Does Garmin have a PC simulator for my aviation GPS?

The answer is a resounding...... probably. Garmin has been known for their terrific customer support over the years so I would be surprised if they didn't offer some sort of free training right on their web site. Below you will find an extract taken from their web site that shows a list of supported units with links to their training products. This is a little dated but should remain helpful for years to come.

If you don't find what you are looking for, contact me directly as I have a library of material and can offer some hands on training in your airplane if you wish.

Have fun and fly safe!

Does Garmin have a PC simulator for my aviation GPS unit?

07/27/2011

Garmin currently has PC simulators for the following aviation units:

• GNS 400/W
• GNS 420/W
• GNS 430/W
• GNS 500/W
• GNS 530/W
• GNS 480
• GTN 750
• GTN 725
• GTN 650
• GTN 635
• GTN 625
• G600 / G500
• G1000

All simulators, except the G1000 simulators, are available to download free of charge from our website at http://www8.garmin.com/include/SimulatorPopup.html for the GNS 400/500 series, https://buy.garmin.com/shop/store/downloadsUpdates.jsp?product=010-0G600-00&cID=195&pID=6427 for the G500/G600, or https://buy.garmin.com/shop/store/downloadsDetails.jsp?id=5379&product=010-00820-50&cID=194&pID=67886 for the GTN 600/700 series.

The DVD-ROM for the G1000 simulator can be purchased at https://buy.garmin.com/shop/shop.do?cID=153&pID=6420 under PC Trainers on the Accessories tab.

What is Air Traffic Control and What Do They Do For You?

Here is a quick explanation of the various levels of Air Traffic Control (ATC). This video was made by ATC students for a competition. Please excuse any inconsistencies that you might see as they are still students. Well, by now some of them might be out in the real world as this is a couple of years old. Still, it gives you a pretty good feel for the different groupings of Air Traffic Controllers that you would deal with on a typical flight.
Enjoy!  

Instrument check-ride complete

This has been an interesting journey. While not getting too much in to my flying history, let me say that I have been trying to schedule my instrument check-ride since December 2013. I was cursed with bad weather that lasted until January and delayed the ride to the point of feeling the need for some refresher training.

I was able to get in the air just enough to knock the rust off and gain some more confidence. Did the confidence come from more flight time? Sort of. It was mostly the feeling of accomplishment knowing that even while fighting 30 knot quartering tail winds and bouncing my head off of the roof, I can still fly an ILS to the PTS standards and put it on the airport grounds. That might be a yawner for some but not for this rookie!

On to the check-ride......

I started by planning a flight from KPLU to KTTD and gathering all of the assorted performance related information, looking closely for reasons to be tripped up with non standard procedures of some sort. After cramming to the point of making myself crazy with stress, I showed up on the Tuesday after a week long vacation to Disney World. I was beginning to think that scheduling my ride for after vacation may have been a major mistake. The weather looked good until I arrived at the airport. The forecast was calling for improving conditions that would become flyable right about the time my oral would start. What actually happened was that it waited until an hour after my check-ride was cancelled to clear up in to a very nice evening.

Delayed until the next Tuesday, I studied some more and just tried to relax. My oral took place on Tuesday 18 Mar 2014. This process lasted about 2 - 2.5 hours and really was more of a discussion about flying. Of course there were the obvious questions the required a book answer but most were situation based and phrased as a question about a specific task along our planned route of flight. After answering the first question, your answer would lead in to the next question or probe deeper to see if you really understood the subject or if you were just reciting a memorized response. Not once did I feel like I was being set up or that the examiner was trying to play "stump the chump".

At the conclusion of the oral I was asked if I wanted to fly or not. A quick check of the weather showed that this was not going to be a good day for a flight with your local DPE. I don't remember the conditions exactly but the ceilings were below the personal minimums I had quoted during my oral and the winds were about 15 knots gusting to 28 or something with winds aloft around 30 knots at 3000 feet and nearing 50 at 6000 feet. Not exactly my idea of a great day for an exam. Rescheduled for the 25th of March and the 1st of April just in case.

