Will Fly To Food: Texas Airport Diners

ByHank Gibson

Looking for some good $100 Hamburger options in the state of Texas?  Here are some other good fly-in eateries around Texas.  These are ranked in no particular order because they are all just really good!  Most of these are located on the airport property, but a few are in town and worth the drive!

  • Lockhart BBQ (50R):  With 4 BBQ options in Lockhart (and City Market BBQ 10 minutes away in Luling), you can’t go wrong with a stop in Lockhart.  Just grab the keys for the giant suburban, and away you go. Most folks who stop off in Lockhart will give it a legitimate claim over Hard 8 in Stephenville.
  • Angelina County Airport Restaurant (KLFK):  This is pure East Texas eating here in Lufkin.  With greasy, tasty burgers and sandwiches, breakfast, and ladies who call you “Sugar” when taking your order, this is down home if I ever tasted it.  Lufkin and Brenham are currently neck and neck for the best Texas burger.
  • Black Walnut Cafe (KCXO):  This airport diner, located at the Galaxy FBO in Conroe on the north side of Houston, is top notch.  The food is excellent (I have eaten several different sandwiches and have not been disappointed) and you can’t beat the 3rd floor runway view from the patio.  Not a bad place to spend the lunch hour, though make sure you get there before the lunch hour.  It fills up quick.

Black Walnut Cafe

  • Airport Diner (T82):  Right next to the Hangar Hotel, the Airport Diner in Fredericksburg brings back memories of the old soda fountains of the ’40s and ’50s.  With plates like the Warthog (their sausage sandwich with Fredericksburg made sausage) and the Whirly Bird (their chicken tenders wrap), the Airport Diner fully embraces the airport theme.  Better to stop for lunch on a weekday rather than a weekend as their isn’t a whole ton of seating.  Check your NOTAMs as the restaurant is closed on Mondays and Tuesdays.
  • Radial Engine Cafe (KGPM):  A good little stop in the Dallas area for a simple burger, fries, and a Coke. Don’t get the smaller 17/35 runway at GPM confused with the much larger 16/34 runway at GKY just to the west.  Approaching from the south, this can be easily done.
  • Clear Springs Restaurant (KBAZ):  Come for the onion rings, stay for the fish.  Clear Springs is just a 5 minute drive from the airport and there are always plenty of crew cars available.  You could probably make a whole meal out of the onion rings themselves, but the fish is top notch too.
  • Gate 12 (KCLL):  The College Station Airport now has the 12th Man!  Aggie Fans will appreciate the Gate 12 experience with all the Texas A&M decorations scattered throughout the restaurant.  Bring an appetite if you want to tackle the burgers.  They are huge!  Parking is only at the FBO.  Only military planes get to park in front of the restaurant.
  • Cooper’s BBQ (KAQO):  Llano, TX is known for BBQ.  Just fly in to the airport, get a car, and after a 10 minute drive, you can take your pick of any kind of BBQ under the sun.  Careful, as it’s easy to over order!
  • Hangar 6 Restaurant (KUVA):  The newest restaurant on the list, located on the ramp at the Uvalde Airport, Hangar 6 tips it’s hat to the military history of the Uvalde airport while serving really good food.  Taxi in and walk up to the quaint little joint.  They even have a playground for the kids!
  • Sky Restaurant (KVCT):  Not quite within walking distance, but just a short drive from the FBO, Sky Restaurant specializes on the seafood, but they also have good burgers and steaks.  VCT is popular amongst the Air Force and Navy trainers in the area, especially around lunch!
  • Runway Cafe (KLBX):  The best place I have found for seafood along the Texas Gulf Coast.  With a huge runway to land on and a beautiful FBO next door, this is my go to for Fried Shrimp when I’m in the Houston area.
  • Delta Charlie’s (KRBD):  With quite an extensive menu (and a full bar for those overnight trips), I will definitely make RBD one of my routine stops. Dallas Jet Center recently opened in the terminal, so fueling your stomach and your plane can all be done in one spot.
  • The Red Baron Restaurant (KDHT):  The Panhandle of Texas hides many surprises and the Red Baron restaurant in Dalhart, TX is no exception.  For those early morning flights, The Red Baron makes a solid breakfast and a mean cup of coffee.  Lunch satisfies even the hungriest pilot.  Dalhart has a very spiffy modern FBO to sleep away that burger and fries until your passengers show back up too.
  • Hogg’s BBQ (KDUX):  I came hungry and I left very happy.  Hogg’s makes some good West Texas BBQ.  Huge helpings and an aviation themed dining room makes for a good choice.  Restaurant is located just behind the terminal building.  I was there for dinner and it wasn’t too crowded, but I bet lunch is hoppin’!
  • Aviator’s Grill (KDWH):  Located in the Gill Aviation, FBO, Aviator’s Grill has a great selection of creative sandwiches.  Hooks can be a little tricky to navigate while taxiing, but just tell ground you are going to Gill, and they will direct you to lunch.
  • Bill’s Burgers (KBMQ):  A short drive from the airport in the Burnet FBO’s new courtesy van deposits you at Bill’s Burgers, the largest burger this side of the Mississippi.  Always a popular lunch spot, especially on weekends, hitting lunch early or late is a good plan.  Don’t get a full order of fries unless you want to share.  It’s huge!  Closed on Mondays.

