1. 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

2. 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

3. 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)

4. Instructor Ground Course – Training Matrix

5. 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

6. 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

7. 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

8. 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

9. 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

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

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

12. 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?

13. 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

14. Night VMC Takeoff Accident in T182T G1000 - CFIT
Controlled Flight into Terrain (CFIT) with two fatalities – N881CP
NTSB Factual Report – click link below
NTSB Probable Cause – click link below
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

15. 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.

16. 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.

17. 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

18. 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

19. 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

20. 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

21. 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

22. RNAV Approaches – AIM References
AIM Chapter 5 – Air Traffic Procedures
Section – 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

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

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

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

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

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

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

29. National List of GPS Approaches
FAA Spreadsheet of GNS-GPS/WAAS Approaches (Last Updated 01/08/2015)
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.

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

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

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

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

34. 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

35. 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): ft AGL with 1 - 1⅝ SM visibility
Circling: 600 ft AGL with SM visibility

36. 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

37. 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

38. 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

39. 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

40. 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) % of the time.

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

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

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

44. Cessna Comparison of Obstacle Evaluation Area

45. Cessna Comparison of Full Scale CDI Deflection

46. 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
Missed Approach Procedures slides
Cessna G1000 with GFC 700 Flight Control
Slides

47. 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

48. 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

49. 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

50. 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

51. 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!

52. 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!

53. 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

54. 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
FAA Handbooks
FAA Risk Management Handbook – See Appendix A for Personal Minimums
Instrument Flying Handbook (FAA-H B)
Instrument Procedures Handbook (FAA-H A)
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

55. 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

56. 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