The night of the 20th I was asked if I wanted to finish the test the next day due to a cancellation. You bet I said yes! After work on the 21st, I raced to the airport in terrible traffic with the stress of a full day of dealing with Soldiers and senior leadership weighing on my mind. I was actually hoping for bad weather but things were looking good. I filed my flight plan (KPLU-COTNY-SCENN-KTIW) and preflighted the plane.

Now for the gory details of the actual flight......

Things were going well except that the winds were picking up and I realized that it was going to get a little bumpy. During the run-up, the plane failed the mag check but I was able to burn it off and it passed on the second try. I received my clearance and started my take off roll. After climbing through 1500 feet I contacted Seattle departure. They responded with a similar tail number from the same school I was flying out of but never acknowledged my call. I was pretty sure that the plane they were asking for an ident had been sitting tied up as I moved out for my run up a few minutes earlier. ATC and I finally got on the same page with the DPE doing nothing more than chuckling a little. I was sure that I was OK but the nerves were starting to get moving. The plane that the controller confused me for was sitting on the ground waiting for a release while the controller thought he was already in the air.

Once we had the case of mistaken identity worked out, I asked to enter a hold at SCENN. This was actually one of the easiest holds I had performed during my training. Normally you arrive with the perfect teardrop entry but this time I was vectored to the west side of the field and entered via a parallel entry and had a pretty stiff wind to deal with. As I approached SCENN, the controller realized that he hadn't given me a proper EFC time. Idiot me decided that I had time to talk to ATC and copy the time on my board just as I reached my point. It actually worked out and  much to my surprise, I was only 5 seconds early after my first circuit. The DPE must have been as pleased as I was because I was told to request the ILS 17 approach. This approach went well and even though I was getting pushed around and bounced a bit. After conducting a low approach and going missed, I was vectored back to the localizer. This is where things started to get fun.

I started getting set up for this non-precision approach when, much to my surprise, I suffered a simulated gyro failure. It isn't like I wasn't expecting it to happen but I also had a controller that was as busy as I was. My last vector was taking me to the localizer at nearly 90 degrees but there was no follow on turn to intercept or further clearance. I asked the controller of he intended to take me across the approach course and received an immediate turn and clearance. My problem was that I was now partial panel and crossing the localizer. Not a big deal really but I did fly some S-turns trying to get back on center line. The controller didn't tell me and I didn't ask to contact tower before the final approach fix either. The tower controlled reminded me that I need to ask if I don't receive a frequency change before the crossing the final approach fix. The stress is starting to increase at this point. I was beginning to wonder if the examiner would approve of the way I was trying to deal with some of the quirky things that were going on. My approach was pretty good and I locked in 20 feet above my minimum descent altitude, started my circle to the west and made a low approach to runway 35.

My final approach was the GPS 35 approach from the initial approach fix (IAF) named FESAS. Other than the winds beating me up a little, this approach was pretty simple. Just remember to conduct a RAIM check, run the before landing checklist, and make the "approach active" call out. This was a touch and go that, even with the gusty crosswind, was one of my better landings. We canceled our IFR flight plan at this point and headed back VFR.

The last task was unusual attitudes. I won't get in to this one because by check-ride time, I'm sure that your instructor has just about made you puke and fear that the wings are about to rip off practicing these.

The DPE finally let me know how I was doing when she said that all I needed to do to pass was to get us home safely.

I am now an instrument rated private pilot.

178 Seconds to live VFR into IMC

If you are a VFR only pilot or an IFR rated pilot that isn't current, take heed of the message in this video.

I was fortunate to learn my lesson with a safety net on board. I was on one of my first IFR cross country flights during training and found myself in actual conditions. While I had some experience flying the instruments, it wasn't much more than how to keep the plane upright and going in the general direction that you wanted it to.

Doesn't this sound like the training received when you are first earning your Private Pilot?

