The Diamond DA62: The Ultimate Twin

Maintaining TKS Panels

ByHank Gibson June 14, 2016June 14, 2016

When cleaning airplanes, the majority of people don’t know how to properly maintain their TKS panels.  TKS panels provide wing leading edge, horizontal stabilizer leading edge, and, in the case of FIKI airplanes, vertical stabilizer leading edge de-icing protection.  For those not familiar with them, they are metal strips that have thousands of holes drilled into them where the TKS fluid seeps out. They have become quite prevalent on Cirrus aircraft, the Cessna TTx, and Mooney aircraft manufactured in the last decade or so.  The system is also known as a weeping wing system.

Being on the leading edges, these panels pick up bugs very easily.  For the uninitiated, it would make sense to just use normal airplane cleaner to spray the panels and scrub the bugs.  Don’t!

Using anything that contains Methyl Ethyl Ketone (MEK) as that can harm the TKS bladders behind the panels.  Any aircraft cleaner containing wax could cause the pores to clog, preventing the TKS fluid from properly seeping onto the wing.

What’s the best thing to do?  Soap and water with a soft cloth is a good start (again, make sure it doesn’t have wax in it.  Dish soap would be suitable).  No hose available?  Just simply turn the TKS system on, let it run till you start to see fluid drip off the wings onto the ground, and use the fluid to clean the panels.

A soft cloth would work fine, but, if the panels are really buggy, take a green scouring pad to do some scrubbing.  Just make sure the scrubbing motion is up and down with the grain, not side to side.  You can find the green scouring sponges on the dishwashing aisle in the grocery store.  Just leave one in the hangar for when you need it.

Textron Aviation’s New Single Engine Turboprop

ByHank Gibson May 29, 2016

An 8 seat, cabin class, single engine turboprop is set to come to market in 2018 from the new aviation conglomerate Textron Aviation (Textron owns Cessna, Hawker, and Beechcraft).  Details were announced last week at the European Business Aviation Conference and Exhibition.  The as yet unnamed aircraft will be equipped with Garmin’s G3000 avionics and will be outfitted with a GE 1,240 Shaft Horsepower engine.

The GE engine will be equipped with a FADEC (Fully Automated Digital Engine Control) computer that will allow the pilot to make all necessary power adjustments using just one lever.

Range will be about 1,600 miles at 285 knots, giving the airplane the same legs as a PC12 at slightly faster speeds, but a smaller cabin.  The cabin will be equipped with a belted lav if desired.

To read more, check out the AOPA Article here.

Flying To Mexico

ByHank Gibson June 17, 2015June 17, 2015

I took a Piper Malibu to Cabo San Lucas a few weeks back.  This was my second trip flying to Mexico, but the first where I arranged everything.  Cabo is a beautiful place and the MMSL airport is a fabulous facility. For those who haven’t been fying to Mexico before, MMSL is the place to go.  The folks there are extremely helpful and do most of the paperwork for you.  You just have to pass along your information to them.

Flying to Mexico and back out is different than flying in the US.  First of all, don’t forget your passport. The authorities on both sides frown upon that.  You’ll probably get sent back to the US (or sent back to Mexico if you are on your return trip).  Your aircraft also needs, Mexican insurance (talk to your US insurance agent) a radio license, and a customs decal.

Second, you’ll have to file an ICAO specific flight plan for flying to Mexico.  This is available on Foreflight now, but I really like Fltplan.com’s way of doing it.  I don’t fly internationally enough to remember what everything means, but Fltplan.com does a great job of walking pilots through the the different classifications.  It’s almost impossible to get confused.

Third, you have to fill out an eAPIS form.  This has to be done at least 24 hours prior to departure from the US, but it can be done as far in advance as you’d like.  If your departure time changes or your passengers change, you can edit the eAPIS form to bring it current.

Flying to Mexico IFR is a lot simpler than flying VFR.  I have only flown IFR and it is very easy.  I’m already on a flight plan, already squawking a discreet code, and already on radar, so there really isn’t any way I can mess up the ADIZ penetration.  I really recommend going in and out of Mexico IFR instead of VFR.

Once you land in Mexico, you have to close your IFR flight plan.  The tower doesn’t do this for you.  After clearing customs, you’ll have to pay a landing fee and sign your flight plan confirming you have arrived and closing it out.

When departing, you have to file another eAPIS 24 hours in advance.  Wherever you plan on clearing Customs in the US, you’ll need to call the Customs office no less than 1 hour, but not more than 23 hours before arrival.  It’s called an Advanced Notice of Arrival.

You’ll need to fill out a paper flight plan before departing, clear customs again to leave, then away you go.

There are a lot of really fun getaways in Mexico and flying there doesn’t have to be difficult.  When you have the right information, flying to Mexico can be a breeze!

Hurricane Harvey

ByHank Gibson August 29, 2017August 29, 2017

Texas Top Aviation wants to express our heartfelt concerns and prayers for those affected by Hurricane Harvey along the Texas Gulf Coast and in Houston.  We have several customers in Houston and hope and pray that they are all safe.

If you would like to donate to the relief effort, there are several organizations that are accepting support.  A few are below.

Samaritan’s Purse

American Red Cross