Direct to the FAF

ByHank Gibson

A common practice when ATC is setting an aircraft up for a visual approach is giving a clearance direct to the Final Approach Fix (FAF) for the approach for that runway.  The theory is, the pilot will fly to the FAF, then he’ll pick up the airport and fly visually in.  It is a handy way of setting the pilot up for a 5 mile straight in visual approach.

For anyone who flies with a Garmin GPS, whether is be a 430, a G1000, or a GTN 750, you have probably discovered a little nuance with going direct to the FAF.  Once an approach is loaded into the flight plan, whether is is loaded via vectors or via an IAF, all the waypoints on the approach go into the flight plan.  If the FAF is selected in the flight plan and the direct to command is given, the plane turns to the FAF and flies direct to it.

The fun starts once the plane gets to the FAF.  The Garmin doesn’t sequence to the next waypoint.  It just keeps the FAF as the active waypoint and the airplane just continues on the course it had to get to the FAF. This has probably caused some stress and frustration as the pilot is expecting the airplane to turn inbound (if the autopilot is engaged), but then it keeps flying, usually away from the runway.

How to fix this?  If a Garmin GPS is closely inspected once the direct to the FAF command is selected, the pilot will notice that the GPS goes into Suspend mode.  The Garmin programers thought this was a good idea to do.  

How to get it to sequence properly?  Well, once the FAF is the active waypoint and the airplane is flying direct to it, simply unsuspend the GPS, then the airplane will turn inbound on the final approach course and track inbound and the glide slope will pop up.  On the 430 or 530, just press the OBS key.  On the G1000, press SUSP.  On the GTN 750, tap UNSUSP on the bottom of the unit.

Hopefully, this will lead to reduced frustration on what otherwise should be a simple approach to an airport.

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    Bluebonnet Fly In

    Come out to Redbird Skyport at the San Marcos Municipal Airport on Saturday, May 30th for the Bluebonnet Fly-In.  Hank Gibson from Texas Top Aviation will be giving a safety presentation at 2pm in the large conference room entitled “Is The Approach Activate?  Flying Garmin Approaches.”

    Join Texas Top Aviation and Redbird Skyport as we open the summer together at the Bluebonnet Fly-In.

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  • PIREP: IFR Clearances at Uncontrolled Airports

    ByHank Gibson

    There is great news coming for all IFR pilots who utilize the multitude of uncontrolled airports across the US.

    From the beginning of aviation time, the process of getting an IFR clearance at an uncontrolled airport has been arduous. For airports under Center controlled airspace, you had to dial the Clearance Delivery line, which ported you to Flight Service. Then you sat on hold till someone picked up, gave them your information, then sat on hold again while they called the Center. Finally, after what seemed like an eternity, the briefer came back with your clearance and departure instructions.

    On a busy day, this could take ten to fifteen minutes, which can be really annoying when a pilot is trying to take off and get somewhere.

    In my opinion, this also led to a lot of unsafe (and probably illegal) VFR departures when conditions were either clearly IFR or unsafe if buzzing around at low altitudes and high speeds in Class G airspace.

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    Departing from a TRACON controlled airport usually was easier and quicker. The TRACON has a direct line that is available for pilots to call to speak directly with a controller, but not all these phone numbers are published.

    As of June 20th, the FAA is implementing this at all uncontrolled airports. On the chart supplement for all IFR charts across the US (not including Alaska), the FAA will publish the Center phone numbers and remaining TRACON phone numbers for pilots to call directly to receive their IFR clearances and departure instructions, and to cancel their IFR flight plans (A lot of TRACONs already have their phone number published).

    Flight Service will no longer be taking IFR flight plan cancellations. Pilots will still be able to cancel with Center or TRACON in the air, but will now need to call the number on the chart supplement on the ground for cancellation.

    Now that the FAA is modernizing this process, hopefully more pilots will decide to call on the ground for their clearance on a MVFR or IFR day instead of taking off and trying to pick it up in the air.

    Finding the Chart Supplement on Foreflight

    Where is the Chart Supplement? I’m so glad you asked.

    Before iPads, everyone carried around the green book, officially known as the Airport/Facilities Directory, or A/FD. With the advent of Foreflight & Garmin Pilot & others, all the information in the A/FD is now easily accessible in each of the Apps.

    Foreflight may integrate the clearance delivery phone number for each airport into their airport information page, but in the meantime, here is how to find the Chart Supplement.

    On Foreflight, go to Documents along the bottom of the App. In the Catalog on the left, tap FAA. Chart Supplement will be about 1/3 of the way down the page. Tap that, then tap the region you need and it will download into your Documents Library.

    Once it is downloaded, check the Table of Contents for FAA Telephone Numbers and NWS. Go to that page and scroll through to find the Center or TRACON you are needing, then dial the number.

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  • Night Flying Techniques

    ByAndrew Robinson

    We’ve all been there. You’re flying into an unfamiliar airport at night, you’re having difficulty seeing the field, and trouble identifying the runway. Airports can be hard to identify for a variety of reasons, but approaching in darkness only makes it more difficult. Perhaps the airport is located in a densely populated area and the airport lights bleed into the city lights. Maybe the airport that you’re approaching is located amid terrain that obstructs your view.

