Soloing for the first time (again)…

Posted on May 18, 2012 by Joe Casey

It’s the “Guest Blog” at Casey Aviation featuring “Notso” Sharpe, a military officer/pilot and brand new Commercial Glider Pilot. 

Notso on solo day...

From Notso…So there I was, strapped into the front seat of a Schweizer 2-33 on a picture perfect 80 degree day on the beautiful north shore of Oahu getting ready for takeoff.  Before takeoff checklist was complete, tow plane was in position, tow rope connected, airspace was clear, and as I closed the canopy I noticed that I was sweating more than usual.  Was it the magnifying glass canopy causing me to sweat? Nah, I had just closed and locked it.  I had on my obligatory floppy glider pilot hat on to keep the sun off of me so that wasn’t it.

Notso just before solo...

The trade winds were kicking as usual and they were keeping me plenty cool before I closed the canopy.  So why was I hotter than usual?  Well, I have to be honest here and say it was a little bit of nerves.

The funny part of the story is that I consider myself a pretty experienced pilot and didn’t even think I would be nervous before soloing.  I’m a commercial pilot that has flown over 2500 hours in jets, props, single engine, multi-engine, super cubs in the back country of Alaska, and seaplanes too.  But what is unique about most of my flying is that I hadn’t solo’d in over 13 years!

In hindsight, it was probably a good thing that I had a little nerves and my body was telling me to be on my toes.

Nervous Notso just before launch...

Takeoff and climbout to 1000 feet AGL was uneventful until the moment that I pulled the handle to disconnect the tow rope…CLUNK…towplane dove down and to the right and the rope was clear.  So good so far right? Well it just so happened that right when I disconnected I was heading westbound and caught in an extremely strong downdraft along the north peaks of the mountain on the south side of Dillingham airport.  Before I knew it I was down to 750′ AGL.  Bad news for me since I was 50′ below pattern altitude and I was about a mile from the normal pattern entry point.  Time to fall back on my instincts and do some of that pilot stuff.  At this point I had two options to choose from:  either make an immediate right 90 degree turn, deploy spoilers, descend, turn 90 degrees left and full slip to land opposite direction with a tailwind or I could skip the normal box pattern and instead turn 45 degrees right and aim for the spot where I would turn left base for runway 8.  I chose the latter option because I knew I had a little tailwind component to help me get in position and it also gave me more time to fly a stable approach and land with a headwind.  I flew to left base at best glide speed and made an uneventful landing with minimal use of the spoilers since I was low on energy.

Notso on the solo climb...

Besides being an embarrassingly short 5 minute solo flight, it was also a memorable flight that I won’t soon forget because it reinforced two very important lessons: it’s good to be on your toes at all times and it’s important to be trained by an excellent flight instructor (JOE!). But more on that in my next story.

About Notso…We met while I was in Hawaii for my Army Reserve Annual Training and became quick friends as we share many common passions…aviation being at the top of the list.  ”Notso” (his military pilot pseudo-name) is a C-130 Gunship Instructor Pilot, Pilot-in-Command, and combat veteran who has an abundance of neat aviation stories.  He’s a gifted pilot who really picked up glider flying easily, went straight for his Commercial Pilot Glider License, and is now conquering the skies over Oahu at Dillingham Airfield on a regular basis.  

Posted in Guest writers, Interesting aviators... | Comments Off

110v Air conditioner

Posted on May 10, 2012 by Joe Casey

I’ve been doing a lot of PA-46 recurrent and initial training lately at KJSO, and with the Texas temperatures, there’s one device that has received LOTS of favorable comments from my customers: a 110v Air Conditioner.  It has been so nice to hook up the air conditioner while ground school is being conducted, and then when it is time to fly, the inside of the Malibu is cold-soaked and much more comfortable on these hot days.

I must give credit to Dr. David Coats for building this device.  Dr. Coats is a wonderful craftsman, past president of MMOPA, and a long-time Malibu owner.  If you know Dr. Coats at all, you know he is extremely good with mechanical devices, and has a penchant for coming up with neat things to make flying easier and better.  This is his creation.

All hooked up...

It is nothing more than a 110v window A/C unit attached to a wooden, rollable cart, but it works wonderfully.  Here’s some considerations in case you want to build one yourself:

Hose: Get a really good, commercial grade hose that will stand up to the rigors of regular use.  Dr. Coats paid about $500 for this hose, but it is the quality that can be found at major airports for use with the airliners.

Metal ducting: Just about any metal shop can help you build the ducting.  If you are really frugal, you could probably adapt something found at the hardware store.

Wooden frame: You will want rollers and a flat top.  We throw all kinds of stuff on the top, and it protects the unit well.  The rollers make it easy to move around the hangar.

