Texas Top Aviation at the AOPA Fly-In

A Takeoff Briefing

ByHank Gibson January 22, 2015January 27, 2015

Takeoff briefings are one of those things that most pilots are taught when they first learn how to fly, but once they get into flying themselves around, quickly fall by the wayside.  There is a reason student pilots are instructed to perform a takeoff briefing before departure.  It gets them thinking about what the plan is after they get off the ground and what to do if something goes wrong.

Takeoff briefings are a good habit to get into.  Airline crews do a takeoff briefing before every departure, even though they have performed a takeoff in that particular airplane thousands of times.  It enhances safety and provides repetition, keeping that knowledge at the forefront of the crew’s minds.

In general aviation, a takeoff briefing should cover what the takeoff procedure is, what the abort plan is, and what the plan after takeoff is.

Takeoff Procedure

Most pilots fly the same airplane all the time, so the familiarity with what goes into a takeoff is there.  But, habits should be formed to brief the takeoff procedure as part of the takeoff briefing.  It doesn’t need to be extensive, just covering the basics of how the airplane is getting off the ground.  Something like this:

• Throttle setting (if turbo charged, will full throttle cause an overboost?)
• Rotate speed
• Expected takeoff roll

That’s it.  Nothing fancy for the takeoff procedure.

Abort Plan

What is the plan if something goes wrong?  It doesn’t have to be an engine failure, maybe the engine coughs when full power is added or maybe the engine doesn’t produce peak RPM.  Maybe the takeoff roll is longer than anticipated and something doesn’t seem right.  Maybe on climb out a door pops open.  Maybe the engine fails at 1,000 feet.  It’s good to keep the plan in the foreground for what to do if an abnormal or emergency situation takes place.

• Brief the aborted takeoff procedure
  • Pick an abort point on the runway based on the expected ground roll
  • What is the procedure if the airplane isn’t off the ground by then?
  • What is the procedure if the engine quits on the runway?
• Brief the engine failure procedure at low altitude
  • If the engine fails over the runway, will you try to land on the runway?
  • What altitude would you elect to turn back as opposed to landing straight ahead?
  • If the plane is too low to turn back, would you land straight ahead or aim left or right?
  • What airspeed will you aim to hold if the engine fails?
• In a Cirrus, what is your minimum parachute deployment altitude?

After Takeoff Plan

After the airplane is off the ground, what’s the plan then?  Are you staying in the pattern or departing the area?  Do you need to adjust your power at a certain altitude?  What altitude are you climbing to?  What heading are you going to fly?  Is your flight plan in your GPS?  This is an excellent time to set up altitude and heading bugs if your airplane is so equipped.

Get in the habit of doing a takeoff briefing before you call the tower or announce your departure.  It get’s your mind focused on the task at hand and then what is going to be happening next.

The Dual Garmin G5 Glass Panel Solution

ByHank Gibson May 8, 2017

What’s the most cost effective glass panel retrofit?  There are several options out there (and it seems like more coming each Sun ‘N’ Fun or Osh Kosh event), but the consensus is the Aspen EFD 1000 or 1500, right?  At $12,000 installed, it’s about $8,000-$10,000 cheaper than the Garmin G500 (though you can make the argument that when you add a second screen and SVT to the Aspen, the price is about the same).

I am here to blow your mind.  What if you could get a glass panel retrofit that is a complete AHRS system with airspeed and altitude, plus a slaved HSI that auto slews to your GPS and a 4 hour backup battery so you can throw your steam attitude indicator away, for only $4,600, plus installation?

I am not crazy.

The Garmin G5 debuted last year when the FAA relaxed it’s regulations to allow more experimental avionics into certified airplanes.  The single G5 was a big hit.  The 3.5 inch screen fit nicely into the hole that the traditional attitude indicator left, giving pilots a glass attitude, airspeed and altimeter options for less than $2,500.

