Plane & Pilot
Tuesday, October 6, 2009

170-Knot SUV

It’s the top of Cessna’s piston line, and not unlike ground-bound SUVs, the Turbo Stationair can haul (almost) anything you can close the doors on

Throughout our trip across the North Atlantic, that reassuring Lycoming never missed a beat, especially important in this part of the world. Water temperature, even in summer, rarely rises much above 45 degrees F. Failure is most definitely not an option (except on computers, where it’s guaranteed as part of the program).

Unusually warm Reykjavik presented us with our first instrument approach, even if it was mid-June. Fortunately, BIRK (B for not much, I for Iceland, RK for Reykjavik) has a good ILS, and the 206 proved itself an easy IFR platform, sliding down the glideslope and making me look as if I knew what I was doing. Runway 19 appeared obediently under the nose as we popped out the bottom at 500 feet, and the big 206 transitioned from sky to ground with little help from me.

The trip south from Reykjavik to Wick, Scotland, across to Copenhagen for a quick business stop and finally to the Isle of Man went without a hitch, though the London controller tried to take us south about 300 miles out of our way, which would have demanded an extra stop. I talked him out of it by suggesting we’d need to cancel IFR, since we didn’t have the range for such a major deviation. They do like their airway fees in Europe, so we were granted a more direct routing.

Garmin G1000 Tips - By Joe Shelton
1) USE VS OR FLC FOR PRECISE NONPRECISION APPROACHES. When the autopilot is coupled to the glideslope, use the throttle to control airspeed. For nonprecision approaches, use the FLC (flight level change) or VS (vertical speed) options to set airspeed or rate of descent. Use VS when you want a specific descent rate; for example, to reach a step-down altitude. Use FLC when you want a specific approach speed; it makes timing nonprecision approaches easier. When using VS to set a descent rate, control airspeed with the throttle and/or additional drag (e.g., flaps or speed brakes). For FLC, control the descent rate with the throttle and/or drag.

2) KNOW THE DENSITY ALTITUDE WHEN OPERATING HOT AND/OR HIGH. With the G1000, there’s no excuse not to be aware of the density altitude when operating from high airports and/or on hot days. The MFD’s Aux Page 1–Trip Planning section automatically displays the current density altitude—no need for an E6B. You can also do a manual calculation if you want to manually calculate density altitude.

3) VERIFY FLIGHT PLAN CHANGES. After editing a flight plan to change or add waypoints, verify that the routing is correct by reviewing the waypoints in the list on the MFD’s Flight Plan page. Also, consider looking at the map screen to visually verify that there isn’t any redundant or circular routing. Another hint that the routing might have undesirable waypoints is that the ETE/ETA at the destination as shown on the Flight Plan page is longer than expected.

Labels: Piston Singles


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