I was allowed to become confused, misinterpret the instruments and basically just mess up.

The difference in my situation is that I was able to experience this in a training environment with an instructor that I trusted on board to bail me out.

Do yourself, your family, and your passengers a favor and stay clear of potentially fatal situations.

Get some additional training or a full instrument rating to help expand your experience and increase your chances of survival when the weather starts to turn ugly.

Some free resources can be found at the Air Safety Institute. 

Risk management while airborne

CAREing for your flight

We know how to check out the airplane that we will be flying to see if it is airworthy and we have some requirements as pilots that help make our Go / No Go decision but how do we monitor the progress and safety of our flight once in the air? We do this by using the acronym C.A.R.E.

C = Consequences. A flight, regardless of the distance, is in a constant state of change. To be safe, pilots must decide what impact these changes are having on the safety of the flight. Let us discuss some of the variables and their possible impact on the flight.

Has the airplane been operating normally? Have you noticed if the engine is running a little rough or is the oil temperature running a little warmer than normal? These are things that can creep up on you unexpectedly that could change the outcome of the flight. Are the winds aloft doing what you expected? If your ground speed is higher than you expected that is OK but lower then planned could cause issues with fuel. Also, as the airplane burns fuel you may see a change in the center of gravity. During a long flight it is possible in some airplanes to shift the center of gravity out of the acceptable range just by burning too much fuel for the given loading.

A = Alternatives. During your flight planning you became familiar with the location and types of airports along your route, right? You are tracking your progress along the ground and adjusting your back up plan based on location and situation, aren't you? One of the easiest ways to remain safe and relatively stress free is to have alternatives. It doesn't need to be an elaborate plan or be all consuming during your flight but understanding what your options are at any given point will help the decision making process when the time comes. What do you do if the weather turns bad? Where can I stop for fuel if the need arises? What local airports are suitable for an alternate in case of an emergency? These are all things that should be on your mind during the entire flight.

R = Reality. When things do start to change for the worse, you need to not only recognize that fact but you need to accept it. Hmmm, is it taking longer to reach my checkpoints? Maybe I should land for more fuel. Am I getting tired? Maybe I should land and take a break, grab some food or go for a walk. The fact is, a large number of experienced pilots find themselves is bad spots because they ignored the worsening weather, fuel gauge or their own body.

E = External Pressures. Get there itis will kill you, period. The romantic getaway that you promised to your spouse, business meeting, wedding or anything else you can think of is not as important as getting to your destination alive. Make your personal minimum list, share it with others while explaining what each item means and then stick to it. If the people that rely on you understand why you make the decisions that you do, it should help take the pressure off when things don't go as planned.


Flying is supposed to be fun as well as useful. Don't let complacency, outside pressures or a lack of attention turn a wonderful experience in to a tragic event.

Are you ready for this flight?

Are You Ready To Fly?

All pilots have been exposed to the I.M.S.A.F.E. acronym and its use as a sort of pre-flight check for the pilot. Let's break it down and look at each of the letters individually.

I = Illnesses. Do you have a cold or allergies? If you do, you probably should not be flying.

M = Medications. Are you taking medications of any type either prescription or non-prescription? If you are, make sure that your AME and the FAA allow you to fly with these medications in your system. In flight is the worst possible place to find out your new sinus medication makes you drowsy.

S = Stress. Are you under any kind of stress? Stress by itself is not bad but too much stress will cause distraction and a loss of performance. Not what you need when flying an approach in the soup.

A = Alcohol. How long has it been since you had your last drink? Remember the eight-hour bottle-to-throttle rule. In addition to that don't forget the 0.04% blood alcohol content. Even though you might meet the legal requirements, if you are hungover you won't be operating at maximum.

F = Fatigue. A lack of sleep can not only cause a loss of focus, lose enough sleep and the effects are similar to a night out drinking.

E = Emotions/Eating. Argue with your spouse? Skip breakfast or work through lunch? The combination of being bring dehydrated and having low blood-sugar will cause your performance to suffer.