In my book, these are the other great places to stop on a flight in Texas.  Always make sure to come hungry! I probably missed a few along the way, so please feel free to add others to the list!

Note:  Some of the above restaurants are either closed for COVID, or are only doing takeout.  Make sure you call before hand.  Google doesn’t always have updated information.

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  • Cirrus Autopilot Check

    ByHank Gibson

    In the Pre-Takeoff Checklist for any Cirrus aircraft, it calls for pilots to perform a Cirrus Autopilot Check.  It is prudent to check the autopilot before your flight to ensure that all aspects of the autopilot are working properly.  The only problem is, the checklist doesn’t spell out how to perform the Cirrus Autopilot Check.  You would have to go to the POH for the airplane, which is usually in the back seat or a bag somewhere and therefore hard to get to, in order to find the procedure.

    The procedure for checking the autopilot is slightly different depending on what autopilot is in your airplane.  The procedures for all three are below.

    S-TEC 55x

    • Sync the heading bug to your current heading
    • Activate heading mode on the autopilot
    • Twist the heading bug left and right to ensure the ailerons move left and right
    • Sync the heading bug to your current heading
    • Activate vertical speed mode on the autopilot
    • Move the vertical speed bug (or the vertical speed on the altitude pre-selector if you have a steam gauge Cirrus) up and down to ensure the elevator moves accordingly
    • Ensure you can overpower the autopilot
    • Press the autopilot disconnect switch to ensure the autopilot shuts off

     

    Avidyne DFC 90

    • Press the AP button to activate the autopilot
    • Ensure AP, ROLL, and PITCH Annunciations are depicted in green on the top of the PFD
    • Set the heading bug 90 degrees from the current heading
    • Press the HDG button on the autopilot
    • Ensure the ailerons are moving in the proper direction and HDG is annunciated on the top of the PFD
    • Ensure you can overpower the autopilot
    • Press the autopilot disconnect switch on the stick and ensure the autopilot has disconnected

     

    DFC90

    Garmin GFC 700

    • Press the AP button to activate the autopilot
    • Ensure you can overpower the autopilot
    • Press the autopilot disconnect switch on the stick to ensure the autopilot has disconnected

    In the Pre-Takeoff Checklist for any Cirrus aircraft, it calls for pilots to perform a Cirrus Autopilot Check.  It is prudent to check the autopilot before your flight to ensure that all aspects of the autopilot are working properly.  The only problem is, the checklist doesn’t spell out how to perform the Cirrus Autopilot Check….

  • Jeppesen vs. Aeroservices Charts

    ByStephanie Mertz

    Many people ask, which set of charts is better? Should I use the FAA Aeroservices charts on Foreflight or pay extra for the Jeppesen charts? Since you have to pay for Jeppesen, they are probably better, right?

    I am not here to say which one is better as a chart preference is just that, a preference for one over the other or for certain features. After a while, muscle memory and routine take over and you probably wont even notice the difference.

    History

    In 1934, Elroy Jeppesen began making his own charts and sold them to other pilots. His little company grew into the giant Boeing chart company we know today. Jeppesen charts are used internationally and therefore include information that might otherwise seem common knowledge, like transition altitudes. The key is, you cannot get FAA Aeroservices charts for international destinations. Jeppesen is the only option for outside the US.

    National Aerospace Charting Office (NACO), or the new(er) name “Aeroservices” or FAA chart, whatever you decide to call them, are United States government issued charts. In addition to civilian use, Aeroservices charts are used by the military so there will be some terminology that does not apply to civilians. The best part about FAA Aeroservices charts are… they’re free!

    If you are in the middle of a transition or trying to decide which charts to use, you have come to the right place. Here are a few key differences.