In March, Garmin brought out the HSI version of the G5.  Equipped with a low cost magnetometer, the DG/HSI version is a complete replacement for the traditional DG/HSI.  The unit also displays ground speed and distance (received from the GPS information), while auto-slewing to the GPS flight plan, so the CDI needle will move on it’s own, eliminating the annoying need for the pilot to set the course on the HSI (and ridding the GPS of the message that pops up reminding the pilot to set the course).

The dual units provide a complete backup Attitude in the case of a display failure.  The reversionary mode you get with the Garmin G1000 and the Garmin G500 is also present in the dual G5s.  This eliminates the need for a backup steam gauge attitude indicator, freeing up panel space for an engine monitor or some other toy.  The G5 units can also be equipped with 4 hour backup batteries in case of electrical failure.

The price for the dual G5 setup is very reasonable at just under $4,600 plus installation (which, according to Garmin, should be pretty simple as the units act as plug and play instruments).  The AHRS unit is available stand alone for under $2,200 while the DG/HSI unit standalone runs just under $2,600.

For more information, check out Garmin’s website.

After Market Ice Protection

ByHank Gibson December 16, 2017December 23, 2017

It’s winter time, so that means winter weather for the aviation community.  For single engine piston pilots, that means dealing with icing conditions.  For us Texan flyers, ice only presents an issue for maybe a week out of the year (the exception being for those Panhandle residents!), but it’s nice to have some protection.

Most single engine pistons do not come with ice protection from the factory and, of those that do, most are not Flight Into Known Icing (FIKI) approved.  The systems are “get out of jail” systems that can reduce the amount of ice you pick up if you accidentally get into icing conditions and you are on your way out.  The Cirrus SR22 line of aircraft has had the TKS system option since 2006, with the new FIKI system being available since 2010.  The Cessna TTx has a FIKI option that was debuted in 2014.

The above mentioned airplanes use TKS systems.  There are a handful of single engine pistons that use boots that are FIKI certified:  the Piper PA46 line (Malibu, Mirage, and Matrix) and the Cessna P210 and T210 line (though not all are equipped with boots).

If you find yourself flying into wintry conditions often and want some protection for your clean wing airplane, there are some aftermarket options for a lot of airplanes now.  Do note that all these systems do come with a pretty hefty price tag, but can be worth it if you fly into icing a good bit.

CAV Ice Protection TKS Systems

CAV Ice Protection is a TKS system outfitter.  What is TKS fluid?  According to Flying Magazine:

“TKS systems dispense an ethylene glycol-based fluid with a freezing point below minus 70 degrees F through porous titanium panels attached to the leading edge of the wing and empennage. The fluid is released through thousands of the panels’ laser-drilled holes, which are not much larger than the size of a human hair. As air flows over the wing and empennage, it disperses the fluid, coating the surfaces, and preventing the formation and adherence of ice.”

The advantages of a TKS system are the whole entire wing gets coated to get rid of any extra ice that adheres to the top or bottom of the wing surface.  The disadvantage is there is only a finite amount of fluid, so when it runs out, you don’t have any more protection.  The fluid also adds extra weight agains the useful load of the airplane.

CAV Offers a Basic TKS system for the following single engine piston aircraft:

• Beech Bonanza
• Cessna 182, 206, 210, 350, & 400
• Columbia 350 & 400
• Piper PA32
• Mooney M20

CAV Offers a full FIKI System for the following single engine piston aircraft:

• Beech A36 & G36 Bonanza, and Baron
• Cessna 210 & TTx
• Commander 114
• Mooney M20

For more information, check out CAV Ice Protection’s Website.

Ice Shield De-Icing Boots

Ice Shield is another after market de-ice option.  Ice Shield makes boots for wing leading edges.  The advantage of boots is they activate instantaneously, getting rid of ice where it builds up first, on the wing leading edge.  No running out of fluid and only the added weight of the system.  Ice Shield also offers heated windscreens for several the Piper Saratoga line and the A36, B36, and G36 Bonanza line.

Ice Shield has boots for the following single engine piston aircraft:

• Beech Bonanza F33A and -36 line
• Cessna 210 line
• Piper Pa46 line

For more information, check out Ice Shield’s Website.