PAVE Your Way

The above checklist covers the pilot, now let's examine the flight in its entirety using the acronym P.A.V.E..

P = Pilot. Are you up to the planned flight? You have used the I.M.S.A.F.E. checklist above and it show that you are fit for flight. Right? How much time do you have in the aircraft or similar aircraft to the one you are going to be flying? Are you current and proficient? How are your IFR skills? Are your personal skills and training up to making this trip?

A = Aircraft. Does the aircraft meet or exceed the mission requirements? Can it handle the people, fuel, and "stuff" that you are asking it to? Have you calculated the aircraft performance, weight and balance? Does all the required equipment and instrumentation work?

V = enVironment, meaning environment. What is the weather forecast to be? How does the actual weather compare to the forecast? Is it getting better or worse ? Where is the freezing level? Have you checked all en route and destination NOTAMs and TFRs? Remember to wear appropriate clothing for the type of terrain you will be flying over and not the room that you are planning your flight in. Do you have enough survival gear?

E = External Pressures. Why are you making this trip? Does a non pilot passenger not understand your hesitation in launching or why you are considering a diversion? Do you have a meeting or special event such as a graduation or wedding that you are in danger of missing? External pressures can place a huge demand on us to make the trip. The key here is to set your personal minimums and stick to them no matter what. You might say doing that is easier said than done but it really can be that easy. I always have a back up plane to cover the important things. Can I drive, take a train, fly commercially? Pick one and parallel plan so you know that you can make it. Don't forget to plan a little extra time to offer greater flexibility.

Remember, the only life or death situation is the one you may face in the air if you push your luck.

You can never have too much gas. There is no reason to burn your reserves during a normal flight. My personal minimum is one hour fuel in the tanks when I land. If the winds aloft are not in your favor or your routing changes, don't compromise safety. Land and fuel up, be a little late if need be but get there alive.

General aviation has earned a reputation that it doesn't deserve. Flying little planes is not inherently unsafe, it is generally the pilot that causes the plane to stop flying. Sure, mechanical failure can happen to the plane with the best maintenance money can buy or the weather can turn bad at a moments notice but statistics show that the most common error exists between the yoke and the chair.

January/February issue of FAA Safety Briefing

January 7–The January/February 2013 issue of FAA Safety Briefing explores the important role technology plays in keeping general aviation safe and efficient. Articles discuss the many benefits of emerging technologies as well as the potential safety hazards of being too technologically focused.

Among the feature articles in this issue include:

• "The (Lost) Art of Paying Attention"–a look at how pilots can manage the attraction to technological distraction (p. 8)
• "New Technologies, New Procedures" – making the most of NextGen modernization options (p. 16)
• "There’s Light at the End of the Runway" – using data and technology to improve runway safety (p. 24)

Other features include an aviation road map to the information superhighway (p. 13), how to avoid automation bias (p. 12), and “Brushing Back the Dark,” a look at the latest in night vision technology (p. 20).

The issue’s Jumspeat department (p. 1) explains the important balance of adopting, adapting, and being adept when it comes to integrating new technology, while Nuts, Bolts, and Electrons (p. 31) covers how to combat distractions in the workplace.

FAA Safety Briefing is the safety policy voice for the non-commercial general aviation community.  The magazine's objective is to improve safety by:

• making the community aware of FAA resources
• helping readers understand safety and regulatory issues, and
• encouraging continued training

As published on FAA.GOV

This Weeks Flying Lessons 12 May 2011

Mastery Flight Training LLC has published the following lesson to help pilots prepare for the upcoming flying season. With the ever improving weather, many pilots will dust off their planes and head off in the wild blue yonder for the first time in many months.

Follow the link below to read a report that discusses some issues that rust and not so rusty pilots face.

12 May Flying Lessons

Enjoy and be safe!

Normal Airflow Over a Wing Example

The image above shows how air flows over both the bottom and the top of the airfoil.
You can clearly see how the air flowing over the top of the airfoil is moving faster than the air going underneath.