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    Fortunately, there are some things we can do to help find our destination and set us up for the approach. Here are a few tricks that I use regularly when I find myself in this position:

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    • Load an approach: If you are an instrument rated pilot, loading an instrument approach is a great way to get oriented with a runway when you need a little help. You may need to coordinate with the tower or controlling agency if you want to fly the approach, but this has the added bonus of giving the pilot altitudes for terrain/obstacle clearance should there be any hazards present.
    • Use OBS mode: If you are flying an airplane that has equipment capable of doing so, you can use the Omni Bearing Selector (OBS) button to help align you with the runway. If using this strategy, just remember: THIS IS NOT AN INSTRUMENT APPROACH. It will not provide you with obstacle clearance, nor will it line you up directly with the runway.

    The pictures below should help clarify how to use the OBS to assist in airport orientation.

    Step 1- Have the destination set as the next way point in your flight plan. In the picture below, The GPS is set to navigate direct to KJGG. Press the OBS button (circled in red) to engage the OBS mode.

    OBS 1

    Step 2- Once OBS is selected, use either the window on the screen (which should come up automatically when you press the button in step 1) or the OBS selec tor on your navigation head to select the inbound radial. In this example, I have selected 310 degrees, the landing runway at KJGG.

    OBS 2

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    OBS 3

    Note: As shown below, If you press the OBS button again, the GPS will return to the navigation as previously set.

    OBS 4
    1. Ask for vectors to the airport/ runway: If you have VFR flight following or are talking to a tower equipped to provide vectors, asking for them can be a good choice. Although the controllers may not always be able to accommodate your request due to workload or equipment limitations, most will be happy to comply if they are able. Some pilots may feel silly asking for help, but my policy has always been that I’d rather feel silly for asking than look silly for being lost.

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    The best way to approach an airport day or night, familiar or unfamiliar, is with careful preparation. Having lighted landmarks picked out as well as being acquainted with the airport layout will pay off when it comes time to plan your pattern entry or find the airport on a dark night. Use the resources available to you to get you safely to your destination.

    Andrew Robinson is a 135 Charter Pilot and flight instructor in Pennsylvania.  He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.

  • Chuck’s Aircraft 10 Year Anniversary Fly In

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    Chuck’s Aircraft will be hosting its 10 Year Anniversary Fly In on Friday, June 25th from 1pm to 5pm on their ramp at EDC (see airport diagram below). Chuck’s Aircraft always provides quality maintenance for Cirrus and other aircraft, so come show your appreciation for them.

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  • Cirrus Approach

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    Cirrus Approach is accessible online at learning.cirrusapproach.com. To get access to the courses, create an account, then select the Learning Catalog. The courses are categorized based on the type of training (Transition, Advanced Transition, Avionics Differences, Airframe & Powerplant Differences, Recurrent, and Specialty), then further broken down into the type of airplane, engine and avionics (eg. SR22T G6 Perspective+). Make sure the correct engine and avionics configuration is selected! Notice, there is a difference between the SR22T and SR22 (Turbo & Non-Turbo).

    Anyone can do the specialty courses. I would highly recommend for everyone to take the Engine Management course as well as the Icing Awareness Course for you TKS and FIKI operators. The Takeoff & Landing course is a good refresher course for a pilot who hasn’t done any training in a while.

    The Recurrent Training courses are encouraged for all Cirrus pilots. There is an IFR Refresher, a VFR Refresher, and a Skills Refresher. These are recommended to rotate through with a CSIP (Cirrus Standardized Instructor Pilot) on a yearly basis. With a little extra ground, a Flight Review and an IPC can be accomplished yearly using these courses.

    Interested in Initial or Recurrent training in your Cirrus using Cirrus Approach? Contact Texas Top Aviation today!

  • A Flying Car in the Future?

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    EAA Airventure at Osh Kosh always draws great innovators every year, leading the aviation consumer to discover something new and different.  Flying cars have always been a dream for the everyday pilot.  Why not fly to work?  Why not park the plane in the parking lot?  Why not drive from the runway onto the freeway?  All excellent questions!

    Samson Switchblade Driving

    Well, Samson Motorworks is trying to make those dreams a reality.  Samson’s Switchblade flying car is in the (hopefully) finally stages of development this summer.  The company expects to be able to conduct test flights early next year, then begin selling the experimental kit.

    The Samson Switchblade will be in the Experimental category, but Samson has a builder assist program that only adds $20,000 to the final cost of the kit.  The total price of the kit, which comes 49% completed and only takes 3 weeks to complete with the builder assist program, comes in at $140,000.  That includes the engine, avionics (it’s equipped with Dynon’s 7″ Skyview glass panel display, a Dynon radio and transponder, a Dynon intercom, a Dynon AOA, an iPad mini, and an ADS-B GPS), and the builder assist program.  Similar to a Cirrus, it is also equipped with a Ballistic Parachute Recovery system.

    The Samson Switchblade has several different engine options, including a supercharged, liquid cooled, V-4 similar to a Corvette engine that will produce 190 HP.  Max cruise in the air should be around 170 knots.  The Switchblade will hold 30 gallons of mogas, burn 9 GPH in the air, and get 35 mpg on the ground.  The gross weight will be 1,750 pounds.

    How does the car to plane transition happen?  Samson has developed a fly by wire system to retract the rudder down while the car is in drive mode.  The wings use a mechanical linkage to fold up into the belly.

    Samson Switchblade Flying

    There are several different packages for the Samson Switchblade:  the Snowbird, the Aurora, and the Trek options.  Details can be found on Samson’s website.

    I, for one, will be keeping an eye on the freeways next summer to keep an eye out for cars sprouting wings.  No more traffic jams!

2 Comments

  1. Thanks! I was flying some practice approaches and the last approach got lazy and decided to go direct FAF instead of IAF. What a surprise! At first I thought it may have been due to the direct route was 90° From final and might have exceeded some limit. Now I know!

    Reply

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