Summer Flying Tips for Pilots

Before you take the family on a trip consider these summer flying tips.

Summer is every pilot’s favorite season, and why wouldn’t it be? Fly-ins, vacations, airborne family adventures, and airshows abound during the summer months, which don’t end until September 22nd.  Enjoy the rest of your summer safely with some summer flying tips we rounded up specifically for pilots.
Avoid big cities along your flight path. Summer is the most popular time to fly – not just for pilots, but also for their passengers. Heavy flight traffic over cities, increased costs, and smog can add up to an overall poor flying experience.
Flight plans still trump GPS routes. Just plugging in your destination identifier and taking to the skies can be tempting, but remember that your GPS won’t factor in things like the availability of maintenance services or how heavy flight traffic may be over cities.
Use a GPS (and a backup GPS) in tandem with a flight plan to map out a better flight path.
Maintenance services. Speaking of a
flight plan, while you may be planning your stops with the usual concerns related to length, fuel availability, and weather, don’t forget to consider the availability of maintenance services when planning your route. Keep in mind that at remote airports with fuel services only, you could end up grounded due to something as simple as having a tire with low pressure.
Get familiar with new airports. Anytime you’re flying to an airport that’s new to you, it can make your flight a whole lot easier if you get familiar with it beforehand. You can find a lot of information online at places like or individual Airport Facilities Directories.
Google Maps is also a great way to get your bearings before arrival.
Clean up the windows. Cleaning your windshield and side windows every time you fly is a must.
Bugs or blemishes on your windshield can be misinterpreted as birds or even other aircraft when you’re flying. Always do your exterior pre-flight inspection and clean up the windows to ensure you aren’t disoriented in the air by something easily preventable.
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Wax on Wax off

Everyone likes to feel at ease and have a little peace of mind.
With Greenville Air’s Wash and Wax service you can have that precious peace of mind by making sure that your aircraft is protected from the harmful elements.
We have a wash and wax service that does a great job!
We offer interior and exterior services.
Protect your aircraft from the harmful sun.
Purchase a sun guard to protect your air crafts interior.
And save your butt from getting burnt when you sit down!
You could purchase aircraft cleaning chemicals and materials yourself to clean your own aircraft but most pilots opt out of this due to extra cost of cleaning items they do not
normally use AND the Amount of Time it actually takes to clean even a small aircraft.
If your aircraft is outside it is recommend to wash your plane at least every two weeks.
Even if a clear water rinse.
Just think if it takes on average up to 8 hours to clean the outside of a commercial aircraft then a smaller personally sized aircraft can take any where from 3 to 5 hours depending on the extent of cleanliness and the size of aircraft.
We also offer IFR Flat Rates with and without ADS-B.
Annual and Pre-Inspection Flat rates.
Call Greenville Air today to schedule your next appointment
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Mooney – Celebrating 70 Years of Innovation

There are airplanes built for the masses. And then there are airplanes built for pilots. For 70 years now, Mooney International has been committed to building the latter. From the first single-seat Mooney Mite that rolled off the line in Wichita, Kansas, Mooney has forever been the fan-favorite of fighter pilots, visionaries and aeronautic purists alike. 
Designing airplanes with a total disregard for artifice resulted in innovations that still inspire every Mooney aircraft today. There’s the famous forward-canted vertical stabilizer, a turbulence-splitting marvel best described by Al Mooney himself, “We didn’t put the tail on backwards. Everybody else did.” Its own unique boarding technique (dubbed “the Mooney scoot”), and rubber donuts in place of troublesome and short-lived oleo-struts. A few other ingenuities also mark a Mooney. A tip-to-tip wing spar for exceptional structural strength. And chromoly steel control rods that positively connect the pilot to the plane without the lag of a cable, to name two – and every Mooney is still carefully hand-built by highly skilled, and many times second- and third-generation, craftsmen.
Today, with the introduction of the new M20V Acclaim and M20U Ovation Ultras built in Kerrville, Texas, a pilot-side door has eliminated the scoot. The fuselage is now wrapped in a sleek composite shell. And the unique cabin safety cage has been made even stronger.
But all of these features fall miserably short to explain the feeling of flying a Mooney – a fully engaged, almost prescient experience. It starts as you nestle into the cockpit. Sculpted leather cradles you like a fine sports car, but gives an unobstructed view of the horizon thanks to enlarged windows. Redesigned toggles and soft touch switches fall naturally to your fingertips. And the newest generation Garmin NXi avionics presents all your flight data in a simple
Of course, wheels-up is when every Mooney earns its legendary reputation. It is the fastest, single-engine piston powered production airplane on, or above, the earth. In simple terms, if a pilot were a musician, this would be their Steinway – the instrument that stops just short of anticipation, but responds to every input as if it already knows the song.
Created by Mooney Aircraft an AOPA article.
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CHEAPER, SAFER, BETTER. The Future Looks Bright.

