Hank Gibson from Texas Top Aviation will be presenting a seminar on flying Garmin instrument approaches with the different Garmin GPS units. Whether you have a Garmin 530/430 unit, a Garmin GTN 750/650 unit, or a Garmin G1000, all will be discussed. You’ll walk away with some tips and tricks, plus a better understanding of your Garmin unit.
WINGs credit will be given for attending. The seminar is hosted by Redbird Skyport at the San Marcos Airport (KHYI) in Redbird’s large conference room. The seminar will begin at 10am on Saturday, June 30th, 2018.
It’s always quicker to fly than drive and Redbird has plenty of ramp space to accommodate seminar attendees.
Registration is required. Please visit the registration page on FAASafety.gov. Space is limited to 20 individuals, so please make sure you register if you want to attend.
There is truth in the old adage that 99% of flying is routine while the remaining 1% holds the potential for events that cause those who fly to hold themselves above mere ground-bound mortals. My 37 years of military flying might have distorted that ratio a fair bit given the complexity of high-energy fighter aircraft and the uncertainties of combat, but rest assured we all earn our right to be proud of our wings every time we fly.
The requirement that a single-seat fighter pilot be able to handle rapidly evolving emergency situations and complex systems diagnosis sets a high bar for any who join that group. However, the lessons we learned and techniques we developed for making fighter aviation significantly safer than in yesteryear have direct applicability to general aviation.
Prioritization and compartmentalization are two important skills that every pilot should have. These skills amount to the ability to look at a complex problem, quickly determine the most critical elements, and mentally set aside those things that can wait so as to deal with highest priorities first. While this does not sound like rocket science, the art is in the doing!
The technique for dealing with the immediate onslaught of information, such as when that caution tone or caution light presents and different gauges or displays go haywire, provided the title for this piece.
All flight training will, at some point, involve what is called situational emergency procedures training, know to military aviators as SEPT. We do this type of training in a simulated cockpit that has all the dials and switches for our particular aircraft. None of the switches and dials do anything, some are just decals on a wooden dashboard, but the presentation allows the SEPT victim to reach for the appropriate switch or lever, while telling the instructor what and why they are doing so.
One of the most common mistakes new trainees make is that of trying to act too fast, before they have fully and correctly analyzed the situation at hand. Herein lies the titled technique. After blurting out a quick and incorrect answer, the instructor would admonish with: “rather than try to react instantly, maintain aircraft control, analyze the situation, then take appropriate action. The best thing you can do is to reach up and wind the clock. This will give your nervous energy some place to channel itself, while your brain takes in the full situation.”
Winding the clock might seem like an archaic notion, but, amazingly enough, even our most modern aircraft have the same clock we flew with as far back as the 1960s. The Waltham A-13A aircraft clock and timer is a wind-up device that only uses power to light up at night. Unless your emergency involved some type of catastrophic impact to the instrument panel, you could count on at least your clock to be functioning normally. Thus, reaching out and winding it was unlikely to cause any worsening of your evolving emergency and would distract your brain from the need to take some poorly-thought-out action, too quickly.
Now, in most aircraft there are a few emergencies that will require immediate, reactive actions. In fighters, we call these Boldface Emergencies. For each type of fighter, we memorize, to the letter, the few key actions that have to be instinctive, to prevent disaster. For all other emergencies, there is time to reach out and wind the clock while assessing all instruments and lights to fully understand your situation.
For your aircraft, know those Boldface or Critical Action Procedures, but for all other emergencies, take the time to maintain aircraft control, “wind the clock” while you analyze the situation, then take appropriate action.
Mike Hostage is a retired USAF pilot with 37 years of experience, flying a wide variety of aircraft. An instructor pilot for more than half of his 4800 flight hours, Mike is currently qualified in a Cirrus SR-22T and regularly flys his two homebuilt sailplanes.
There is truth in the old adage that 99% of flying is routine while the remaining 1% holds the potential for events that cause those who fly to hold themselves above mere ground-bound mortals. My 37 years of military flying might have distorted that ratio a fair bit given the complexity of high-energy fighter aircraft…
Are you thinking of buying an iPad and going to a paperless cockpit? Have you just recently purchased an iPad and are unsure of how to use Foreflight to it’s fullest extent? Check out this free webinar on Monday, January 19th. Gary Reeves, a Master CFI from California, will be hosting the 90 minute seminar, which begins at 1800 Z. He will be able to point you in the right direction for what type of iPad to purchase, how to set up your Foreflight account, and the basics of using the App.