    Obstacle Departure Procedure Chart
    KAXX (Angel Fire, New Mexico) ODP

    1. Frequencies: FAA Chart provides the AWOS so you have all departure frequencies in once place.
    2. Airport: Jeppesen highlight the airport, which is a nice feature so you can easily see the flow from the airport.
    3. Notes and Remarks: Jeppesen bolds the speed restriction all over the chart so you won’t miss it. All other requirements are in the top right corner. Note the transition altitude 18,000′. Since Jeppesen is used internationally, it is published on the chart since other countries have different transition altitudes. It takes up a chunk of chart real estate, but it’s clear, easy to read, and always in the same place. The FAA charts post all the requirements and restrictions as notes off to the side. Since it’s in the same space as the chart graphic, it’s easy for the eyes to catch while studying the plate.
    4. Take off Minimums: NOT APPLICABLE for PART 91 – however, it’s wise for all pilots to look and abide by them. Jeppesen displays the standard take off minimums table, as well as the rate of climb table, which is nice to have all in one place. The FAA chart gives the non standard information but you need to know/look up the rest in the Digital Terminal Procedures Supplemental document. (Hint: It’s in the Documents section of Foreflight)
    5. Take Off Obstacles: About the same on both charts
    6. Route Description: Similar on both charts, but larger font and clearer description on the FAA chart. When there are different routes from different runways, the FAA chart layout is really helpful.
    7. Graphic Layout: Jeppesen and FAA use the same graphics for all their different charts and plates which makes it easy to read once you are familiar with the respective charts. FAA charts are easy to read and distractions are kept to a minimum. Jeppesen charts make things bold and enlarge pertinent information so you won’t miss it.
    8. Airport altitude: This is only on the Jeppesen chart (the FAA chart doesn’t include it), but it is very helpful for situational awareness. As you brief the arrival altitudes, I think it’s important to have an idea what AGL you are at.

    Approach Charts

    One thing pilots love about Jeppesen approach charts is the clear set up for an approach brief. The top section is created as a “briefing strip” starting with the frequencies, then navigation frequencies, minimums, airport elevation and the missed approach. It’s very natural and user friendly.

    FAA charts have a slightly bigger picture of the approach planview, but the profile view and minimums section can get a bit cluttered. It can feel a little discontinuous when briefing the approach to bounce all over the page. However, some pilots really like the small airport diagram in the corner, which I find really helpful for situational awareness (particularly for students learning circle approaches). Non- standard alternate and takeoff minimums are also clearly noted, but unfortunately we must hunt elsewhere to find them. The Jeppesen alternate minimums and takeoff minimums will both be on the airport diagram

    1. Frequencies: Getting weather and tuning radios is easy on the Jeppesen charts – just follow the briefing strip. The frequency section on the FAA charts is still easy to read, but closer to the center of the page. It’s split up from the nav frequencies and other important briefing information.
      a. FAA charts are created by the government and have military specific information, which are the odd looking frequencies and channels on the chart.
    2. Approach Navigation: On a Jeppesen chart, you will continue to the next line to verify your frequency, course and set minimums (assuming you are straight in on the ILS). On the FAA chart, you will then have to skip to the top of the chart to get the frequency and course, and then scan to the bottom of the page to input your minimums. However, since you could be flying a localizer approach or a circle to land, it’s a good reminder that not everyone using this approach chart will be using the same Decision Altitude (DA). The FAA chart also includes runway distance information so pilots can make determinations of approach speeds and stopping distance if the runway is wet or icy.
    3. Missed Approach – Textual
    4. Approach Lighting
    5. Missed Approach- Graphical: The missed approach information is the same on both charts. The lighting information is key for determining a missed approach and is next to the missed approach text on the FAA chart. It’s found next to the missed approach graphic on the Jeppesen chart. Personally, I find it easier to find and read the lighting information on the Jeppesen chart. Remember, on both charts, the placement of the PAPI on the chart indicates the physical location of the lights (left or right of the runway).
    6. Notes: Both charts have a notes box, but they use them a little differently. Once again, remember that Jeppesen charts are used internationally and include the transition altitudes and altimeter setting info. On both charts, the notes section will be where other critical information will be shared which isn’t really applicable for this airport. On the FAA chart, the tower frequency is starred to note that there are operating hours (you’ll have to check the chart supplement AF/D to find out what those hours are). There is also an L next to the frequency to indicate it is the pilot controlled lighting frequency. You will also find the note about the VGSI and the Approach Glide path next to the profile view on the FAA chart, whereas the Jeppesen chart has that note in the notes section at the top. The FAA chart also has the T and an A in black triangles to note that this airport has non- standard alternate and take off minimums. Again, those are found in separate documents when using FAA charts and on the Airport Diagram when using Jeppesen charts.
    7. Minimum Sector Altitude: Similar on both charts, but in different locations (reminder: ATC vector altitudes may be lower. It is the pilot’s responsibility for safety of flight to maintain safe obstacle clearance, so if you are ever concerned about going below the MSA – just ask ATC).
    8. Planview: Other then differences in size, visuals, and text, the information displayed on both is very similar.
    9. Profile View: Again, the displays look different and pilots will have their preference, but the information is the same.
    10. Minimums: Jeppesen charts not only note the category for each approach with its designated letter, but also displays it in knots. It is recommended that if you increase your approach speed (based on flaps or gusty winds or perhaps a faster speed for a circle to land approach) that you should use the higher category minimums. The reference guide makes that easy to look up. The other benefit of the Jeppesen charts is right the table that contains the time from the final approach fix to the missed approach point for a localizer approach, it also shows the rate of descent with the associated ground speed to maintain a 3 degree glideslope. Now there is no excuse not to set pitch and power! The minimums posted in parenthesis are for the military, but RVR in statute miles is also included.
    11. Airport diagram: Only on the FAA charts, this particular feature is particularly useful for situational awareness. The arrow pointing to the runway shows the direction the approach is arriving from so planning a circle to land is a cinch. There is also a lot of other information that can be gathered from the airport diagram for quick reference or to help a disoriented pilot: lighting, displaced thresholds, closed taxiways, and runway placement and lengths. This is easily one of the best perks of an FAA chart.