Consider for a moment some of the norms in aviation and how absurd they are. We practice partial-panel flying because we expect our vacuum-driven gyroscopes to fail. We hand-fly instrument approaches to minimums because our airplanes lack autopilots. We overhaul 50-year-old mechanical instruments and expect they will work when our family’s lives depend on it. All this, despite technology that exists today that could easily wipe out these problems and make flying safer, easier, and more enjoyable. Thankfully, attitudes are changing.
When Aspen Avionics introduced its combination electrically powered attitude indicator and horizontal situation indicator for legacy airplanes 10 years ago, it was a revelation. Garmin and others quickly followed, and now there are tens of thousands of Aspens, Avidynes, Garmin G500s, and other displays in Cessna 182s, Beechcraft Bonanzas, Piper Saratogas, and the like. With a price tag of anywhere between $10,000 and $20,000, plus installation, these new options represented an opportunity for some owners—but left those with Cessna 172s and similar, lower-valued aircraft without a practical path to replace their aging technology.
Now, AOPA and other industry associations are working with the FAA and manufacturers on a range of instrument certification changes bringing a new tier of incredibly capable, relatively low-cost options that increase safety and make financial sense to owners, no matter the airplane’s hull value.
Garmin is still one of the largest avionics equipment names out there... and lets not forget their watches. While Garmin may have a good product they are just like Apple or Verizon. Who also try to make us follow their own rules. We have had two calls this week asking if we replace Garmin 430 RAM Battery? I am sorry to say we do not,  we would love to do all things avionics  and aircraft related for our customers.
So unlike Avidyne, Aspen and BendixKing
Garmin is the only unit that has a battery backup just for RAM.
All of these other units connect straight to your aircrafts battery allowing you consistent life. (Flight plans are always  safe and accessible.)
And as stated before Garmin is a great product, a dependable unit!
But I’ll give it to you straight:
Because you will have no choice.
(Garmin products talk to Garmin products best.)
Garmin products do Not communicate well with other products!
If you are going to purchase and install a Garmin unit some mechanics even recommend you go ahead and replace your whole panel (or at least your main units)
What a pain.
But still one of the  most popular sellers today.

Still if you are looking for ADS-B we have found that the Appareo Stratus In & Out unit with ForeFlight has been the TOP SELLER.

And if you would like your fuel consumption to decrease (and who wouldn’t?)
the EDM900 is a great product, that replaces three to four other displays on your panel!
As we know here maintaining an FAA Repair station is work.
I’m sure certifying a piece of modern avionics is a complex endeavor.

We have seen a few come and go, never quote making the mark.

When all the systems were mechanical, the process was relatively straightforward. The FAA put out a technical standard order (TSO) for each type of equipment that listed specific performance standards, and a manufacturer simply developed the equipment, made sure it met the specifications of the order, and applied for TSO approval.
That all changed when software found its way to the cockpit. Instead of verifying final performance, the FAA required each line of software code to be validated.
That validation is called DO-178 compliance testing, and for manufacturers it can mean millions of dollars of additional investment in bringing a product to market.
So glad we have a whole government department out there also helping to keep our Pilots and their families safe.
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5 Reasons to Choose an Authorized Shop

I get asked this question all the time: “Why doesn’t Genesys Aerosystems sell its autopilots and avionics online?” Well, there are a number of reasons, but number one is the simple fact that our systems are very sophisticated and need to be installed by professionals. Contrary to what many people read on the Internet, autopilot installations, and setups in particular, are not DIY projects.
And taking that statement one step further, avionics installations need to be done by trained technicians working at authorized avionics dealers - not some freelancer working out of his trunk. What’s so important about the shop being authorized? I’ll give you 5 good reasons.
#1: Authorized dealers have access to the best training for their technicians. You just don’t drop these new
systems into the panel and hope for the best. A correct and safe installation requires knowledge and training.
Your installer literally has your family’s safety in their hands. This is no time to cut corners.
In addition to “factory” training, the really good shops are typically also members of the Aircraft Electronics Association (AEA), which allows their technicians to receive additional recurrent training on all types of systems and installations. With all the integration in today’s cockpits, that’s a huge benefit to an aircraft owner.
#2: Nonauthorized dealers probably don’t have the required test equipment to ensure your new avionics are
working properly. That may seem like a small thing, but with the sophistication and integration of today’s systems, you just can’t overlook the value of systems testing.
#3: An avionics sale or installation by a nonauthorized dealer may also void your new product warranty.
It’s happened on too many occasions. The system is wired wrong and all of a sudden there’s the smell of
something burning and some internal component gets blown. The aircraft owner thinks he’s saving money, but when these items aren’t covered because of a nonauthorized installation, he gets stuck with the bill.
In addition, a nonauthorized shop doesn’t have the ability to return the unit for repair, even if it is covered by a warranty.
#4: Nonauthorized dealers may not know the correct process to return an aircraft to service. First of all, the STC requires permission to use, and only authorized dealers will be grated permission. So nonauthorized dealers may attempt to return the aircraft to service without noting the installation in the logbook and signing it off correctly.
This means when you try to sell your aircraft, the pre-buy inspection will show it as not properly installed and you may have an undervalued aircraft or have to spend a lot of money to get the problem corrected.
#5: Do you really want to trust your aircraft to someone who may, or may not, play by the rules? I know this is a touchy subject, but if an avionics dealer/shop can’t be bothered to take the few small steps to become an
authorized dealer for Genesys Aerosystems - or another avionics OEM for that matter - you have to ask yourself what else aren’t they willing to do? Where are they getting the avionics? Are their technicians properly licensed? Do they have and follow approved procedural manuals? You get the idea.
The bottom line is, when it comes to buying and installing new avionics, the old saying, “If it looks too good to be true, it probably is...” are words to live and fly by.
Until next time, fly safely,
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