You can finally get rid of those paper charts, saving clutter in the cockpit. Just make sure you bring along a charger for those extended flight in case your battery dips low!
To sign up for this webinar, click here. There is no cost associated with the webinar.
Are you thinking of buying an iPad and going to a paperless cockpit? Have you just recently purchased an iPad and are unsure of how to use Foreflight to it’s fullest extent? Check out this free webinar on Monday, January 19th. Gary Reeves, a Master CFI from California, will be hosting the 90 minute seminar,…
I have used a few different sun shields in airplanes in my flying career. I have found one that I really like. Bruce’s Custom Covers knocks it out of the park for usability and ease of storage.
Let’s start off with functionality. Like other window sun shields, Bruce’s Custom Covers fit very nicely into the airplane glare shield and side windows. Depending on the type of airplane you have, some of the window covers use the suction cups and others don’t. I recently had 2 customers order from Bruce’s, one that owns a P210 that uses the suction cups for all windows, including the glare shield, and the other owns a Cirrus which doesn’t use the suction cups on anything.
They work great. They do the job of blocking the sun and keeping the cabin much cooler while the airplane is sitting on the ramp.
The thing I like best about Bruce’s Custom Covers is their storage. Other sun shields require you to roll them up and lash a tie around them. Bruce’s, on the other hand, come folded very neatly in a black canvas bag. The folded covers don’t take up nearly as much room as the rolled up covers, plus they are really easy to just fold up and store.
Bruce’s Custom Covers also sells plugs for cowling, pitot tubes, etc., as well as aircraft exterior covers.
Bruce’s Custom Covers gets my recommendation for anyone wanting to get some new sun shields. For those of you in Texas, you know you need them!
I have used a few different sun shields in airplanes in my flying career. I have found one that I really like. Bruce’s Custom Covers knocks it out of the park for usability and ease of storage. Let’s start off with functionality. Like other window sun shields, Bruce’s Custom Covers fit very nicely into the…
“AOPA Rusty Pilot presented by AOPA Ambassador Pat Brown at Tempus Training Solutions”
Topic: A Rusty Pilots Seminar
On Saturday, July 16, 2016 at 09:00 Central Daylight Time
Location:
Tempus Training Solutions
2080 Airport Dr.
San Marcos, TX 78666
Select Number:
EA2769634
Description:
Life may have gotten in the way, but the dream of flight can be yours again. Returning to the skies is not as difficult as most rusty pilot think. We’re inviting you back in the cockpit and will help you get there. Come and participate in a FREE Rusty Pilot program with fellow lapsed pilots. We will help you understand what’s changed in aviation since you’ve last took the controls and brush up on your aviation knowledge. The Rusty Pilot program is developed by AOPA in partnership with local flight training providers in order to create the best environment for getting you back in the air and a part of the general aviation community.
It is easier than most people think:
No FAA checkride or test
Medical may not be required
As a Bonus, by attending, you get two to three hours of free ground instruction towards your flight review!
To view further details and registration information for this seminar, click here.
“AOPA Rusty Pilot presented by AOPA Ambassador Pat Brown at Tempus Training Solutions” Topic: A Rusty Pilots Seminar On Saturday, July 16, 2016 at 09:00 Central Daylight Time Location: Tempus Training Solutions 2080 Airport Dr. San Marcos, TX 78666 Select Number: EA2769634 Description: Life may have gotten in the way, but the dream of flight can be yours…
The FAA defines personal minimums “as an individual pilot’s set of procedures, rules, criteria, and guidelines for deciding whether and under what conditions to operate (or continue operating) in the National Airspace System.” Have you actually given thought as to why we choose the personal minimums we do? From the beginning of initial pilot training, weather minimums were established for day-to-day training and during solo flight. I didn’t realize it at first, but I later learned these limits were not just an insurance mandate, but these minimums were set at the time to safely operate an aircraft based on my “then” current experience.
So here’s the question: what are your personal minimums and WHY do YOU have them? Do you ever lower or raise your minimums? Are your minimums based solely on your overall experience level or do they take into account other variables such as advanced avionics? For pilots that fly multiple aircraft like I do, can and do your minimums change in regard to category or type of aircraft you are flying? It’s a judgment decision on how you chose your minimums. However, it’s important that time is taken before you strap into the cockpit for each flight to critically think about the different risk factors and variables which may affect your decision for the minimums you choose.