Its the acceleration of the air flowing over the top that causes its pressure to drop which in turn causes lift to be produced.

It must be understood that this example of how lift is created is only the tip of the iceberg and the there are volumes of material written on this subject that describe the production of lift from different points of view and in great detail.

Understanding the image above will help you at the private pilot level, leave the more complex physics equations to the designers.

Enjoy!

MzeroA on blog talk radio - Aviation topics over the net

Listen to internet radio with MzeroA on Blog Talk Radio

This guy has a great radio show that focuses on flight training, safety, planning, aviation news and more.

Check him out and add him to your favorites, you won't be sorry!

Avoiding The Balloon - Landing Tips

I'm sure we've all done it, misjudged our speed on final or been a little high and dove for the ground in an attempt to get it down.

What problems can this cause you ask?

Either can cause us to cross the fence at a speed that is higher than appropriate and causing, at best, excessive float and at worst a bounce or balloon that beds metal.

What is the simple answer?

WATCH YOUR SPEED!!!

If you are high a forward slip might be a good tool to use or simply go around and try again.

If you are too fast and have a long runway you might continue the approach and transition to the flare gently to avoid the sudden climb called ballooning.

If you do balloon, the last thing you want to do is push the nose down to stop the climb.

All this will do is cause you to descend quicker than you want and increase your speed.

Both of these things will make life much harder for you and put you at a greater risk of injury and damage to the aircraft.

Your best bet in a balloon is to simply go around and try it again.

If you have the runway and insist on trying to land a little long then you should ease off of the back pressure just enough to arrest the climb and let the plane settle as you would in a normal landing while being careful to not stall the plane while still being too high off the ground.

A stall that happens more than a foot or two off the runway doesn't make for a smooth landing.

The answer to avoiding a bad landing of this type is to watch your airspeed or go around if you are not stable in your approach.

Have fun and fly safe!

Check your fuel tanks every time

A good preflight inspection includes looking at the fuel inside the fuel tanks and not just checking the gauges.

Pilot experience doesn't eliminate the simple mistakes that you might assume would only happen to new or careless pilots.

Read the following excerpt for the NTSB report and see if you can find the mistake.

Pilot Cert: Commercial; Multi-engine Land; Single-engine Land
Instrument Ratings: Airplane
Medical Cert:Class I
Date of Last Med. Exam: 04/2009

Flight Time in Hours
Total: 3015
Total in accident make and model: 50

The commercial pilot was 500 feet above ground level on approach to his destination airport when the single-engine airplane lost power.

The pilot made a forced landing to a rain-soaked field
approximately 8 miles north of the runway.

On touchdown the nose gear sank into the muddy terrain and
collapsed.

According to the pilot the airplane had approximately 15 gallons of fuel on board upon departure.

An on-scene inspection of the fuel tanks indicated 2 1/2 gallons in the left tank and 1 gallon in the right tank.

The aircraft manual states 1 1/2 gallons of fuel is unusable in the tanks.
The airplane sustained substantial damage to the firewall.

The pilot and passenger were not injured.

At this point there are no indications of a fuel leak or other reason for the lack of fuel except the failure of the pilot to complete the proper checks.

Aircraft fuel gauges are only required to show the correct quantity when the tanks are empty.

With this being the case, why would anybody fail to look in to the fuel tanks to verify the quantity?

Why would you plan a flight that didn't include ample reserves?

The answer could be very simple.

Some reasons:

Not using a check list

No ladder for a high wing aircraft

Lacking a FuelHawk Universal Fuel Gauge

Distractions

Feeling Rushed

Simply Forgot

Improper Flight Planning

Failure To Keep Track Of Winds Aloft

Failure to Apply Proper Safety Margins

The fact of the matter is that if you have 1 hour or 1000 hours of flight time matters little.

It will always be the simple things that we need to focus on so we don't allow ourselves to be hurt by things that are 100% avoidable.

Fly safe!