Civil Air Patrol – New Jersey Wing G1000 Presentation For IFR Pilots Overview Maj William J. Doyle, Jr. Civil Air Patrol, New Jersey Wing, StanEval Officer Check Pilot Examiner / Check Pilot / Instructor-Pilot CFI A&I, AGI, IGI, CFAI, FAAST Rep (PHL) 22 NOV 2015

How Good Are Your IFR Skills? This is what it looks like going into IMC. Are you up to it? 09/04/2004 En Route KMIV to KDYL in Cirrus SR20

NHQ G1000 Training Structure NHQ Training Philosophy Minimize risks associated with over-dependency on automation Emphasize “eyes outside the cockpit” and “hands-on” flying skills G1000 VFR Pilot – same structure for ground and flying Emphasis on cross-country navigation, diversions, system use Module #1 – system (“knobology”) and “hands-on” flying Module #2 – use of the autopilot G1000 IFR Pilot – same structure for ground and flying Emphasis on instrument techniques: enroute, holds, and approaches (ILS, GPS/RNAV)

Instructor Ground Course – Training Matrix

Preparation for Instruction Overview of Horizontal Situation Indicators (HSIs) Many CAP pilots are unfamiliar with the HSI. Bendix-King PNI 525 Tutorial #049.pdf Bendix-King PNI 525 Tutorial #066.pdf Century NSD1000 HSI 68S85.pdf Wikipedia Horizontal Situation Indicator Overview of Technologically Advanced Aircraft (TAAs) The links below are to FAA Safety Seminars on TAAs and GPS http://williamjdoylejr.net/FAAST/TAA.ppt http://williamjdoylejr.net/FAAST/gps.ppt

Overview of IFR G1000 Ground Course Course Overview NHQ intends that all ground instruction will be face-to-face The IFR G1000 Ground Course will be a full day course G1000 IFR Pilot Course Overview IFR Ground Course and Flight Scenarios G1000 IFR Ground Course Module #1 – 99 slides G1000 IFR Ground Course Module #2 – 153 slides G1000 IFR Flight Scenario #1 G1000 IFR Flight Scenario #2 IFR Ground Course and Flight Approval Forms NJWG Request for G1000 Flight Training – created by Maj Tom Woods

Materials for IFR Pilot Ground Course Pilot Resources G1000 Information Ground School Study Guide – Version 10a – for GFC 700 (N941CP) Cessna G1000 PowerPoint – for GFC 700 (N941CP) – 150 MB N941CP – includes POH, Weight & Balance, Cessna G1000 PowerPoint for GFC 700, Check List N355CP – includes POH, Weight & Balance, Cessna G1000 PowerPoint for KAP 140 (150 MB), Check List, KAP 140 Guide, Altitude Pre-Select CAPR 60-1 – see text in yellow highlights for G1000 changes CAPF-5 (Word) – new version effective 1 JUL 2015 CAPF-5 (PDF) – new version effective 1 JUL 2015 Garmin G1000 PC Trainer for Cessna NAV III, Version 12.0 Good investment, buy it for yourself, urge your students to do the same $24.95 plus $8.00 shipping https://buy.garmin.com/shop/shop.do?pID=113763

Overview of G1000 IFR Ground Course CAPF-5 Flight Evaluation Form – 1 JUL 2015 CAPF-5 Word document CAPF-5 Adobe PDF Top portion shown below

What is CFIT? Controlled Flight into Terrain Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word 9

Anything Wrong With This Picture? Can your GPS alert you to this? If so, what do you do next?

What About This Picture? Can your GPS alert you to this? If so, what do you do next?

So What Do You Think? CFIT in the Making? What is CFIT? It is not CFI Training! Does Controlled Flight Into Terrain ring a bell? What do you do next?

CAP CFIT Accident Las Vegas, NV 8 NOV 2007 Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word 13

Night VMC Takeoff Accident in T182T G1000 - CFIT Controlled Flight into Terrain (CFIT) with two fatalities – N881CP NTSB Factual Report – click link below http://www.ntsb.gov/aviationquery/GenPDF.aspx?id=SEA08FA023&rpt=fa NTSB Probable Cause – click link below http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20071121X01832&key=1 Crew Experience and FAA Certificates Pilot (left seat): ATP AMEL, Commercial ASEL, 25,000 hours total time, G1000 trained (74.7 hours G1000, 34.2 hours in accident airplane) Pilot (right seat): ATP AMEL, helicopter, CFI, AGI, IGI, 28,000 hours total time, not G1000 trained