    Arrival/ Departure Charts: Sewzy 5 Arrival KAUS

    The Jeppesen lay out is very attractive and draws the pilots eye in a clear way to all the important information. The colors pop out, so the required altitudes and speeds are easy to read and remember. The chart, which is the proper scale, shows MORAs , easy to find airports (and runway layouts) and is over all easy to follow. However, the texts, while very clearly laid out, are small and difficult to read and pushed to the very edges of the chart. FAA charts are simple and fairly easy to read, but the airports are not as obvious and the flow to the airport requires a good look. The table on the Jeppesen chart is a really nice format, but the text and Notes for arrivals on the FAA chart are easy to find and much easier to read quickly.

    1. Frequency: FAA charts include the approach frequency on the arrival, which is helpful for having radios tuned. During a busy time when the controller changes your frequency, all you have to do is verify the frequency you already set, rather then totally stop what you’re doing to switch it. The Jeppesen charts add the airport elevation next to the ATIS, which really aids situational awareness.
    2. Notes: Jeppesen notes are clearly numbered and tucked away nicely in a box, but the FAA chart notes pop out in the middle of the page and are easy to skim for pertinent information.
    3. Planview: I think Jeppesen is the clear winner here- it is so easy to read, it only takes one glance to know where the primary airport is and how the arrival flows. The chart being at the proper scale offers the pilot important geographical information and over all is a clean look. Notice the small series of arrows after SMRFF on the the Jeppesen chart; those indicate the pilot should expect radar vectors. The FAA charts include those instructions in the text, but I find the visual reference on the chart helpful. The FAA charts are equally clean, with altitude and speed restrictions easy to read even if they don’t jump out. When there are multiple airports that the arrival serves, the airports are clearly marked, though, I think it would be nice to have a little more information surrounding the primary airport for better situational awareness.
    4. MSA: only on the Jeppesen chart
    5. Primary airport: The runway alignment and grey highlight on the Jeppesen chart stands out very clearly, while the FAA airports are a little more obscure.
    6. Arrival route description: The table on the Jeppesen chart is easy to follow but the text is very small and pushed to the bottom. The route description is much easier to find and read on the FAA chart.

    Airport Diagram

    The Jeppesen Airport Diagram page has it all: frequencies, airport diagram, runway info, take-off minimums, departure procedures and alternate minimums. It’s a one-stop shop. It makes preflight planning easy when its all at your fingertips.

    The FAA charts usually require a little more searching for different pieces of airport information. The Airport Diagram itself is just the airport layout. Above, you will see a simple FAA Airport diagram. It’s clean and simple, perfect for a knee board print out.

    In the flight planning process, as you look at what approaches you will be using for the airport, you might see an A or T inside a triangle. Those indicate that you will need to look in the Alternate Minimum or Take off minimum documents for more information. The Takeoff Minimums document (see below) is also where you will find any obstacle departure procedures for that airport. Apps like Foreflight help you out by posting the take off minimums under the departure tab. Even though it’s a little more difficult to read, I didn’t crop out the airport information so you can see what it looks like in context.

