May 31, 2010
The President of the United States returned to our shared hometown of Chicago for the Memorial Day Weekend. As a result a series of Very Important Person Temporary Flight Restrictions (VIP TFR) were put into effect for the airspace around the Chicago area. Historically, a visit from the President and the resulting restrictions were enough reason to keep me on the ground. I had heard of too many horror stories of pilots having their licenses suspended or revoked for infringing on the restricted airspace.
My home airport, Chicago Executive (KPWK), was outside the ten-mile no fly zone that surrounded the President's Chicago home. However, it was located within the 30 mile radius of the Temporary Flight Restriction. After being taunted by a weather forecast calling for a long weekend filled with clear and sunny days on the forecast I decided this would be a great opportunity to learn how to live with the TFRs and enjoy a new flying learning experience.
I scheduled the Windy City Flyers G1000 enabled Cessna and a flight instructor for Saturday afternoon. We spent some time on the ground before the flight talking about the TFR and the requirements for flying into and out of an area under a Temporary Flight Restriction. We were required to file an outbound flightplan and an inbound flightplan. Once submitted, we needed to obtain an use a discrete squawk code while in the restricted area. We also needed to be in two-way radio communications with ATC while flying in the area. Faster aircraft need to adhere to a 180 knots or less airspeed, something we were not concerned with in our Cessna. Be sure to look at the AOPA TFR Map before every flight or ask your pre-flight briefer about NOTAMs and TFRs.
After obtaining our squawk code from ground control we took off from Chicago Executive Airport. The tower directed us over to Chicago Approach shortly after liftoff with whom we keep two-way communication with until we had cleared the TFR airspace. Once a safe distance from the restricted airspace we closed our flightplan. I was surprised that several planes were flying so close to the border of the TFR. A slight miscalculation by those pilots would likely result in a minimum of a 30 - 90 day suspension of their license.
I spent the next hour under the hood in simulated instrument conditions working on basic flight maneuvers including straight & level flight, straight climbs and descents, standard rate turns and a combination of climbs, descents and turns.
On the way back to Chicago we opened our return flightplan, obtained a new discrete squawk code and talked with ATC all the way back to Chicago Executive. I stayed under the hood until we were on a mile and a half final for runway 16 where I completed the flight with a nice smooth landing. The 0.8 hours of simulated instrument time was my first in just under six years. I enjoyed both learning how to operate within a TFR and also logging some instrument time. I am looking forward to continuing to train for my instrument training as time allows.
June 14, 2009
Sporty's recently released Garmin G1000 Checkout ($89.95) a 2-Disc set dedicated to helping pilots transition from flying traditional steam gauges to flying the Garmin based Glass Cockpit. Having recently reviewed four other G1000 products I was interested to see how this latest entry into the G1000 training market would fare.
Included in the package is a DVD training video and a copy of the PC Software Simulator. The DVD is hosted by Airshow Announcer and frequent Sporty's Training DVD host Rob Reider. If you have used other Sporty's DVD products this course will feel familiar right from the start. I preferred this product over the previously reviewed Sporty's Air Facts: Flying Glass Cockpits which split its time between the G1000 and the Avidyne FlightMax Entegra. The Garmin G1000 Checkout provided some great scenario-based training as you fly along on two VFR flights and one IFR cross-country flight.
I enjoyed that this product came bundled with the PC Software Simulator. As expected after watching the video I wanted to jump in the cockpit but I did the next best thing and used the G1000 Simulator to try some of the steps shown in the video. Repetition is one key to learning and retaining lessons and tips learned from the DVD.
I strongly recommend this product as it is a great resource for pilots planning to fly the glass cockpit. However, the one shortfall of all DVDs is they are limited in what they can cover, and follow a pre-determined path. I suggest complimenting this DVD training course with Max Trescott's G1000 Glass Cockpit Handbook which will give you an in-depth resource that will help you to continue to learn while also leveraging your new G1000 simulator.