To guide us, let’s try briefly apply the FAA’s Personal Minimums Checklist to see how risk factors might shape what personal minimums or decisions we make for the day. Remember, just because you have been flying with a certain set of minimums one day, doesn’t mean you can’t adjust your minimums to a higher value given an ever-changing situation.
The acronym most pilots have heard is PAVE:
Pilot– We all should be familiar with the acronym IMSAFE associated with this. It addresses variables such as Illness, Medication, Stress, Alcohol, Fatigue, and Emotion. But how do you adjust your personal minimums using this guideline? Have you ever thought about raising your minimums for a training flight if you only got 4-6 hours of sleep, instead of 8? Or if you anticipate a hard IFR flight with a long day, maybe taking a safety pilot to mitigate the chance of a mistake if you’re forecasting having to shoot an approach to your weather planning minimums.
Aircraft– Personally, this is a really important factor for me when deciding what minimums to apply. I often spend a large majority of my time asking myself; is this aircraft properly equipped for the flight? This question goes beyond just looking at the logbook for a properly equipped and legal aircraft. A professional pilot should think further. Am I flying a traditional 6-pack “steam gauge” layout, non-slaved compass card, with a separate OBS gauge for course guidance? What if the aircraft doesn’t have an auto-pilot? What if I’m flying an aircraft equipped with a dual auto-pilot, dual GPS with an integrated glass cockpit? I can comfortably say my personal minimums change depending on the equipment I have available.
A pilot should also look at his/her recency with the aircraft. For example, if you are qualified to fly both airplanes and helicopters, maybe you should choose to have higher personal minimums in one particular airframe or if you haven’t flown that airframe within 30, 60 or 90 days. This is a very important factor for the owner/pilot.
EnVironment– Most of the time, when we think of environment, we ask ourselves, is the weather legal for me to take off and, more importantly, can I conduct this flight safely? Basic flight planning should have taught us to take into consideration crosswind limits, day versus night, and the type of airspace the flight is conducted in. Thought should also be given to how you set your personal minimums in regards to the particular type of environment you might rarely encounter. Flying an approach to your minimums in the flat plains of Texas during the day is one thing, but how would you adjust your weather minimums flying to a new airport, at night, with no moon illumination, in the mountains of Colorado? Could you reduce the risk and adjust your minimums in this scenario with two pilots?
External Pressures – What external pressures are affecting your flight? Passengers, the owner, “get-there-it is”, the desire to impress someone? Although external pressures should never be a factor when conducting a flight, they almost always play a role in your decision whether to conduct the flight or not. For example, a professional pilot gets hired to do a flight and the weather is below their personal minimums. The pilot could be tempted to lower their minimums by 100 feet to take the flight for a paying customer. This scenario plays out every day across the country whether it’s a professional pilot or owner/pilot. It would be foolish not to consider this type of pressure. Always make sure you have a plan if and when you encounter this situation. Planning your flight and having a plan to deal with these potential scenarios ahead of time ensures you stick to your minimums. It can be as simple as telling your passengers, or the owner, well ahead of your flight what your personal minimums are to accept the flight, and to ensure they, or you, have a back-up plan!
Most pilots will never break a hard limitation such as an airframe cross wind limitation, or engine limit, but the chances of breaking a personal minimum are realistic. Think about the last time you went on a diet and broke your plan because you were tempted by your friends or family during an outing. Self-imposed personal minimums can be hard to enforce and we need to acknowledge this as humans. Here are a few techniques that you can use to assist in making a decision using personal minimums and help reduce the influence of external pressures.
Step 1: Sit down with your CFI/CFII and fill out a personal minimums worksheet. Filling one out by yourself is a good start but having an outside objective view will help in making sure your personal minimums are realistic. Remember, it is easy to convince ourselves that we can do something even though we have set personal minimums. Talk with other pilots to see if you have set realistic expectations.