    FAA Alternate Minimums on the Left and Takeoff Minimums and Obstacle Departure Procedures on the Right

    Many people ask, which set of charts is better? Should I use the FAA Aeroservices charts on Foreflight or pay extra for the Jeppesen charts? Since you have to pay for Jeppesen, they are probably better, right? I am not here to say which one is better as a chart preference is just that, a…

  • Where the Airplane Market Is Headed in Q4 2026

    ByHank Gibson

    Four things moved this market between July and the end of September, and each one changes the arithmetic on what your airplane is worth today. Inventory is thinner than it was a year ago and has stopped draining. Asking values have split. The Fed raised rates and has penciled in one more increase for December. And the FAA ended single-pilot operation in the legacy Citations. Here is the short version, and what I would do about it before December 31.

    The short version

    • Turboprop inventory is running about 12% under last year, and the field stopped shrinking in September.
    • Piston asking values are still giving back. Turbine asking values have turned up.
    • The federal funds rate is 3.75–4.00%, with one more quarter-point increase projected for December.
    • The FAA rescinded the legacy Citation single-pilot exemptions on September 29, with no wind-down.
    • Accepted offer to closing runs 30 to 45 days. To close before December 31 you need an offer accepted by about November 15 — which means listing by October 31.

    Inventory is thin, and it stopped draining

    In September, used single-engine piston inventory in the U.S. and Canada was down 12.2% against last year. Turboprops were down 12.0% worldwide. Jets were down 23.6%, with the large-cabin end off 39.8%. The field your airplane competes against is smaller than it was a year ago.

    The monthly direction is the other half. Piston inventory was flat in September, turboprops rose 3.5% and jets rose 5.1% — the second month running that inventory added rather than drained. So the field is thin by the standard of a year ago, and it is no longer getting thinner.

    Asking values have split

    The three categories stopped moving together. Piston singles fell 0.74% on the month and are down 2.36% against last year. Turboprops rose 0.22% on the month and are up 0.57% on the year. Jets rose 2.02% on the month and are up 0.71%, led by the super-mids at plus 5.29%.

    Asking prices are not values, and I will keep saying that. What they give you is the leading edge — VREF and the closed comps follow a quarter or two behind. Right now that edge says the turbine market has turned the corner and the piston market has not.

    Rates went up, and may go again in December

    On September 16 the Federal Open Market Committee raised the federal funds rate a quarter point, to 3.75–4.00% — the first increase since 2023, on a unanimous vote. The Committee’s own projections point to one more quarter-point increase in December. A financed buyer’s payment is higher than it was in the spring, and his offer reflects it.

    The FAA ended single-pilot flying in the legacy Citations

    On September 28 the FAA published a policy change rescinding the training-provider exemptions that let a single pilot fly the transport-category Citations. Effective September 29, no wind-down. Thirteen of the fourteen exemption holders reviewed were rescinded or denied renewal.

    It catches the two-crew airframes: the 500, 550, S550, 552, 560, 550 Bravo, 560 Encore and Encore+. It does not touch the 501, the 551, the CJ/525 family, the Mustang, or any turboprop.

    A large share of those airplanes are owner-flown. That owner now hires a second pilot for every leg, or he stops flying. NBAA and Citation Jet Pilots asked for a 90-day pause on September 29. No answer yet.

    Cessna Citation 500-series light jet in flight
    The 500-series Citations. The single-pilot exemption ended September 29, with no wind-down.

    Why single-engine turboprops gain from it

    The demand moves, it does not disappear. The owner-pilot still wants to fly himself, and what he can legally fly is a short list: the CJ family, the Vision Jet, and the single-pilot turbines — TBM, M500, M600, M700, PC-12, JetProp. Those are legal single-pilot by type certificate, not by exemption.

    The budgets line up. A clean legacy Citation’s price buys a strong TBM or a good PC-12, so these buyers arrive at the top of the turboprop market, where supply is thinnest and inventory is already 12% under last year.

    Expect it in the leading indicators first — inquiries, showings, days on market — with price following a quarter or two behind.

    Line of Piper M600 SLS single-engine turboprops on the ramp
    The single-pilot turbines are where the displaced Citation owner-pilots can legally land.

    The number that should drive your decision

    Our airplanes went from listing to closing in a median of 98 days last year. This year that median is 178 days, an 81% increase. Buyers take longer, financing takes longer, pre-buys are more thorough.

    At that pace an airplane listed today closes in March, not December. The year-end buyer is the exception — he is working to a December 31 placed-in-service deadline and moves far faster than the median.

    Work the calendar backwards from that deadline. From an accepted offer, 30 to 45 days covers scheduling the prebuy, the inspection itself, the acceptance window and then escrow and title. To close before December 31 the offer has to be accepted by about November 15. To have an offer in hand by then, the airplane needs to be in front of buyers by the end of October. That is the whole reason for the date.