Night VMC Takeoff Accident in T182T G1000 - CFIT Controlled Flight into Terrain (CFIT) with two fatalities – N881CP Events from night of 11/08/2007 Departed North Las Vegas Airport (VGT), Las Vegas, NV on a VFR flight plan about 19:05 Local PST bound for Rosamond Skypark Airport (L00), Rosamond, California 19:05:29 Local PST - checked in with ATC at 2,700 feet MSL 19:17:29 Local PST - radar contact lost, airplane impacted 1,000 feet below summit of Mt. Potosi (elevation = 8,514 feet MSL) Fireball from impact witnessed by law enforcement helicopter Interviews with the ATC Controller produced the following Controller stated, "The aircraft looked fine - there was nothing unusual about it.” When questioned about where he expected the aircraft to go the controller replied that “...the pilot was on his own navigation.” Controller stated that other aircraft he has seen go where the accident aircraft was, and some go further south. Asked when he is required to issue a safety alert, the controller stated, in his opinion, when an aircraft is close to terrain or other aircraft. Controller stated that he knew that the height of Mt. Potosi was 8,500 feet.

Night VMC Takeoff Accident in T182T G1000 - CFIT Controlled Flight into Terrain (CFIT) with two fatalities – N881CP Conditions of Flight Accident occurred during dark night under visual meteorological conditions. No lighted roads or round structures were present in the area to provide ground reference to terrain. 1% of the moon’s disk was illuminated. Airplane climb performance over last six minutes of flight per recorded radar data Average groundspeed was 100 knots Average rate of climb was 406 fpm (feet per minute) Note: an average rate of climb of 600 fpm was required to clear terrain along the flight path.

Night VMC Takeoff Accident in T182T G1000 - CFIT Controlled Flight into Terrain (CFIT) with two fatalities – N881CP NTSB Findings (F) TERRAIN CONDITION - RISING (F) TERRAIN CONDITION - MOUNTAINOUS/HILLY (F) LIGHT CONDITION - DARK NIGHT (C) ALTITUDE/CLEARANCE - NOT MAINTAINED - PILOT IN COMMAND (F) OTHER PSYCHOLOGICAL CONDITION - PILOT IN COMMAND Ethanol Diphenhydramine (Benadryl) (F) PROCEDURES/DIRECTIVES - NOT FOLLOWED - ATC PERSONNEL (ARTCC) (F) SAFETY ADVISORY - NOT ISSUED - ATC PERSONNEL (ARTCC) Legend (F) – Factor (C) – Cause

Night VMC Takeoff Accident in T182T G1000 - CFIT Controlled Flight into Terrain (CFIT) with two fatalities – N881CP Lessons Learned Know necessary climb out rate Conversion formula for Feet Per NM to Feet Per Minute (FPM) Feet Per NM / feet in NM * 100 * ground speed (per G1000) VGT Northtown Three Departure from Runway 30L uses 415 feet per NM 415 / 6072 * 100 * 100 = 683 FPM VGT Boulder City One Departure from Runway 30L uses 367 feet per NM 367 / 6072 * 100 * 100 = 604 FPM Do not depend on ATC for terrain separation File for an instrument departure Know the airplane’s equipment See G1000 illustration on terrain avoidance

Night VMC Takeoff Accident in T182T G1000 - CFIT Controlled Flight into Terrain (CFIT) with two fatalities – N881CP G1000 illustration on terrain avoidance PDF inset or MFD Red – 100 feet AGL or less Yellow – more than 100 feet AGL but less than 1000 feet AGL Black – 1000 feet AGL or higher

Overview of GPS and GPS Approaches Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word 20

GPS – Global Positioning System Space-based radio-navigation system consisting of Constellation of solar-powered satellites Network of ground reference stations Minimum of 24 GPS satellites Orbit the Earth Altitude of ≈ 11,000 – 12,000 miles Orbital velocity ≈ 7,000 mph Two complete orbits every 24 hours Provide accurate information on position, velocity, and time Anywhere in the world In all weather conditions Non-WAAS receivers accurate to ≤ 15 meters WAAS receivers accurate to ≤ 3 meters GPS What is it? Where is it? How accurate is it? 21

RNAV Approaches – AIM References AIM Chapter 5 – Air Traffic Procedures Section 5-4-5 – Instrument Approach Procedure Charts LNAV – Lateral Navigation Non-precision approach, descend at desired rate to MDA LNAV+V – Lateral Navigation with Vertical Navigation Non-precision approach, descend along WAAS Advisory Glide Path to MDA LNAV/VNAV – Lateral Navigation with Vertical Navigation Approach with Vertical Guidance (APV), descend along WAAS Glide Path to DA LPV – Localizer Performance with Vertical Guidance. Approach with Vertical Guidance (APV), descend along WAAS Glide Path to DA. GLS – ICAO GNSS (Global Navigation Satellite System) Landing System. Referenced as LPV in United States. Definition of (WAAS) RNAV approaches per AIM

NJWG WAAS-Enabled Aircraft N355CP – not WAAS-Enabled N941CP – WAAS-Enabled The links shown are very useful links. Check periodically for updates.