Return duct: It will work MUCH better with a return air duct.

Foam grommet: I’m not sure what to call the “grommet”, but this is the fabric lined foam pad that fits into the space provided when the upper door is lifted.  The intake and return vents simply slide through holes cut into the foam.

Extra hose: Have some extra hose on the outlet. Then it can be thrown up to the front of the airplane and it ensures the cockpit gets cool air, and aids in circulation.

Extra-long outlet hose...

One thing is for sure…now is the time to start this project, if you are so inclined.  The summer is coming and soon you really wish you had one of these!  I think the whole device can be made with new materials for less than $1,000 and if you find used materials, you can probably do it for even less.  I hope this helps you!

Posted in Stuff I use... | Comments Off

Barbados to the US in a Cessna 421

Posted on April 26, 2012 by Joe Casey

Ahh…the Caribbean…a lovely locale.  Beautiful beaches, blue-green water, and cool music…what’s not to love?  I got to spend a few days in Barbados getting ready to fly a Cessna 421 back to the US, and really enjoyed the island.  This particular C-421 had been in service as an inter-island charter airplane, and had spent the last 8 years flying all over the Caribbean.  The owner was moving up to a King Air, and Ridgeaire ended up buying it with plans to make it pristine and offer it for sale.  My job was to get it to Texas in one piece.

On the flightline at Grantley Adams Airport, Barbados

To tell this ferry pilot story accurately, I’d have to tell the darker side of being a ferry pilot – “hurry up and wait.”  I showed up in Barbados with a to-do list that was short and easy.  Then I hit snag after snag and delay after delay getting this list accomplished.  I needed a Barbados validation of my pilot license, a simple step that you would think would only take a few minutes, right?  Well, the government bureaucracy of Barbados is much like our Federal Govt.  They took a simple request, WAY over-charged for an easy paperwork drill, and then took two full days to get it done.  Then came the ferry permit, which was accomplished by the same office – and you know how quickly that was done…not!  I waited an waited and waited.  I got a hotel room and went for the beach while the details were sorted out.  Finally, when everything was negotiated and complete, it was time to leave, I had to get fuel.  The guy that fueled the airplane did a fabulous job, but then would only take cash for the fuel.  Ever try to get $1,200+USD in a foreign country?  It took me 2 hours to do it, and I owe my new friend Randy huge kudos for helping me, but it was done.  With everything accomplished, it was time to fly away.  It was later than I wanted, but I was ready to go to the Dominican Republic and maybe further.

Randy, a guy who really helped me in Barbados.

I took off at about 5pm in beautiful weather.  Barbados is really pretty from the air.

Barbados from a few thousand feet above the ground.

Northern Barbados as I climbed through the scattered layer

After I raised the landing gear, I noticed that the HYD Pump caution light was illuminated.  I knew the gear had come up, but I didn’t want to hurt the airplane by pressing on ignorantly.  I decided to continue the climb and do some quick reading to try and determine the best course of action.  I considered the maintenance support that was available in Barbados and considered the possibility of hurting the airplane.  After my quick read through the pertinent parts of the POH, I decided to pull the HYD Pump circuit breaker and press on forward.  The gear worked perfectly, except for the light, so with my updated/confirmed mental knowledge of the landing gear system, I felt comfortable. (I later called a Cessna 421 guru and learned that I made a wise choice.  One of the gear uplock switches had malfunctioned and I did not hurt the system at all by continuing the mission.)

Most of the flight northwest bound was uneventful.  The Caribbean was amazingly smooth, far smoother that anything over the North Atlantic that I’ve seen.  The air was also very smooth.  It was a peaceful flight, and I even had a really good sunset to enjoy.

Caribbean sunset...the picture doesn't do it justice! It was really good.

The peaceful Caribbean was lulling me into complacency.  It was just going too smoothly. I approached Puerto Rico at nightfall and began to see flashes of lightning in the distance.   Nothing big, but it did get my attention.  I began to talk to San Juan FSS about the weather ahead and learned that there were in fact some storms to deal with.  I thought long an hard about my options. I didn’t want to divert and cause a logistical customs issue at the wrong airfield, but I sure didn’t want to fight bad weather in an airplane the I had not yet grown to trust.  As it turns out, I got to build some trust with my new mechanical flying friend.

20 miles east of Santo Domingo, DR, the weather was clear…I could see the city lights and even a boat or two in the darkness.  Then, with the onboard radar working, I found the weather.  ATIS reported 2000m visibility and heavy rain.  American, Jet Blue, and others were chatty with ATC about their options.  I entered the clouds at 6,000 ft and got vectored for the ILS to RWY 17 at MDSD.  Bumpy, rain pelting the windshield, and my radar screen all of the sudden quite colorful, I proceeded.