Matching the Airplane with Your Mission

ByHank Gibson February 5, 2019February 18, 2019

Has it come time to buy your first airplane?  Have the skies been calling your name?  Or are you just tired of standing in the airport security line then getting shoved in a long metal tube with no leg room?  Or, maybe you are a businessman who does business in remote areas that have local airports but are hard to get to commercially.

Wherever your need is, you have decided it’s time to make a purchase.  If you are familiar with aviation, you may have an airplane in mind that you would like to have, but is that the right airplane for your mission?  If you are new to aviation, you may have no idea what airplane to go for.  Here are some helpful hints in narrowing down the different airplane options out there to fit your specific mission.

Flying For Enjoyment, but Not Going Far Fast

If you’re just a weekend flyer who is tired of dealing with flight school rentals, but you don’t need to carry a lot of people or go very far, your options are pretty numerous.  Anything from a Cessna 152 to a Piper Cherokee, maybe a Beech Sundowner, or a Bellanca Viking, or anything in between.  If you are content with taking a weekend hop for a hamburger at 100-110 knots, you have limitless options for airplanes.  Tailwheels (Cubs, Citabrias, Huskies) are excellent birds for you well.

Getting Places Fast With Only You and Maybe One Passenger

Need to go 200-300 miles fast and not worried about weight?  A Cirrus SR22T, a Columbia 400, or Cessna Corvalis might be just what you need.  Cruise speeds on those are all around 180-190 knots at 10,000 feet. All are oxygen equipped if you want more speed higher up, as the service ceilings are 25,000 feet.  Payloads run in the range of 400-500 pounds with full fuel.  All these have air conditioning options, too.

Hauling More Weight, but Still Need the Speed?

A little slower (150-170 knots) but a little bit more payload options are A36 & B36 Bonanzas, Piper Saratogas, Cessna 206s, or Cessna 210s might suit your fancy.  All come in turbo models if you are a high elevation dweller.  The Cessna 206 has been used for many years as cargo and people haulers in remote regions like Alaska, South America, and Africa.  I’ve even seen pictures of snowmobiles being carried in a 206.

Tired of Oxygen Cannulas?

The next step up from a Cirrus, Corvalis, or Saratoga is the Piper Malibu.  A bigger brother to the Saratoga, the different PA-46 models offer one of the best options for a single engine piston out there.  All except the Matrix (PA-46-350T) are pressurized, all the pistons cruise about 200 knots, and all are configured with club seating with plenty of leg room.  Useful loads range around 1200-1400 pounds (they hold 120 gallons of fuel, so payloads range from 480-680 pounds).  The original Malibu (PA-46-310P) only burns 16.5 GPH so that allows partial fuel to be carried to allow more people and bags.  All have 6 seats.

Need to Carry Even More Weight?

It’s time to get into the piston twin market, then.  A Cessna 414, a Cessna 421, a Cessna 340, a Beech Duke or a Beech Baron are all pretty good options here.  The 421 and the 414 have the largest cabins, while the Duke has the highest useful load.  Cruise speeds range from 200-220 knots, but the cabin is roomier and you get a few more pounds useful load than a piston single.  If you do get into a 421, get good training as they are equipped with Continental geared engines, which can be tricky to operate if you don’t know what you are doing.

Need to Carry a Lot of People and Go Fast?

Turboprops are the way to go for you.  King Airs have the most utility while  the Pilatus PC-12 is the cream of the single engine turboprop crop as you can put almost anything you want in it.  If you have 4-5 passengers, stay away from a Piper Meridian as you can’t carry a lot of weight.  Those are better for 2-3 passengers at the most (plus a pilot).  The TBM 900 is pricey, but fast (300-325 knots).  The original TBM 700 can be had for under a million bucks, you get 280 knots, and a very usable useful load.  You still can’t fill all 6 seats with full fuel, but you can do more with it then a Meridian.

Have a Boatload of Money Sitting Around?

A jet might be for you then.  Fuel, insurance, maintenance, and hangar costs are high, but jets will get you places real fast with room for all your friends and family.