There is still some debate as to whether or not glass cockpits make flying safer. Either way, they sure are fun to fly. So use these DVDs to learn how to enhance your flying experience.
March 24, 2009
All of my 2009 flight experiences have been in the G1000 enabled Cessna 172SP. I took a few introductory flights with an instructor then most recently flew a short solo cross country to continue to build both confidence and proficiency in the Glass Cockpit.
I have had the privilege of checking out several products that have been designed to help pilots transition into the glass cockpit and wanted to share my reviews with you.
Garmin G1000 Cockpit Poster Sporty's offers a free Garmin G1000 Cockpit Poster with an order over $4.50. If you are already planning on placing an order with Sporty's add this to our shopping cart before checking out. I found it to be a valuable reference while trying to memorize the location of the G1000 knobs and keys. I kept it laid out on a table while referencing many of the materials listed below.
Max Trescott's G1000 Glass Cockpit Handbook
I know several pilots that have transitioned into the glass cockpit and nearly all of them used and highly recommended Max Trescott's line of products. Max is a Master CFI and Master Ground Instructor that was named the 2008 National CFI of the Year. He did an excellent job of cataloging his knowledge on the G1000 in the Max Trescott's G1000 Glass Cockpit Handbook. I found it to be a quick and easy read that provided many valuable tips for getting the most out of the G1000. Many of the tips Max provided where either overlooked by my CFI in my introductory flights and things I am glad I learned before bad habits formed. I think the G1000 Glass Cockpit is a must own manual for G1000 pilots. Read it once then keep it on your bookshelf or in your flightbag for future reference. The book can be purchased on Max Trescott's website for $34.95.
Max Trescott's VFR+IFR Garmin G1000 CD-Rom Course
I also checked out the complimentary CD-Rom course that Max Trescott developed for G1000 pilots. Much of the content that is on the CD-Rom is duplicated from the book but presented with narration and interactive imagery. If you are on a limited training budget you might be able to get by with either the handbook or the CD-Rom. Choose which is most appropriate for the way you prefer to learn. Personally, I enjoy having both options in my arsenal. I liked that the The CD-Rom did a good job of showing all the softkeys and how they interact with the different screens of the PFD and MFD. As, I have not gone through Instrument training yet I have not checked out the IFR CD-Rom. Priced at $99.95 this is the most expensive of the products I checked out.
Sporty's Air Facts: Flying Glass Cockpits
The Sporty's Air Facts: Flying Glass Cockpits video download is another great resource for the G1000 bound pilot. The advantage of the video is it shows the G1000 in action, not through screen captures and still images but through live motion video. You can see how the G1000 is likely to appear when you are behind the yoke. I liked the portability that allowed me to bring this along via my iPhone for viewing at my convenience. The one downside to a video compared to a manual or CD-Rom is it is harder to jump to a specific spot for reference purposes. It is a great product for getting an overview and introduction to the G1000 and the Avidyne FlightMax Entegra. The video can be downloaded directly from Sporty's for $9.95.
If you plan to fly the Glass Cockpit I highly recommend all of these great products. Safe flying!
February 1, 2009
On Saturday I went for my second familiarization flight in the G1000 enabled Cessna. On my first flight last week we spent most the time reviewing the basic functionality of the G1000 system. Saturday's focus was on how to handle failures and also how to use some of the advanced options such as flight planning and working with the autopilot.
I planned a 120NM cross country flight from Chicago Executive to Rockford (KRFD), De Kalb (KDKB), Schaumburg (06C) and then back to Chicago Executive. After firing up the Cessna my CFI showed me how to enter the entire flightplan into the G1000. We used two GPS waypoints and each airport to set our course. It took only a few minutes to get the hang of it and get the entire flight entered into the system.