This is my radar screen, colorfully lit, but I couldn't hold the camera still with the turbulence.

I landed in Santo Domingo DR in a driving rain.  I don’t mean a little rain, I mean one of those “cow pissing on a flat rock” rains.  It took me five minutes to taxi to the FBO because I had such a hard time seeing, even with really good airport lighting.  The guys at the FBO were at my airplane with umbrellas and did a super job of helping me get inside. They found me a nice hotel, and even helped me through security.  After that ILS approach, I was ready for bed and wasn’t about to test the Caribbean at night anymore.  The peacefulness of the Southern Caribbean was contrasted with the downpour in the Dominican Republic.  I decided to tackle the western Caribbean after a night’s sleep and a good breakfast.  The C-421 was beginning to build my trust…

Departing Santo Domingo, Dominican Republic was another fueling fiasco.  Although I checked prior to arrival, and they said they took debit cards, when I asked for fuel, they said they only too cash.  And to make things worse, they would not even accept local currency.  They only took USD or Euros.  Unbelievable!  I had to go to the ATM and get local currency and then go to a money exchanger (think “3rd world payday lender” down a dark alley, and you’ll be close to accurate) to convert the local currency to USD.  To make matters more frustrating, the guy that actually fueled my airplane asked for my debit card after refueling.  Evidently, they do take debit cards and the guys “helping” at the FBO were wrong.  They apologized profusely, but the delay cost me a precious hour and additional costs for the exchange.  I shall avoid MDSD in the future!

The flight out of MDSD was routine, but there were lots of clouds which blocked the view of the Dominican Republic.  As I flew east-northeast, the weather got better and better.  Soon I was in the clear with only scattered fair weather cumulus below me.  The Bahamas are particularly beautiful from the air.  The pics just do not do it justice.  The blue-green waters dotted by seemingly thousands of small islands make this a place that it seems one could get purposely lost and never found.  It looks like a great place to “go off the grid”.  The shallow waters are simply stunning.

An island in the Caribbean

Not an island, but cool water features near the Bahamas

This should be called, "All bayou self"...

I'm going to visit this runway one day for a nice vacation...

The C-421C is behaving quite nicely.  She has introduced no additional problems and I’m gaining confidence in her ability.

As I came up on the US Coastline near Ft Lauderdale, I was amazed at the amount of growth along the coastline.  Just north of Miami, Ft. Lauderdale is the Airport of Entry in that part of the world, and there is virtually no change in development from Miami to the north.  Large buildings line the coastline and the inland waters provide protection for the large ships that use the port.  It is quite impressive, even for an American, but it was a stark contrast to any other place I visited or flew over on this trip.

The Ft. Lauderdale coastline

Ft. Lauderdale coastline

My landing was uneventful, and the passage through US Customs was relatively easy.  My biggest arguments against this part of the trip…I HATE airport fees (landing, approach, or operational) as this seems to be the main way of funding for poor countries with abysmal aviation markets, not the US where 99% of the airports do not have associated fees.  After going through US Customs, the next step is to stop at the desk to pay a landing fee for KFLL.  As much as I could tell, the fee goes to the City of Ft. Lauderdale and their airport.  However, I MUST land at KFLL to clear customs.  So, it is nothing more than a government sanctioned crime scene as pilots are forced to land and forced to pay.  And…here’s another crime being committed at KFLL…the FBO’s charge $8.00/gallon (while most of the US is paying around $5.50/gallon as of this writing).  They know they can because they know people come from afar in civilian airplanes must land there for US Customs, and they know they will need fuel. So, even though there’s 3+ FBO’s on the field they all just shoot for the moon and charge whatever they want.  I’m sure there’s plenty of airport fees involved in that price too, which means that the City of Ft. Lauderdale is really banking on their airport. So…I have learned to HATE KFLL because it is nothing more than government mandated thievery.  I specifically avoid airports in the US that charge landing fees, and next time I fly from the south into the US, I’ll search to find the best way to avoid funding KFLL’s misbehavior.  America has the best aviation market in the world, and I HATE people who purposefully try to destroy it to their own benefit.  It’s the goose and the golden egg story…kill the goose and the golden eggs will stop.

OK…after that rant I feel much better…I’m on the way home on the third leg of the trip and have dirt and an abundance of airports underneath me.  I’ve made this Florida-to-Texas flight literally hundreds of times, so this part is fairly routine to me.  There is lots to see, though.  The Emerald Coast is really nice, and I have fond memories of Ft. Rucker and its environs from my military flight training days.  ATC would not let me fly over the Gulf of Mexico, and I did not protest too much.  I’m still in an airplane that is unproven, although running very well right now.  Going through the Southeast US only adds about 20 minutes to the trip, and it adds a boatload of security knowing I’ve got places to land in case things go wrong.