An Educational Runup

ByHank Gibson July 23, 2020July 17, 2020

When a pilot thinks of an engine runup in a single engine piston airplane, typically it is let’s find out if the engine is running rough or not, meaning a spark plug is fouled.  Believe it or not, there is a little more to learn from a runup than just checking the spark plugs.

A distinct advantage to having an engine monitor that monitors all EGTs and CHTs is you get a better idea of engine health.  When switching to one magneto or the other during the runup, all the EGTs should rise, showing that the temperature of the exhaust gas is going up from each cylinder.  This occurs because when running on only one magneto and one set of spark plugs in each cylinder, the mixture takes longer to burn, so, when the exhaust valve in the cylinder opens, the burn is still on going and this hits the EGT probe, causing a temperature rise.  An indication of a magneto failure in flight would be a rise in all the cylinders EGT without a change in mixture setting.

Now that we know what to look for when checking each magneto, what would one look for to show that there is a problem?  The basic that each student pilot is taught still applies.  The engine manufacturer puts a limit on RPM drop during the runup.  When checking one magneto or the other, watch for an excessive RPM drop.  If the RPM drops past the limit, this usually will be accompanied by engine roughness.

Why is that?  Let’s look at the cause for the excessive RPM drop.  For this, we need to go back to our EGT indicators.  Let’s say we have a 6 cylinder engine.  When the key is turned to the right magneto, the RPM drops 250 RPM and the engine gets very rough.  Look at the EGT gauge.  The cylinders where the spark plugs are firing normally will all show a temperature.  The cylinder (or cylinders) where there is no combustion, meaning a bad plug, will show no temperature.  This is because the mixture is just sitting in the cylinder and not igniting, therefore, no exhaust gases will be pushed out so there will be no EGT indication for that cylinder.  This is also how you tell a mechanic which cylinder to check for the bad plug.

It could also be a bad magneto.  If multiple cylinders EGT all drop, or the engine wants to quit entirely, you have a bad magneto or bad ignition harness.

What else can you learn during the runup?  Electrical system health is key, especially in all electric airplanes (meaning no vacuum system).  It’s a very good idea to turn on all the lights and pitot heat to ensure that a rise is indicated on the ammeter.  This means the alternator is carrying the load and working properly.

The next time you do your runup, keep an eye on your EGT to see the rise during a magneto check.

Calm Wind Landings

ByHank Gibson December 11, 2015December 21, 2015

Some of a pilot’s favorite words are heard on the ATIS:  “Winds, Calm.”  These words set off all sorts of happy bells and hallelujah choruses.  Most pilots spend their lives fighting the winds.  On those rare days when the winds are calm, great happiness ensues.

But, are calm wind landings more complicated then everyone thinks?  Well, they can be if the proper planning doesn’t go into them.

Let’s think about wind.  We have surface wind and we have winds aloft. Sometimes the surface winds are calm.  When this happens, certain airports have preferred calm wind runways which are supposed to be used in these conditions.  Winds aloft are almost never calm.  95% of the time, there is some kind of wind even 100-200 feet above the surface.

Here is the question pilot’s face when coming into an airport with calm winds: which runway do I use?  Do I use the calm wind runway?  Do I use the runway that is easiest to enter the pattern for?  Do I use the one with the shortest taxi?

A lot of technologically advanced aircraft have a wind indicator on the PFD. This tool is often forgotten in calm surface wind conditions.  On the contrary, this is probably the most important tool a pilot can have when figuring out which runway to use when the winds are reported calm.

Here’s why.  That wind indicator is showing the pilot what the winds aloft are. The winds aloft should determine what runway is going to be used.  If the wind indicator is depicting a south wind, then a south runway should be used.  Even if it is a 5 knot wind at pattern altitude, it’ll still be a headwind coming in on final approach.  If the north facing runway is used, that same 5 knot headwind can blow an airplane halfway down the runway before the ground speed drops off enough for it to land.

So, the next time you are coming into an airport and the winds are reported calm, take a look at your wind indicator on your PFD when deciding which runway to use.  It’ll probably save a few go arounds!