    Our closings this year came in a median of 4.8% under the ask the airplane carried when it sold, and 7.1% under its original list price. We reduce the ask; we do not haggle.

    On the fence about selling? List by October 31

    If you own a Meridian, M500, M600, JetProp, TBM, Epic, PC-12 or Vision Jet and you have been going back and forth, here is the case for the next three weeks.

    The buyers are shopping now. The displaced Citation owner-pilots are working through their options this quarter, and what they can legally fly is close to that list. An October listing puts your airplane in front of them while the field is thin. A March listing puts it in the spring wave, beside every other owner who had the same idea over the winter.

    We took a full-price offer on one of our single-engine turboprops after a week on the market.

    The call is yours. The calendar is the part that is not negotiable.

    Epic E1000 single-engine turboprop in flight
    The Epic E1000, one of the eight types a year-end buyer is shopping right now.

    Turboprop inventory is 12% under last year, asking values have split, and the FAA ended single-pilot flying in the legacy Citations. What it means for Q4 2026 — and why October 31 is the date that matters if you are thinking about listing.

  • Oh, Deer (Part 1)

    ByAndrew Robinson

    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

    To Be Continued…

    (Read Part 2 Here)

    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…

  • Garmin GTN 750 Tips & Tricks

    ByHank Gibson

    The Garmin GTN 750 is an awesome piece of equipment.  Garmin tried to make the user interface with the touch screen as simple as possible (though there still is a bit of a learning curve when moving up from a Garmin 530W).  Garmin also integrated several key features that the 530W did not have that makes flying with a Garmin GTN 750 in IFR all that much better.

    The two features of the Garmin GTN 750 I want to focus on today are the “Load Airway” feature and the “Hold at Waypoint” feature.  If a pilot isn’t looking for these specifically, they can actually be a bit hard to find.  The “Load Airway” feature is especially handy when flying IFR long distances with several airways as part of the clearance.  Here’s how to utilize both.

    Load Airway

    1. On your flight plan page, insert the waypoint that you will be joining the airway, or, if your clearance was radar vectors to join an airway, then insert the waypoint on the airway that begins the leg you will be joining on.
    2. Tap the waypoint you just inserted.
    3. A menu will pop up.  Tap Load Airway.
    4. Select the Airway you want from the next menu that pops up.
    5. Then, a list of waypoints will display to exit the airway.  Select the waypoint where you will be exiting the airway.
      1. Note:  Garmin defaults to listing these waypoints alphabetically.  If you unselect the “Sort Alpha” option, it will sort the waypoints by direction and distance from the entry waypoint.  This is a little more practical, easier to work with, and how I recommend doing it.  This way you can either scroll up or down depending on the direction of travel on the airway and find your exit waypoint.
    6. Tap Load.
    7. The Airway and all the waypoints in between your entry and exit waypoints appear in your flight plan.
    8. If you are getting vectors to join the airway, you’ll need to use the Activate Leg function to activate the leg you will be joining the airway on.
      1. On the Flight Plan page, tap the waypoint that ends the leg you want to activate.
      2. On the menu that pops up, tap Activate Leg.

    Hold At Waypoint

    The Garmin GTN 750 allows pilots to place a holding pattern at any waypoint that is in the Nav Database (or any user created waypoint).  Here’s how to do it.

    1. On the Flight Plan page, tap the Waypoint that you want to hold at.
    2. On the menu that pops up, tap Hold At Waypoint
    3. On the next menu that pops up, input either the inbound or outbound course, right or left turns, leg time or distance, and the EFC time, then tap Load.
    4. You will see the hold now as a Waypoint in your flight plan.

     

    Once the hold is entered, the GPS will go into Suspend mode, suspending the Flight Plan Waypoint Sequencing.  Once you are ready to depart the hold, you will have to tap Unsuspend before crossing the holding point on the inbound leg, then the GPS will resume normal waypoint sequencing.

    These are 2 of the really cool, gee-wiz features of the Garmin GTN 750.  Following the above steps will make IFR flying much easier for the pilot, as well as much more enjoyable!

    The Garmin GTN 750 is an awesome piece of equipment.  Garmin tried to make the user interface with the touch screen as simple as possible (though there still is a bit of a learning curve when moving up from a Garmin 530W).  Garmin also integrated several key features that the 530W did not have that…

  • Breathing…It’s The Difference in Engine Performance

    ByJoe Casey

    The PT6 engine that’s found on the Jetprop and Meridian is designated a -21, -34,-35, or a -42A.  The Continental engine on a Malibu is either a TSIO 520 or a 550.  What’s the difference? Why should I care? Most pilots don’t understand the difference, but it’s pretty easy to understand…and it’s all about breathing.