It has been a good flight, and one that I hope to do again soon.  I made it in 13 hours of flight time in two days.  The C-421C got me home, and gained my trust.  It is dirty and ready for a good cleaning, but it is not alone…I’m the same, and shall enjoy a shower and my comfortable bed tonight.

Posted in Ferry Flights | Comments Off

USO…

Posted on April 23, 2012 by Joe Casey

I think there’s a recurring theme happing here on my site…our military.  As an Army Reserve soldier, I enjoy many of the benefits that servicemen receive, and a few that we have to seek.  I’ve always felt the best “benefits” are not those provided by our government (PX privileges, education, etc.), but those provided by people who simply like to support our military.  As a guy who gets to see the inside of lots of airports, the USO (Uniformed Servicemen Overseas) is one of the best benefits around.  I make it a point to seek out the USO whenever I can, and recently found a hidden gem of a USO at DFW.

DFW already has the best USO in the country (OK, I’m not qualified to say that, but it is really good) at Gate B15, but they now have a satellite USO at Gate D22 that rocks.  At the main DFW USO you can get free food, a great lounge, internet access, bag storage, books, musical instruments, and comraderie, but now there is a satellite USO that is a much smaller version of the main one, but it still has much of the good stuff at the main one.  The best USO’s are INSIDE security (not outside, as no solider wants to go through security twice! ) which is a HUGE benefit.  They are also always filled with volunteer folks who care for the soldiers.  I’ve been to a lot of other USO’s, but DFW easily wins the award for setting USO standards…they are really good!

My habit when visiting a USO is to get a bowl of oatmeal, a few ice cream bars, a box of Thin-Mint Girl Scout Cookies, and a bottle of water.  Yes, that is splurging, but they cannot give out partial containers of anything, and so I have to get the full box of cookies.  I always give out a sleeve of cookies to whomever I sit with on the airplane, and I always tell them where I got them.  Then, after my belly is full, I scrounge for a good recliner, and simply relax.  It is really nice!

So…as a soldier who has an opinion…if you want to help soldiers at airports, here’s a list of stuff that can be done at airports that we like:

1. Support the USO financially

2. Say “thank you” to a random soldier.

3.  Ask where they are going and what they do in the military.

4. Pick up the dinner ticket for a soldier in the food line.

5. Introduce your kids to “a hero” and tell your kids about the patches that the soldier wears (you’ll have to do some investigative work, but that’s good for you).  Tell your kids that this is the kind of person to “look up to”.

6. If you own a business, offer a 10% discount to card-bearers (I promise you it’ll get noticed and lots of references).  Lowe’s, Home Depot, many movie theaters, and a bunch others do this.

7. Give them a book or magazine that you think they’d like.

8. Trade seats with them on the airline if yours is better and they are bigger physically than you.

9. Volunteer at the USO

10. Simply smile at them…without being weird, just let them know you see them in uniform and you think that is cool.

 

 

Posted in Stuff I use... | Comments Off

Veteran Airlift Command mission

Posted on April 20, 2012 by Joe Casey

Much of a pilot’s life is spent sitting around an airport waiting for passengers, weather, or, if things are really bad, a maintenance event to be repaired.  Today I got to sit around the Millionaire FBO at the San Antonio International Airport (KSAT), and got to meet some special guys.  One had a neat story and the other was creating a neat story.

As I sat on a couch checking e-mail, a guy wheeled himself into the FBO in a wheelchair with his left leg sticking straight out with lots of pins and needles holding the leg in an obviously uncomfortable manner.  Not to be outdone, his right leg had portions of the lower part amputated and a nice prothetic device attached.  Clearly, this guy had been through some sort of serious trauma.

Wounded Warrior and the helpful pilot

I was brash enough to introduce myself and nosy enough to ask what had happened.  It turns out that the guy in the wheelchair is a soldier who suffered through an IED explosion in Afghanistan.  I connected the dots as I remembered that Ft. Sam Houston and Brooke Army Medical Center (BAMC) are in San Antonio.  BAMC is the medical center that treats many of our wounded warriors.

Here’s the story…wounded in the Fall of 2011, this soldier has been in and out of BAMC during his medical treatments while his wife and kids were back at home in the midwest.  He wanted to go home for a while, and had no really good way to do it since the logistics of using public transportation severely limited his options.  An organization named Veteran Airlift Command was started which helps wounded soldiers locate aircraft owners who have a heart for serving.  Enter into the story a Beechcraft Bonanza owner.  The Bonanza owner was donating his time, finances, and airplane expenses to help the soldier get home.