My preflight briefing with Flight Service warned me of some light to moderate chop along the route and also some stiff winds. Sure enough as we climbed out of Chicago Executive we got tossed around a bit until we climbed above 2,500 feet at which point the ride became smoother. As I turned the plane west for Rockford we took on a direct 53 knot headwind slowing our forward progression to a measly 52 knots. I felt like I was back in my trusty Cessna 152 I used to train in. I did not mine the slow progression though as we had a beautiful view of the snow-covered farm lands below. It also allowed some time for me to learn how to use the autopilot feature. I was able to engage the autopilot to maintain our flightplan path and to maintain our altitude. It made for a very relaxing flight to Rockford.
As we approached Rockford we learned we would be following in a Boeing 767 which was cool. I have on shared runways with the big tin when flying into Midway. After making a nice landing at Rockford we taxied around to depart on their westbound runway. We had a beautiful view as I lined the airplane up on the centerline the setting sun was directly in front of us. I regret now not snapping a photo before departing. It has been a long time since I have been airborne during a sunset and forgot what a wonderful way it is to enjoy the end of a day.
From Rockford we headed southeast to De Kalb which allowed us to partially benefit from the strong winds from the West. It was after departing De Kalb that we started flying east and now enjoyed the 53 knots of wind as a tailwind. All of a sudden we were cruising along at a ground speed of just over 170 knots.
As we approached Schaumburg it became apparent we were going to have an extremely strong direct crosswind so we decided not to make an landing. Instead we continued on to Chicago Executive for my first night landing in nearly two years. I forgot how your perspective changes at night and flared earlier than I should have and our landing was not nearly as smooth as I would have liked. Though, not even a less than stellar landing could dampen my mood. I love flying this 2 year old Cessna with the G1000. I am now signed off to fly it and look forward to enjoying flights in this plan in 2009!
January 25, 2009
Mother Nature was kind enough to let me go flying this weekend. Although she kept the snow and high winds away, I did have a chilly 8° pre-flight experience. After a 15-minute pre-heat of the engine the plane was ready to fly. Yesterday's flight was a fun learning experience for me. It was only my second flight in a glass cockpit equipped airplane. With all the other Cessnas booked for the weekend I had the choice to see another weekend go by without flying or check out the 47TN and its G1000 Glass Cockpit.
In order to better prepare for this flight I downloaded Sporty's Flying Glass Cockpit video. This helped me learn the ins and outs of the G1000 glass cockpit. I highly recommend the video to anyone looking to fly in a glass cockpit. On top of that video, when I arrived at the airport the CFI I was flying with sat me down and walked me through a computer-based demo of the G1000. The combination of the video and software tutorial made me feel much more comfortable in the G1000 cockpit.
I can see how it is often said that the biggest problem with the G1000 is remembering to look outside the cockpit. The combination of great data, traffic advisories and weather information could be construed as information overload. But I think it provides information that can make your flying more precise and safe if used properly. One of my favorite features was the last call playback. After being advised by the Kenosha tower with instructions for entering the pattern and runway to use my instructor showed me that if I forgot or misunderstood the last call I could hit the playback button and hear it again. This is wonderful as it allows me to double check what I was cleared for without me having to clutter up the airways with a repeat of the call.
I realize now that my FBO is acting like a drug dealer. Giving me just a taste of the G1000 knowing now I will not want to go back to my standard Cessna 172 with its antiquated steam gauges. This plane 47TN is only two years old and even offered seat belts that included air bags (I had no idea these even existed). This is a long way from the Cessna 152 I took on my introductory flight over five years ago that had more duct tape than seat fabric inside the cockpit.
I plan on taking one more flight with a CFI next weekend so that I am checked out to fly the G1000 Cessna 172 whenever I want. On the next flight we will review the flight planning functionality the G1000 offers and also how to deal with screen failures or other emergency situations in relation to the G1000.
January 23, 2009
I am hoping to log my first hours of flying in 2009 this weekend. The weather looks to be cold but clear enough for me to fit in a flight. The only plane that was available was the Windy City Flyers Cessna 172 that is equipped with the G1000 glass cockpit.