    Whether a piston or a turbine, the engine has a ratio of fuel/air that works best.  For a piston model, we can make adjustments to this ratio by adjusting the mixture.  In climb we use a richer ratio to help cool the engine, and in cruise we lean the mixture to save fuel since we don’t need the extra fuel for cooling (due to higher speeds which cools the engine). In the turbine, the ratio is set and there’s nothing that can be done about it…except climb to a higher altitude.  But, more about that in a second..let’s go back to the piston discussion…

    Piston: A Continental 520 engine and the 550 engine are flown exactly the same.  On takeoff, both will develop 310HP (38″MP with the 520, 35.5″MP with the 550).  So, why would a pilot want a 550 in his airplane as opposed to a 520?  The answer is breathing.

    A 520 is named appropriately because the engine displaces 520 cubic inches of air with each complete cycle of all 6 cylinders.  To determine the displacement, just figure the bore (diameter of the cylinder) and the Stroke (how far the piston travels in the cylinder) and plug the numbers into this formula:

    CID = Bore X Bore X 0.8754 X Stroke X # of Cyl.

    Here’s the bore and stroke of the Continental 520 and 550 engine:

    TSIO 520:  Bore = 5.25″ and Stroke = 4″
    TSIO 550: Bore = 5.25″ and Stroke = 4.25″

    So, you can see the two engines are exactly the same except the 550 has a little longer stroke, and therefore displaces a little more air.  Said another way…it the sucks the air into the engine a little better.

    So, with this knowledge, the ability for the engine to breathe becomes a little more clear.  Both a 520 and a 550 will perform exactly the same until the point that a 520 simply cannot suck enough air and begins to develop less MP as a result.  For most 520 engines, this will happen somewhere around 18,000 ft.  But, it is dependent upon a myriad of factors including: health of the engine, altitude, temperature, and atmospheric pressure. When the 520 hits this point, the throttle can be full-forward, but the engine will not develop full MP, but some number that is less.  I’ve seen a max MP at FL250 in a 520 Malibu to be about 31″MP.  So, you can probably guess that the rate of climb will correspondingly suffer as the engine develops less MP.  How do we fix this problem?  Enter the 550…

    Since the 550 displaces more air, the engine will maintain max MP to a higher altitude.  When the 520 begins to develop less power at about FL180, the 550 engine will be able to continue to maintain 35″ at a higher altitude.  Make no mistake…the 550 will also hit an altitude where is cannot develop 35″MP, but this altitude will probably be nearly FL220.  So, the 550-powered Malibu will reach cruising altitude faster than the 520.

    But, at cruise both engines are pulled back to 30″MP.  So, either engine will deliver the same cruise speed because they are both able to develop 30″MP at any altitude.  Does it really matter if you’ve got a 520 or a 550 engine?  Answer: not much.  Both are excellent engines and both will deliver the airplane to the destination, but if the chosen altitude is above FL180, the 550-powered airframe will probably arrive a few minutes earlier.  Which would I want if I were purchasing an airplane?  It’s not a big enough deal, IMHO.  I’d select the best airframe/engine/prop combination and not put much weight into the 520 vs. the 550.

    Turbine world: So, how about the -21, -34/35, and -42A compare?  Here, there’s  big difference, but it’s still all about the breathing.  A -21, -34/35, and -42A are all derivatives of the famous PT6 family of engines, and all are designed to be 1000+SHP engines de-rated to fit the airframe.  For instance, the -42A engine is 750SHP when mounted on a King Air 200, but the same engine is derated to 500SHP when mounted on the Meridian.  Ditto with the -21 and -34/35 engines…all are de-rated.  So what’s the difference? Breathing…

    At the lower altitudes all will develop their maximum rated SHP, meaning they will all develop maximum torque.  And, down low there’s plenty of air to breathe so the engine has no problem developing that torque at a low ITT.  But, as altitude is gained, the engine must suck more air to develop the same torque, and the ITT goes up.  At some point in the climb (depending upon altitude, temperature, pressure, and IAS) the engine will not be able to produce max torque without exceeding Max ITT.  At this point, the engine cannot breathe any more (suck in anymore air), and the power (torque) developed falls off.  With the -21 engine, the power falls off quite dramatically because the engine simply cannot breathe well.  It is a smaller engine and more air cannot be forced into the compressor section.  For the rest of the climb the engine is “ITT limited” and the performance will suffer.

    The -34/35 engine is a little bigger and will develop maximum power (torque) to a higher altitude.  And, when the torque does drop off (as altitude is increased), the rate of decrease is less because it can breathe easier due to it’s larger size.  Guess what? The -42A will beat out the others and develop max torque to an even higher altitude.  With this decrease  in torque available also comes a welcome friend…less fuel burn.  Altitude is the friend of any turbine pilot, and he/she will climb to the highest altitude possible to save on fuel.