I helped the soldier get onboard the airplane (which he did remarkably well considering the looks of his legs), and then they took off northeast bound.  Both of the guys in this story were friendly and both were going to have a really good flight.  I am sure the conversation in the airplane was really good as they settled into the cruise portion of the flight and got to know and appreciate what each did for each other.

It was neat to see the soldier for he had a SUPER attitude.  He was pushing to get healed so he could try to remain in uniform and pursue a military career.  Despite his obvious physical challenges, he was looking forward and intentionally preparing for his future with a smile on his face.  It is hard to look at this guy and not feel thankful for my own mobility; and made me a LOT more thankful for guys who go through this kind of ordeal and have a bright outlook on the future.

The pilot was amazingly quiet.  He seemed to know that the attention should be placed upon the soldier, and not upon his own heroics for the day.  While the soldier chatted about his situation, the pilot just listened and affirmed.  However, I think the pilot was a hero too.  He had a heart of compassion for soldiers and was making a really good trade for his money and time.  I’m betting that 10 years from now the pilot will still remember this day fondly, and so will the soldier.  The cool part is that I will too.

Posted in Interesting aviators... | Comments Off

Spot Tracker

Posted on April 11, 2012 by Joe Casey

I’ve grown to love this little device.  In the US, a flight can be tracked easily via www.flightaware.com, but in the rest of the world, it is not so.  I started looking into ways that I could track my flights so my family could check in on my and see what I’m up to.  I stumbled onto my spot tracker device and really love it.  Here’s a few things it will do for you:

Track your movement anywhere in the world:  Your loved ones (or anyone you desire to give access) can see you on the computer in real time as you move about the earth.

Make a neat travel webpage: You can go here to see one of my recent ferry flights from Mali, Africa to the US via the North Atlantic.  I’m getting better at documenting my trips, and spot adventures makes it really easy.  For those who travel a lot and want to tell their story, this is a cool way to do it.  You can link photos to your travels and share them with everyone easily.

Search and Rescue: The Spot Tracker has a feature that can be used as a locator in case you get into trouble.  SAR Teams can see you exactly as you travel, and you can notify them with the push of a (caged) button.  I also bought SAR insurance through Spot Tracker that allows me to not worry about the enormous costs associated with SAR these days.  If I were to go down over the NAT, I’d want to KNOW someone was coming directly for me, and this little device helps immensely.

Messages via e-mail: I don’t use this much, but you can send pre-recorded messages via e-mail through the device.

I hope this helps!  I’ve found that I use Spot Tracker for non-aviation uses too.  It costs about $300 for everything, but well worth it in my opinion.

Posted in Stuff I use... | Comments Off

Thinking of buying a Matrix?

Posted on April 10, 2012 by Joe Casey

If you’ve read my stuff on this website thus far, you know I’m a huge fan of the PA-46 airframe.  So you’d think I’d be all about the new Matrix, right?  Well…yes, and no…there’s lots to love, but there’s something big missing.  

First, the good.  Here’s some good reasons to consider a Matrix:

It’s new: If you like new, then you’ll love the Matrix.  This is one of the best reasons to buy one.  Every Matrix I’ve seen is just beautiful.  They are new, fresh, smell great, and look spectacular, and that means a lot.

It’s got a great dash: Yup, this is one super avionics suite.  The G1000 is really nice.  If you like the best of the best in its pure form, then go for a Matrix.  It is not a panel that’s been adapted, it came from the factory with a super dashboard.

It is a PA-46: You should probably read my report Thinking of buying a Mirage as the Matrix is basically a Mirage with no pressurization.  It is a wonderful airframe that Piper was wise to consider for upgrades.

Now, the bad…and it really is only one drawback…but a huge drawback it is!  A Matrix is nothing more than a Mirage that is not pressurized.  And…pressurization is one of the finest systems on the PA-46!  The Matrix basically takes a system that is cheap, bulletproof, and critical for comfortable flight and throws it out the window.  The PA-46 is happiest when it is operated on long flights in the upper teens and lower 20′s (flight levels).  In this altitude range the PA-46 will easily do 190-205 KTAS, but if you are in a Matrix, you (and everyone else on board) will have tubes stuck up your nose.  Yea, it’s not that big a deal, or is it? I think it is.  It is just one more thing that you have to manage on a flight.  Flying is like a juggling.  Anyone can do one ball, most can do two, many can do three, but when the fourth ball goes up in the air, most drop all the balls.  It’s just one more thing to manage, but that one more thing could be the one thing that causes everything to fall.

Ride with pets?  They’ll be hypoxic in a Matrix.  Ride with kids?  You better have an adult in the back monitoring their usage of oxygen on long flights.  Do you have an oxygen bottle in your hangar?  You will if you buy a Matrix, and you’ll get to pay to have the bottle filled regularly.