I have only flown a glass cockpit equipped airplane once before when I had the chance to take a flight down the Hudson River to check-out the New York City skyline. After that flight I posted "After spending all of my flight time flying with traditional gauges I expected to be overwhelmed by the glass cockpit displays. But, I found them easy to read and relatively intuitive. I can see how it would take 10-20 hours to master the use of the system but after a little over an hour I was starting to understand where I needed to look to find the relevant information."
That was nearly two years ago so I am sure that the glass cockpit will seem foreign to me again but I am looking forward to giving it another try. I will update you on my experience after the flight.
May 23, 2006
A couple of months ago I read a great feature article in Pilot Getaways Magazine about a general aviation corridor that allowed general aviation aircraft to fly along the Hudson River to see the skyscrapers of New York City from Window-height. After reading the article I knew I needed to give this flight experience a try. While visiting some family in New Jersey my wife and I had the opportunity to fly along side New York City in a Cessna 172 SP.
In looking for places to start this flight from I came across Lincoln Park Wings based at Lincoln Park Airport, a single strip runway in Northern New Jersey. Lincoln Park Wings offers a pre-planned scenic flight of the Hudson River in a Cessna 172 complete with a Glass Cockpit. I mentioned I was a private pilot and they ensured me I could fly the route with the Certified Flight Instructor.
This flight would include many firsts for me. It would be my first flight in New Jersey or New York and be my first experience in a glass cockpit. According to Wikipedia a glass cockpit is "...an aircraft cockpit that features electronic instrument displays. Where a traditional cockpit relies on numerous mechanical gauges to display information, a glass cockpit utilizes a few computer-controlled displays that can be adjusted to display flight information as needed."
After spending all of my flight time flying with traditional gauges I expected to be overwhelmed by the glass cockpit displays. But, I found them easy to read and relatively intuitive. I can see how it would take 10-20 hours to master the use of the system but after a little over an hour I was starting to understand where I needed to look to find the relevant information. If you have access to a plane with a glass cockpit I would highly recommend checking it out. You can read more about flying a glass cockpit at CockpitMentor.
Flying in a crowded airspace such as surrounds New York the features of the Garmin 1000 came in handy. It gave a clear visual image of where the different airspaces were located and helped us to ensure we did not violate any of them. The system also tracks other aircraft and would announce if traffic were near which happened occasionally as there is a variety of helicopter traffic in New York. By looking at the device you could easily determine where the traffic was and then look outside the cockpit to find it and ensure you stayed out of each others path.
Many pilots have said that in their early flights in a glass cockpit that they have troubles maintaining their normal practice of conducting visual scans of the horizon for aircraft and get caught up looking at the digital screens. Luckily, having the beautiful scenery of the New York City Skyline ensured I would keep my eyes out of the cockpit.
Our flight took us over some beautiful neighborhoods of Jersey and then over the Hudson River just North of the George Washington Bridge. We flew about 800 feet over the river which put us even with many of the buildings in New York. I am familiar with New York but it is seeing New York from this vantage point that really helped me understand what an amazingly huge city it is. Central Park for instance is much larger than I had ever imagined. We had a great view of the Concorde and SR-71 that are on display with the USS Intrepid Aircraft Carrier Museum. After passing by the city for the first time we came up to a beautiful view the Statue of Liberty before making a 180° turn to go back up the Hudson.
During the flight I had an enjoyable conversation with the CFI, Michael, who is teaching in NJ over the summer between years at Embry Riddle. I always enjoy the conversations I have when I have an opportunity to fly with other pilots. After completing our scenic tour of New York I flew us back to Lincoln Park, playing with the glass cockpit on the way. As, I mentioned before Lincoln Park is a small airport with a runway that is less than 3,000 feet long and only 40 feet wide which leaves little room for error on landings. But, despite making my first landing in over a month we made a smooth landing to conclude a wonderful flight.
I highly recommend any pilot that has the opportunity to fly the Hudson River Corridor to do it, check out Lincoln Park Wings while you are at it. I put up a gallery of my photos from the flight on Flickr.