    The end result is the -21 powered Jetprop will cruise at 238 KTAS (in the summer) with a fuel burn of only 28gph.  The -34 will have higher torque than the -21 and will develop more SHP and will have a higher cruise (260 KTAS in the summer) with a correspondingly higher fuel burn (32gph).  The -42A will be breathing easily at higher altitudes, and will develop the most torque, but with a fuel flow of 39gph.  The Meridian (with the -42A) will not out-perform the -34/35 Jetprop in cruise purely because the Meridian is much heavier.

    Just remember…fuel flow in a turbine is always commensurate with its ability to breathe and a turbine’s ability to breathe is a function of the engine’s ability to breathe.

    With this knowledge…let’s check your understanding.  Answer this question: Will a Jetprop cruise faster in the summer or winter?  Remember, cold air is more dense than warm air, and an engine will develop power according to it’s ability to suck in air.  More air available, more power available.  Answer: Winter.

    A good analogy: I’m a Cross-fitter (meaning I do crossfit workouts a lot).  In the gym we have various workouts that test a person’s ability to perform.  Guess who usually does the best?  Right…the guy who can breathe the best.  A person is nothing more than an engine…we intake air and combine it fuel and burn it to develop energy.  In Crossfit, the person with the biggest engine (muscles that can develop power) that can sustain power (good aerobic capability) will win almost every time.  The only variables then are genetics (how well-made is the engine), flexibility (you’ve got to be able to get into the position), and skills (there are more efficient movements).  A good Crossfitter will work hard on mobility, skill, and try to increase the bodies ability to increase capacity through a tough workout.

    To get maximum performance, the pilot cannot change the engines skill or mobility (at  least not without an engine change!), but a thorough understanding of the how the engine breathes will help him/her use the power that is available to the fullest.

    Joe Casey’s aviation story began in 1990 with his first flight near Nacogdoches, TX in a Cessna 172. From lift-off, Joe knew he would have a lifetime passion flying just about anything that will leave the ground…He was completely hooked.

    Along with being an FAA Designated Pilot Examiner (DPE), Joe is an ATP/CFI-AHMG and Commercial Rotorcraft/Glider Pilot in the civilian world and also a UH-60/AH-64 Pilot-in-Command/Instructor/Examiner Pilot in the US Army Reserves.  His passion for the last 19 years, however, has been the PA-46 Malibu/Mirage/Matrix/Jetprop/Meridian. Has has amassed over 6,500 hours in various PA-46 airframes and believe it to be one of the finest flying machines available for the serious cross-country pilot with an eye for efficiency.

    Now, Joe has flown more than 12,200 hours in just about every imaginable environment. Whether providing initial/recurrent training in the PA-46’s, TBM’s, instructing in NVG’s in a UH-60 Blackhawk, flying the King Air series of airplanes, giving tailwheel endorsements, or taking kids flying for the first time, he simply loves flying machines and the people who fly them.

    The PT6 engine that’s found on the Jetprop and Meridian is designated a -21, -34,-35, or a -42A.  The Continental engine on a Malibu is either a TSIO 520 or a 550.  What’s the difference? Why should I care? Most pilots don’t understand the difference, but it’s pretty easy to understand…and it’s all about breathing….

13 Comments

  2. Two amazing spots in West Texas (both NW of Amarillo)
    KDHT – Dalhart – Red Baron Diner – daily 0630-1400 – awesome breakfast and burgers – park right where you eat!

    KDUX – Dumas/Moore County – Hoggs BBQ weekends 8-2100 and weekdays 11-2100. Breakfast all day! Best airport BBQ I’ve ever had! Restaurant is just 30 feet from parking and fuel. Great FBO where I spent the night due to bad weather once.

    Both are good flights to see the high desert

    Reply

  6. is the diner at Amarillo still open? It used to be a short walk through the FBO and there you are.

    Reply

  7. I second the comments about the Harris Creek Grocery at the Chevron across from KPWG. We live nearby and go there regularly for burgers. You wouldn’t likely go there without a recommendation, so here it is – trust us on this. If you like OR’s (and they have them in stock), order them.

    Reply

  8. Thank you very much for assembling and sharing this list! Gives me a lot of ideas of where to go!

    Reply

  11. Redbarn Café is walking distance from the FBO at Sulpher Springs (KSLR). Country Style cooking that is great for breakfast and lunch. They only take cash and you have to walk across Highway 19 but both are worth it for the food.

    Reply

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