Plus, your body does not get the benefit of pressurization.  There is a difference between sucking oxygen in the flight levels and flying in the flight levels with a cabin altitude less than 6,000ft.  The guy who rides in pressurization will be more refreshed, more alert, and more ready for the day by having his whole body operating in a lower cabin altitude than the guy who is only sucking O2.

Hull value is important.  I think the Matrix has the potential to lose some value in the marketplace as people begin to see that pressurization is so valuable.  In fact, I’m betting that someone will soon come up with a retrofit kit (in the form of an STC) to convert Matrix’s to Mirages.  I bet the cost of the kit is high and I bet it becomes a popular STC for the Matrix in the future.  There’s not too many people out there talking about this right now, but give it five more years and I bet this is a real topic of discussion as the Matrix loses its position in the marketplace.  In five years, the avionics suite in the Matrix will be antiquated, and the “newness” of the Matrix will be gone.  Then, the only difference between a Mirage and a Matrix will be the pressurization.  Unquestionably the mirage will win every time, and the Matrix could suffer by losing value.  It’s only my opinion, and might be worth what you paid for it, but I could be right too.

Considering value, the Matrix is not a good candidate for an upgrade to a Jetprop.  The Jetprop is a fabulous conversion, and many Jetprop seekers will buy a late model Mirage and have it converted.  Don’t discount this when making your purchase decision…the Jetprop is a proven conversion and as 100LL becomes more scarce (and pricey), the Jetprop conversion could become even more in demand.

Piper is selling the Matrix as a “stepping stone” to the more advanced Mirage.  I can tell you that Initial and Recurrent Training is still required by the insurance companies, and they require it because the PA-46 is a complex airplane that requires a competent pilot.  You will go through the same Initial Training in the Matrix as the Mirage, and they are equal in demand upon the pilot.  It is simply not a stepping stone.  If you can handle a Matrix, you can handle a Mirage.

Yes, it has a slightly higher useful load, a slightly greater range, and it is about $70,000 cheaper than a Mirage. However, if you can afford $1.05m, then the cost savings for a Matrix is a drop in the bucket.  And, the payload and range for a PA-46 is already fabulous.  Do you really need another 50 miles range when you have 1300+ available?

Now, with that long tirade against the Matrix, let me assure you that there are plenty of Matrix owners out there that love their Matrix.  It is a FABULOUS airplane.  I just don’t know why anyone would buy a Matrix when a Mirage is available.  If I had a million bucks, I’d buy a really nice Malibu, put a brand new paint job on it, put the best interior that can be found, and deck the panel out with the best avionics money can buy, and you’d still spend less than $600k.  Do the same to a 1990′s Mirage and you’d have a dream bird for less than $800k.  If you must have something brand new, then go for a new Mirage.  Truthfully, any PA-46 is better than any other aircraft in its class, it’s just that the Matrix is least of the PA-46′s.

Posted in Thinking of buying a Malibu/Mirage/Matrix? | Comments Off

Garmin 496

Posted on April 10, 2012 by Joe Casey

I’ve grown to love this tool.  There are lots of GPS’s that can be bought nowadays, but here’s why I like to Garmin 496:

* It is very user friendly.  All you need is a 30 minute flight to tinker with it, and you’ll have no trouble moving from page to page comfortably.

* It has a worldwide database.  I fly all over the world and bring it with me every time I leave on an airplane.  If the airplane I’m flying has a good panel mounted GPS, then the 496 will stay in the bag.  But, if things are not “as advertised”, then a 496 can get you anywhere in the world with no problems.  It has saved my bacon several times.

* It will display downlinkable radar.  One of the best tools for the modern aviator, downlinkable radar has changed the way we fly IFR.  In the US, I use it religiously and it works great on the 496.

* The battery lasts a long time.  It will tell you about the battery life, and it is usually over 8 hours if I use only the simplest of energy-saving techniques (dim the panel, etc.).

* The short antenna works great.  I never use the long corded antenna.  It is just not necessary.   I’ve always received great satellite reception with just the 2″ plug-in antenna.

* It can be panel-mounted.  I have a 496 panel-mounted on my Malibu on a bracket that cants it toward me in flight.  It can also be removed when I need it to be portable. This can save you thousands upon thousands as compared to a panel-mounted box MFD.