National List of GPS Approaches http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/ The links shown are very useful links. Check periodically for updates.

National List of GPS Approaches http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/ - scroll down The links shown are very useful links. Check periodically for updates.

National List of GPS Approaches http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/ - scroll down The links shown are very useful links. Check periodically for updates.

National List of GPS Approaches The links shown are very useful links. Check periodically for updates.

National List of GPS Approaches http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/ The links shown are very useful links. Check periodically for updates.

National List of GPS Approaches FAA Spreadsheet of GNS-GPS/WAAS Approaches (Last Updated 01/08/2015) http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/ http://williamjdoylejr.net/G1000_2013/G1000_Pilot_IFR_Course/2015-01-08_MasterRNAVs.xlsx Note: This spreadsheet includes worksheet tabs for the following types of approaches GPS Standalone Approaches LNAV Approaches LP Approaches VNAV Approaches LPV Approaches This list does not include overlay types of approaches, such as VOR Overlays NDB Overlays Specific approach types can be selected by clicking on the worksheet tabs as shown in the screen shot below. The links shown are very useful links. Check periodically for updates.

RNAV LNAV Approaches – NJ This is what the spreadsheet looks like. Wyoming is the state shown by default in this version of the spreadsheet

RNAV LNAV Approaches – NJ This is what the spreadsheet looks like. Wyoming is the state shown by default in this version of the spreadsheet

RNAV LNAV Approaches – NJ This is what the spreadsheet looks like. Wyoming is the state shown by default in this version of the spreadsheet

RNAV LNAV Approaches – NJ This is what the spreadsheet looks like. Wyoming is the state shown by default in this version of the spreadsheet

National List of GPS Approaches – NJ Applies to each spreadsheet tab Ability to filter by state, city, airport State filtering set to NJ Airports filtered for New Jersey You can use the State button to filter by state

RNAV/GPS Approach Minima LPV DA (Decision Altitude): 300 ft AGL with 1 SM visibility LNAV/VNAV DA (Decision Altitude): 400 ft AGL with 1¼ SM visibility LNAV MDA (Minimum Descent Altitude): 500-600 ft AGL with 1 - 1⅝ SM visibility Circling: 600 ft AGL with 1 - 2 SM visibility

LNAV (Lateral Navigation) Non-precision approach Descend at desired rate to MDA Fly level at MDA Until runway environment in sight – then land, or To MAP – then begin missed approach procedure

LNAV + V (Lateral Navigation plus Vertical Guidance) Non-precision approach Descend along WAAS Advisory GP to MDA Fly level at MDA Until runway environment in sight – then land, or To MAP – then begin missed approach procedure

LNAV / VNAV (Lateral Navigation / Vertical Navigation) Non-precision approach Descend along WAAS Advisory GP to DA At DA – make a decision If runway environment in sight – land, or If runway environment not in sight– then missed approach procedure

LPV (Localizer Performance with Vertical Guidance) Approach with Vertical Guidance (APV) Descend along WAAS Advisory GP to DA At DA – make a decision If runway environment in sight – land, or If runway environment not in sight– then missed approach procedure

RNP (Required Navigation Performance) RNP-capable flight management system (FMS) utilizes enhanced software to monitor sensor inputs and compare real time navigation accuracy, also referred to as Actual Navigation Performance (ANP). Navigation performance for a particular RNP type is expressed numerically. Depending on the capability of each aircraft's system, RNP values can be as low as 0.1 nautical miles. A performance value of RNP 0.3, for instance, assures that the aircraft has the capability of remaining within 0.3 nautical miles to the right or left of the centerline 95% of the time and within a linear containment area of 0.6 nautical miles (twice the RNP value) 99.999% of the time.

