Shock Cooling in a PA46

Cirrus Vision Jet Receives FAA Certification

ByHank Gibson November 8, 2016

The long anticipated certification of the Cirrus Vision Jet finally happened.  On October 30th, the FAA awarded certification to Cirrus’ single engine jet.  Marketed as the world’s first single engine personal jet, the Cirrus Vision Jet will seat five adults, two children, and cruise around 300 knots.

The Williams FJ33-5A Turbo Fan engine is operated by a FADEC, single handle throttle, similar to the throttle in the piston powered Cirrus family.  In fact, the SR series was taken into consideration when designing the Cirrus Vision Jet in order to simplify the upgrade for pilots.  Many of the buttons and knobs are in the same places in the Cirrus Vision Jet.

The Cirrus Vision Jet is equipped with the Cirrus Perspective Touch by Garmin that is very similar to the Cirrus Perspective by Garmin in the piston powered line.  Equipped also with the Flight Into Known Icing system and the Cirrus Airframe Parachute System (CAPS), both of which are standard.

Unlike the piston powered Cirrus lines, the CAPS system on the Cirrus Vision Jet is actually mounted in the nose.  Also, unlike the piston lines, the jet CAPS is integrated with the aircraft avionics to slow the airplane to between 67 and 160 knots when the system is activated.  In the jet, the CAPS system was designed to withstand higher weights, higher speeds and higher altitudes.

Cirrus hopes to start deliveries of the Vision Jet by the end of the year, with many more rolling off the line in 2017.  All Cirrus Vision Jet pilots will need to be type rated in order to fly the aircraft.  Cirrus is doing all the type rating training in house at their new Vision Center in Knoxville, Tennessee.

To read the full press release, click here.

Oh, Deer (Part 3)

ByAndrew Robinson March 21, 2017April 13, 2017

Read Part 1 & Part 2

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:

1. 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:
2. 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.
3. 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.

   

4. 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.
5. 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.
6. 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.
7. 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.
8. 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.
9. 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.
10. 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 Anatomy of a Hot Start

ByHank Gibson January 14, 2021May 24, 2023

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.

Thunderstorm Avoidance

ByHank Gibson January 19, 2016

Thunderstorms are not to be taken lightly. I know you have probably heard that many times in your flying career. Weather related accidents account for approximately 25% of airline and GA accidents.

The Airman’s Information Manual suggests giving a 20 mile berth around thunderstorms. If you are an experienced aviator or a newbie please take this piece of advice seriously. At one flight school where I taught, we had the policy of maintaining a 25 mile buffer around isolated thunderstorms. A bit excessive you think? Maybe, but safety is a good thing!

On this particular day, I was operating a Bell Jet Ranger helicopter during a power line patrol. Power line patrol by itself offers numerous challenges. The job consists of flying along electric power transmission lines at approximately 40 feet above the ground at 40 knots. The crew consisted of me (the pilot) and an observer. The observer is an employee of the power company and it is his job to determine which line(s) will be patrolled during the given day. As I fly along the lines, the observer is checking for anything out of the ordinary such as broken, cracked, or even shot out insulators, excessively large bird nests at the top of structures, or woodpecker holes in wooden poles. The observer knows the lines and he is also a great help in letting me know there is a crossing, and potentially higher, line in our flight path. That makes him a true safety asset!
It was late afternoon during the summer and we were about to finish up for the day. We only had about another 10 miles of line to follow before calling it a day. Up ahead, I noticed an isolated thunderstorm near our power line. I could see the heavy rain falling below the anvil shaped leading clouds. It appeared to be well beyond the end of our day’s work so we pressed on.

As we drew closer to the thunderstorm, we were suddenly tossed up on our left side like a dog toy in mid-flight! It seemed like we were 90 degrees to our normal cruise attitude and, to make it worse, we had the doors off on that hot summer day. I was able to recover and we did an immediate about face and high tailed it home. Forget the rest of that line, tomorrow is another day.

The destructive force of thunderstorms cannot be overstated. In addition to extremely heavy rain, they can contain strong wind shear, large hail, and severe turbulence, each of which can damage or destroy an aircraft. Take care when one of these bad boys is near your flight path. Give it plenty of respect and a lots of room, for safety’s sake.

Alan VanDoren is a 7000 hour ATP pilot.  He has flown both fixed wing and helicopters as a police pilot, missionary pilot, flight instructor, and most recently as an EMS pilot.  He has flown in five countries around the world and also teaches university level aviation courses in his spare time.

Brady Texas Fly In (KBBD)

ByHank Gibson February 11, 2016February 11, 2016

6th Annual Armed Forces Weekend Celebration & Fly-In, May 20-21, in Brady, TX and Curtis Field (KBBD)!

Friday Night on the Square – FREE

Fly-In Saturday, 9-4 – FREE

A Night in London with Sentimental Journey Orchestra
Saturday night 7-11 PM
Tickets for Dinner & Dance, $30 available at www.morganmilitaryaviationmuseum.com.

Some fuel is available for warbirds! Please contact the airport if you would like to bring one!