I hope this helps you!  You just can’t go wrong with a 496, and today you can get one used for a hefty discount.  A super product…

 

Posted in Stuff I use... | Comments Off

Headset discussion…

Posted on March 22, 2012 by Joe Casey

If I had to rank changes to aviation that have occurred over the last 10 years and then pick the top 3, there is no question what those top 3 would be.  We are far better off as pilots today because of the GPS, the I-Pad, and noise canceling headsets (not necessarily in that order).  Unquestionably, the noise canceling headset has made aviation not only better, but much safer.  I’ve become a headset snob and almost won’t fly without a good headset.  I like my hearing too much.  A long flight under the old “David and Clark head-vice” was misery compared to today’s best headsets.  Which one do I recommend?  As much as I hate to enter the fray, here I go…

Lightspeed Zulu2:   I’ve been wearing Lightspeed’s for about 10+ years, starting with the older black versions (which I still have) and now have migrated to a Zulu2.  At $900, it is approaching “expensive”, but you do get a great headset that is light, ergonomically sound, and has super noise attenuation.  As a taller pilot, I love the fact that the cushion on the top is thinner so I don’t hit my head against the roof as much.  On a scale of 1-10, this one is a “9.5″.  You won’t go wrong here…

Uflymike.com: I was introduced to the Uflymike headset arrangement on a long flight with a friend.  He had discovered the headset arrangement and loved it.  I flew with the setup for a good portion of the trip, and love it as well.  Basically, you buy a microphone attachment, and then separately buy a microphone-less Bose Headset (QC-15).  The arrangement is spelled out on their website www.uflymike.com so I won’t go into it here, but the combination is just super.  The Bose headset is extremely light and the microphone works beautifully.  For less than $550 for the complete setup, this is a great option. On a scale of 1-10, this one is a “9.4″.  Another reason the Uflymike combo is really excellent is that the headset can be used without the cords for non-aviation use.  I’ve gravitated to bringing the Bose QC-15 with me on the airliner when traveling to a ferry destination, simply to deaden the noise on the airline.  It works wonderfully, especially if you listen to lots of music or watch movies while traveling.  With the ANR the overall volume can be kept lower, and lower volume translates into less wearisome travel.  Its small carrying size makes it really easy to fit into carry-on luggage.  For those considering buying a headset for the passengers in the back of your airplane, the uflymike is the obvious choice.  Your passengers can unplug the headset and still have great noise attenuation, and not have to listen to the cockpit chatter.

Bose: There is no doubt that Bose has super headsets.  They just work splendidly.  The problem is that they are expensive.  At $1,100 bucks, you’ve got to be really serious about your flying to get one of these. On a scale of 1-10, the Bose is a “9.5″

Final analysis: So, which one should you buy?  If money does not drive your aviation decisions, you want to have the most recognizable name, and you don’t care about ceiling height, go for the Bose. You’ll get a great name and a great headset. If money does come into the discussion or you are tall, then go for the Lightspeed Zulu2 because it is just as good as the Bose.  If $900 bucks sounds like a lot of money to you, then go for the Uflymike headset.  Even consider getting a used Bose QC-15 headset to save money;  you could probably get a used Bose QC-15 and buy a new Uflymike microphone and have a total package under $400.  I think the difference between the quality of the Bose headset and the Lightspeed Zulu2 is slight (or even non-existent)…they are both excellent headsets.  The Uflymike is probably slightly noisier, but I mean only slightly.  To counter the slightly less attenuation, the Uflymike is lighter.

What would I do?  I’d buy the uflymike and never look back.  Small size, lower cost, tremendous utility, and high quality.  I’ve got all three headsets, but I’ve been flying a lot more with the Uflymike headset lately.  It is lighter and a super product.

One thing is for sure…I’d only get one of these 3 products.  I don’t know of another headset on the market that rivals these 3 and I’ve tried a BUNCH of them.  Your hearing is just too valuable to waste with a lesser headset.

Posted in Stuff I use... | Comments Off

Controlling energy while engine-out

Posted on March 17, 2012 by Joe Casey

As a guy who has lost all engine power in flight and survived to tell the story (read this story), I’d like to think I have a good perspective on teaching a good engine-out technique.  However, the more I consider that particular occurrence, the more I count my blessings and realize that I was not well prepared that day for the long glide to terra firma and now believe that I am alive purely because the Lord saw fit to keep me here another day.  I’m sure there was some skill involved, but the day after the event I doubt I could have trained anyone to duplicate my efforts.  Since that fateful day, I’ve become a glider pilot (and CFIG) and have learned quite a bit about managing energy with the engine out.  And now, I think I’ve got a better way to teach an engine out scenario that may save a life or two for those that consider adding this discussion as an arrow to their quiver of aviation tricks.

An aircraft (any type of aircraft) makes an approach to landing every time with the pilot managing power…even a glider.  In a Malibu, a pilot will usually fly the approach after the   Outer Marker at about 120KIAS and will need about 20″ MP in a “dirty” configuration to do so.  If this pilot were to add power, for example, up to 22″MP, and hold airspeed, the airplanes glide path on approach will shallow and the aircraft will impact the runway far beyond the intended touchdown point.  If he were to pull the power back to 15″MP, then he would not make the runway, the approach angle would steepen.  I can always tell a good pilot because he will find the power setting that holds the VASI lights correct and then correct slightly as the lights give indication of deviations in his approach angle.  (Here’s another discussion of pitch and power).