RNP (Required Navigation Performance) RNP approaches for KTTN Runway 6 Runway 24

RNAV/GPS Approach Minima - Glidepath No glidepath LNAV WAAS-derived Glidepath – loss of signal downgrades to LNAV LNAV + V LNAV/VNAV LPV

RNAV/GPS Approach Minima – Obstacle Evaluation Area Wider Obstacle Evaluation Area LNAV LNAV + V LNAV/VNAV Narrower Obstacle Evaluation Area LPV

Cessna Comparison of Obstacle Evaluation Area

Cessna Comparison of Full Scale CDI Deflection

Autopilot Approach Reference Slides for Cessna G1000 PowerPoint Presentations Cessna G1000 with KAP 140 Autopilot Slides 239 – 279 CDI Nav Source Change and ROL Mode slides 262 - 265 Missed Approach Procedures slides 268 - 279 Cessna G1000 with GFC 700 Flight Control Slides 273 - 302

What Are the Risks in Flying a Technologically Advanced Aircraft (TAA)? Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word 47

What Are the Risks with Flying TAA? Risk: Lack of Pilot Proficiency Mitigation: study, study, study then practice, practice, practice Get the Garmin G1000 for Cessna NAV III simulator Download training videos, manuals (PDF), flight planning lessons Get some ground instruction and flight instruction from your CFI Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word Emphasize the need for study and then training. These systems are complex. Pilots should not expect to just hop in the plane and then go do it

What Are the Risks with Flying TAA? Risk: Head in the Cockpit Instead of Outside Mitigation: Set up as much as possible on the ground Do your flight planning at home before coming to the airport File an FAA flight plan (consider filing IFR even if VMC) Print a navigation log (consider ForeFlight or AOPA FlyQ Web) Set up flight plan in GPS after preflight and engine start but before taxi Contact Clearance Delivery on radio or cell phone Set up clearance route in your GPS Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word Emphasize the need for study and then training. These systems are complex. Pilots should not expect to just hop in the plane and then go do it. Pilots need to learn the airplane and its systems on the ground not in the air

What Are the Risks with Flying TAA? Risk: Single Pilot IFR Mitigation: Take an experienced pilot or CFI Establish personal minimums, don’t deviate from them Consider establishing a risk management matrix Refer to next section on personal minimums Build experience When appropriate, revise your personal minimums Refer to the Single Pilot Night IFR seminar

What Are the Risks with Flying TAA? Risk: Thunderstorm Penetration Mitigation: Avoid thunderstorms Do not use NexRad or Strike Finder features to penetrate thunder Storms Use NexRad or Strike Finder features to avoid thunder Storms Preferably by putting the T-Storms at your six o’clock Emphasize this, emphasize this and then emphasize it again When you are done emphasizing it then stress it!

What Are the Risks with Flying TAA? Risk: Thunderstorm Penetration Emphasize this, emphasize this and then emphasize it again When you are done emphasizing it then stress it!

What Are the Risks with Flying TAA? Other Things You Should Consider NexRad near real-time weather NexRad near real-time TFR Time lags can be >15 minutes Keep your databases up to date As part of pre-flight, check to make sure that the databases are current Make sure all of your equipment is up to date, especially the GPS databases Subscriptions are available for downloads from the Internet Emphasize that pilots should not fly with expired databases

What Are the Risks with Flying TAA? Foster/practice continuing pilot education and self-study Cessna G1000 Reference Manuals Cessna NavIII G1000 Cockpit Reference Guide Oct2011 Rev A Cessna NavIII G1000 Pilot Guide Oct2011 Rev A AOPA/ASF on Technologically Advanced Aircraft AOPA/ASF TAA - 2007 FAA Handbooks FAA Risk Management Handbook – See Appendix A for Personal Minimums Instrument Flying Handbook (FAA-H-8083-15B) Instrument Procedures Handbook (FAA-H-8261-1A) Emphasize to the audience that no matter how good they are, they should periodically fly with a CFI so another pair of eyes can assess their skills Emphasize self-study and the many free Internet resources available for self-study Refer pilots to both the FAA and the AOPA websites for Internet resources

Overview of CAP G1000 Mission Observer Ground Course Try to get audience participation and interaction Some pilots see it as an affront to suggest the dread “dual” word 55

Mission Observer G1000 Ground Course Lesson Structure G1000 MO Lesson 01 - Introduction – 47 slides G1000 MO Lesson 02 - Components and Systems – 35 slides G1000 MO Lesson 03 - Primary Flight Display (PFD) – 34 slides G1000 MO Lesson 04 - Multi-Function Display (MFD) – 73 slides G1000 MO Lesson 05 - Autopilot – 52 slides G1000 MO Lesson 06 - Flight Planning and SAR - Part 1 – 51 slides G1000 MO Lesson 06 - Flight Planning and SAR - Part 2 – 51 slides G1000 MO Lesson 07 - Incapacitation of Mission Pilot – 50 slides G1000 MO Lesson 08 - Simulator and Exercises – 27 slides