Aviation Fly In Golf Tournament Champion.

    While you are out in Santa Fe on your next trip, go check out the Rancho de Chimaya restaurant. It was excellent and a true New Mexican experience.

    Mark your calendars for the 2023 Texas Top Aviation Dallas Fly In at the Westin Stonebriar Resort in Frisco, TX. McKinney National Airport (KTKI) will be our host airport. The event will be April 12th-April 14th, 2023. Hope to see you all there!

    Thank you to everyone who made the 2022 Texas Top Aviation Fly In at the Hilton Santa Fe Buffalo Thunder Resort a success! We had 22 attendees and 12 airplanes make it out to beautiful Santa Fe, New Mexico for the week. After 2 days of very competitive golf, Chris Travland was our 2022 Texas…

  • The RDD LX7

    ByHank Gibson

    Have a Lancair IV-P?

    Want to make it better than a Cirrus or a Cessna TTx?

    Meet the team at RDD creating the LX7.  Just make sure you are sitting down as you are about to be blown away.

    RDD (Research. Design. Development) is a professional building company for the Lancair line of experimental aircraft (Lancair unveiled the Mako at Osh Kosh this summer, which performs slightly less than the advertised values of the LX7, but is available as a new kit).  For those unfamiliar with the experimental world, when an experimental kit is bought, the owner/builder can build the entire aircraft himself, partially build it then send it to a completion center, or have a professional build company put it together.  This last option is what RDD did with Lancair aircraft before Lancair moved from Oregon to Uvalde, TX.

    Once Lancair was sold, RDD started thinking on how to make the IV-P better.  Boy, did they.  What resulted is the LX7.

    The LX7 is a retractable gear, single engine piston, pressurized aircraft that sits 4.  See it on the ramp and it looks like a Lancair or a Columbia.  Sit in the cockpit and you’ll know something is different.

    Starting with the power plant, RDD put a Continental TSIO 550-E engine in the IV-P airframe, giving the airplane 350 HP.  They redesigned the wing to hold 180 gallons of usable fuel and a much better stalling envelope (anyone who has looked at a Lancair IV or IV-P wing knows that there isn’t much wiggle room with angle of attack on those airplanes), lowering the stall speed to 62 knots dirty.

    The cabin is roomier and the panel is beautiful.  Equipped with 2 or 3 Garmin G3X Touch panels (the experimental equivalent of the G2000), plus a GTN 750 and a fully digital backup flight instrument from Grand Rapids, plus ESP technology built in to the autopilot, this plane seems like a pilot’s dream.

    I haven’t even gotten to the best part:  the speed.  Being pressurized, the LX7 has a 25,000 foot service ceiling where it can achieve cruise speeds of 260 knots at best power (24 GPH) and 250 knots at best economy (18 GPH).

    Yes, I did just say 250 knots at 18 GPH in a single engine piston.

    With 180 gallons of fuel.

    Make sure you bring a Travel John.

    Worried about an experimental?  The airframe is equipped with a full BRS system similar to the Cirrus SR22, keeping everyone safe and sound.

    There is one flying LX7 currently and RDD is working on 3 more.  The price tag for the full conversion is $550,000.  The kicker is, the owner has to provide the Lancair IV-P airframe.  There are currently 10 Lancair IV-Ps for sale on Controller, varying in price from $200,000-$400,000, bringing the total price of the project to $750,000-$950,000.  Owners who already have a IV-P or a IV-P kit can send it on over to RDD to get started on their project.

    Have a Lancair IV-P? Want to make it better than a Cirrus or a Cessna TTx? Meet the team at RDD creating the LX7.  Just make sure you are sitting down as you are about to be blown away. RDD (Research. Design. Development) is a professional building company for the Lancair line of experimental aircraft…

  • Making An Aircraft Purchase

    ByHank Gibson

    You have finally decided it’s time to make an aircraft purchase.  You’ve got your private pilot certificate with an instrument rating.

    You’ve been flying for 3 years, mainly renting the Piper Arrow at the local flight school.  You’ve had some frustrations at times with scheduling, since the Arrow is also used for training at the flight school.  The airplane isn’t very well taken care of, is kind of old, and breaks a lot.

    After several weekends of trying to book the airplane to take a weekend trip to the family cabin, your frustration finally boils over.  It’s time to make an aircraft purchase.

    Time for Trade-A-Plane?

    Here’s a better question:  Have you bought an airplane before?  Do you know the process?  Do you know what to look for in maintenance records?  Do you know what ADs are required?  Is the airplane priced higher than it’s valued?

    Help

    Overwhelmed yet?  Texas Top Aviation is here to help in your Aircraft Purchase.  Visit our Aircraft Purchase Consultation page for more information.  Ready to buy?  Contact Texas Top Aviation today!

    You have finally decided it’s time to make an aircraft purchase.  You’ve got your private pilot certificate with an instrument rating. You’ve been flying for 3 years, mainly renting the Piper Arrow at the local flight school.  You’ve had some frustrations at times with scheduling, since the Arrow is also used for training at the…

  • The Anatomy of a Hot Start

    ByHank Gibson

    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.

    Hot Start 2

    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.

    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…

  • Cirrus Simulator Training

    ByHank Gibson

    Let’s face it: airplanes are not the best classrooms. The propeller is running, the engine is making lots of noise, the pilot is attempting to multi-task and the instructor is barking orders. That’s almost as much overstimulation as being a parent to 4 kids under 10 (I have experience in that arena!). That’s even before takeoff!

    At Texas Top Aviation, we have observed many situations where a simulator would be an excellent way to introduce different concepts and supplement training. Now, in our Austin Executive (KEDC) office, we finally have a really good simulator.

    Meet the Noble Flight Simulator, the next best thing to a Cirrus cockpit. With the Noble Flight Simulator, we can duplicate 6 different types of Cirrus aircraft (G3 SR22, G3 SR22T, G5 SR22, G5 SR22T, G6 SR22, and G6 SR22T). The Garmin Perspective panel easily swaps between the G3 and G5 configuration to the G6 configuration, so the buttons are all in the proper places.

    Having button pushing problems? The simulator is the place to practice.

    Want to experience actual emergencies? An engine failure is a lot less stressful in a simulator.

    Want to pull CAPS (Cirrus Airframe Parachute System)? The Noble Flight Simulator has a realistic CAPS handle with the same amount of pull pressure that the CAPS handle in the airplane has.

    Need an IPC or want to practice approaches? All approaches done on a Noble Flight Simulator are luggable, plus a full IPC can be accomplished.

    Want to save fuel? The Noble Flight Simulator is for you!

    To top it all off, the Noble Flight Simulator that Texas Top Aviation has is classified as an Advanced Aircraft Training Device. It is certified to the highest standards of non-motion simulators, allowing pilots working toward their private and instrument ratings to log a significant amount of time toward that certificate or rating. Up to 20 hours of IFR training is allowed to be logged in an AATD toward an instrument rating. That’s huge!

    Texas Top Aviation is also developing a CAPS specific course to expose Cirrus pilots to the many different scenarios where pulling CAPS would be necessary. This teaches Aeronautical Decision Making to Cirrus pilots who struggle with the decision of whether or not to pull CAPS. Look for CAPS course information under our Aircraft Training page later this summer.

    Interested in checking the simulator out? Contact us today!

    Let’s face it: airplanes are not the best classrooms. The propeller is running, the engine is making lots of noise, the pilot is attempting to multi-task and the instructor is barking orders. That’s almost as much overstimulation as being a parent to 4 kids under 10 (I have experience in that arena!). That’s even before…

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