Step 2: Preflight planning must start a few days in advanced. It can be as easy as checking what the forecast might be and looking at the projected route, near-by alternate airports, and various approaches. This can be done quickly and will give you a heads up on whether the flight can be safely conducted or not. By alerting the passengers or owner early enough, alternate plans can be developed. An extra pilot can be added, the passengers can fly commercial, bring along a CFI, or cancel the trip altogether and seek alternate transportation. The main point is the decision was made well ahead of the flight when conditions didn’t look favorable. This helps in removing external pressures and ensures you don’t go below your personal minimums.
Step 3: Never be afraid to ask for a second opinion. Part 135 operators have set procedures for conducting flights which assist the pilots in making decisions. These set procedures help remove external pressures by allowing the pilot to say, “The rules don’t allow for this, or this is how we will conduct the flight!” However, under Part 91, the pilot has to take ownership for all phases of the flight. This is where talking it out with another pilot helps with mitigating external factors and the environment. Ideally, this person should have more experience and be able to talk through the situation. For instance, if I’m flying to a new destination, I often seek the advice from another pilot who’s familiar with the area. They may have key insights into weather patterns, preferred approaches, or hazards to avoid. In certain situations, asking for another pilot’s opinion might be what influences your go/no-go decision! You’ll be amazed how much you can learn just from talking to other pilots.
Step 4: Continue to build your experience and knowledge base. Building experience requires us to push our abilities, and sometimes this may be to the limit. However, this can be done in a controlled training environment or just going out and experiencing it. Get a new license, fly regularly with a CFI/CFII, and always try and take advantage of training opportunities. For example on your next flight from point A to point B, practice hand flying an approach, do a short field landing, a quick steep turn, etc. Quality flight time is always better than quantity. Continue to challenge yourself and try not to become complacent.
Personal minimums are a tool to assist in every pilot’s aeronautical decision making process. Use your personal minimums to guide your final go/no-go decision and remember to stick to the plan. I encourage you to review the FAA’s Risk Management Handbook (FAA-H-8083-2). Appendix B has Sample Risk Management Scenarios and reviewing them will give a better understanding how to apply the techniques discussed to your everyday flying.
Pedro Vargas-Lebron is a King Air 200 and uH-60 Blackhawk Instructor pilot with the Texas Army National Guard. Pedro is a CFI/CFII/MEI both in airplanes and helicopters with over 4000 hours of flight time, half as an instructor pilot.
The FAA defines personal minimums “as an individual pilot’s set of procedures, rules, criteria, and guidelines for deciding whether and under what conditions to operate (or continue operating) in the National Airspace System.” Have you actually given thought as to why we choose the personal minimums we do? From the beginning of initial pilot training,…
Earlier this month, Cirrus announced the new Cirrus G6 SR20 and SR22. To the naked eye, they look like incredible airplanes. There is new lighting and the updated Cirrus Perspective+ avionics in both models, plus the SR20 is now a Lycoming powered airplane.
The Perspective+ in the Cirrus G6 is based on Garmin’s G1000 NXi platform. The keypad is updated to a QWERTY keypad, allowing for quicker inputting of data since our fingers are already used to the setup. A home button was added to the center stack to get back to the map page without having to hold down the CLR key. The bug knobs were moved down to the autopilot, while the display of the GFC 700 was altered slightly to match the Vision Jet setup.
The Perspective+ also boasts a 10-fold increase in processor speed, allowing the system to move quicker than the standard Perspective. The ability to wirelessly update databases has also been included.
The exterior of the Cirrus G6 SR22 and SR20 models has changed as well. Cirrus has added the Spectra wing tip lighting system to the Cirrus G6. It incorporates an entire light panel that runs the length of the wing tip. The LED dual strobe setup helps with aircraft visibility and ramp appeal.
The SR20 engine has been changed to the Lycoming IO-390, 215 HP engine. The Continental IO-360-ES 6 cylinder engine comes out of the SR20 and the 4 cylinder Lycoming goes in. 2 less cylinders will help with useful load and the extra 15 HP will help with takeoff and climb performance.
The new Cirrus G6 is available for order and delivery immediately. To read all the details and specs on the Cirrus G6, you can check out Cirrus’ website.
Earlier this month, Cirrus announced the new Cirrus G6 SR20 and SR22. To the naked eye, they look like incredible airplanes. There is new lighting and the updated Cirrus Perspective+ avionics in both models, plus the SR20 is now a Lycoming powered airplane. The Perspective+ in the Cirrus G6 is based on Garmin’s G1000 NXi…