So, power controls the approach angle.  If you add power, it shallows the approach and if you decrease power it steepens the approach.  This works for every aircraft in the world.  If it is an airplane, engine power controls approach angle; in a helicopter, the collective (with corresponding engine power following precisely) controls approach angle; in a powered paraglider, the throttle controls approach angle; and in a glider…well, what controls the approach angle in a glider?

Believe it or not, the same thing…the glider pilot manages power (or energy).  In this case, it is not an engine on the front, but the left hand of a glider pilot handles the spoilers, which is his way of managing power.  If he adds spoilers (and adds a bunch of drag), the approach angle steepens, if he decreases spoilers (decreasing drag), the approach angle decreases.  So, a glider pilot does exactly the same thing as an airplane pilot…he manages energy on an approach.  A glider normally flies a much steeper approach than a powered aircraft, which gives the glider pilot that ability to manage the approach angle with the spoilers.

How does this apply to an airplane pilot in an engine-out scenario?  It applies precisely.  When the engine(s) dies on an airplane, the pilot is still left with energy to manage, and he must manage it well.  He has the left hand on the yoke, and this is one way to raise and lower the descent rate, but it will come with a corresponding increase or decrease in airspeed.  A better way to manage energy is with the other three energy controlling devices that are still available to an engine-out pilot: Flaps, landing gear, and a slip.

Flaps are a one way to manage energy.  It is quite simple…add flaps and you will steepen the approach angle.  Decrease flaps and you will shallow the approach angle.  I recommend a pilot leave the flaps retracted until he assured of making the runway when engine-out.  Then, once he is assured he will make the runway, simply add the flaps necessary to make the approach angle appropriate.

Another energy tool: landing gear.  In a Malibu, definitely leave the landing gear retracted until you have assuredly made the runway.  Once you have, then you can put the gear down, but realize that the gear extended will steepen your approach.  If you put the gear down and then worry that you won’t make the runway, unquestionably raise the gear and land gear-up.  It is better to be in control and land with gear up on the runway than land in the trees before the runway and crash uncontrolled.

The last method to control the approach angle is the one the should be practiced the most.  I must give credit to John Mariani for really broadening the horizons of many Malibu pilots by teaching the full slip to landing.  He is correct in his approach to teaching, and I’ve adopted his method (with my bit of my own teaching technique) in this discussion.  When you have most assuredly made the runway, and there is no doubt that you have, simply lower the gear, add an appropriate amount of flaps for the conditions present, and then put the airplane into a full slip.  You will instantly notice that the approach angle will increase dramatically and the touchdown point will begin to rise in your field of view.  With the gear down, flaps extended, and a full slip, you will be coming out of the sky at a very steep angle.  It is interesting to note that the approach angle in this configuration is almost exactly the same as is considered normal for a glider.  As the approach continues, if you deem that the airplane won’t make the runway, you simply take a bit of the slip out.  This will shallow the approach and allow the intended touchdown point to descend in your field of view.  Then, you just need to adjust the amount of slip applied during the approach so that the appropriate approach angle is achieved in order to make the runway at the intended point of touchdown.

Putting the whole picture together, it looks like this…As the FAA teaches (in the Flight Training Handbook), the best technique when your engine first begins to show signs that it might fail (oil on windscreen, oil pressure dropping, banging engine noises, etc.) you should immediately: 1.) Maintain control of the airplane 2.) Turn toward the nearest suitable landing area 3.) Establish best glide speed (90 KIAS in a Malibu).  Assuming all engine re-start attempts fail,  you should glide over the intended point of touchdown and then begin a spiraling turn, always keeping the intended point of touchdown in sight.  You can lower the flaps (if desired) and the landing gear anywhere in the descent after knowing you are in gliding distance to the runway.  Then, after rolling out on a high left downwind you can begin a full slip to landing.  You should use the left hand (yoke/pitch) to maintain 110KIAS in the descent while slipping as you will want a little extra speed to arrest the rate of descent at the bottom of the approach.  Then, land normally.

If you’ve never practiced a slip to landing, then you need to get with your instructor (hopefully, that is me!) and make sure to do three or four approaches so you are very comfortable.  I try to teach this on every initial and recurrent training I do.  It does not take very long before you will fully understand that controlling energy is the key to walking away from an airplane when the engine dies.  Think like a glider pilot…and if you really want to become good at this, spend a little extra and get your glider rating.  It is well worth the time, money, and energy.

Posted in Flying Techniques | Comments Off