Civil Air Patrol New Jersey Wing 2014 G

Civil Air Patrol – New Jersey Wing 2014 G 1000 Presentation For IFR Pilots Maj William J. Doyle, Jr. Civil Air Patrol, New Jersey Wing, Stan. Eval Officer Check Pilot Examiner / Check Pilot / Instructor-Pilot CFI A&I, AGI, IGI, CFAI, FAAST Rep (PHL) 23 SEP 2014

How Good Are Your IFR Skills? 09/04/2004 En Route KMIV to KDYL in Cirrus SR 20

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 NSD 1000 HSI 68 S 85. 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

Anything Wrong With This Picture? Yellow: terrain > 100 feet < 1000 feet Green: terrain > 1000 feet Red: terrain within 100 feet Garmin G 1000 Simulator version 9. 03 with SVT

So What Do You Think? CFIT in the Making? Red: terrain above flight path Garmin G 1000 Simulator version 9. 03 with SVT

Night VMC Takeoff Accident in T 182 T G 1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – N 881 CP – NTSB Factual Report – click link below http: //www. ntsb. gov/aviationquery/Gen. PDF. aspx? id=SEA 08 FA 023&rpt =fa – NTSB Probable Cause – click link below http: //www. ntsb. gov/aviationquery/brief. aspx? ev_id=20071121 X 01832 &key=1 – Crew Experience and FAA Certificates • Pilot (left seat): – ATP AMEL, Commercial ASEL, 25, 000 hours total time, G 1000 trained (74. 7 hours G 1000, 34. 2 hours in accident airplane) • Pilot (right seat): – ATP AMEL, helicopter, CFI, AGI, IGI, 28, 000 hours total time, not G 1000 trained

Night VMC Takeoff Accident in T 182 T G 1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – N 881 CP – 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 (L 00), 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.

Night VMC Takeoff Accident in T 182 T G 1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – N 881 CP – 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 T 182 T G 1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – N 881 CP – NTSB Findings 1. 2. 3. 4. 5. (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 a) Ethanol b) Diphenhydramine (Benadryl) 6. (F) PROCEDURES/DIRECTIVES - NOT FOLLOWED - ATC PERSONNEL (ARTCC) 7. (F) SAFETY ADVISORY - NOT ISSUED - ATC PERSONNEL (ARTCC) – Legend • (F) – Factor • (C) – Cause

Night VMC Takeoff Accident in T 182 T G 1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – N 881 CP – 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 G 1000) – VGT Northtown Three Departure from Runway 30 L uses 415 feet per NM • 415 / 6076 * 100 = 683 FPM – VGT Boulder City One Departure from Runway 30 L uses 367 feet per NM • 367 / 6076 * 100 = 604 FPM • Do not depend on ATC for terrain separation • File for an instrument departure • Know the airplane’s equipment – See G 1000 illustration on terrain avoidance

Night VMC Takeoff Accident in T 182 T G 1000 - CFIT • Controlled Flight into Terrain (CFIT) with two fatalities – N 881 CP – G 1000 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

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

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.

National List of GPS Approaches • http: //www. faa. gov/about/office_org/headquarters_offices/ato/service_units/ techops/navservices/gnss/approaches/

National List of GPS Approaches • http: //www. faa. gov/about/office_org/headquarters_offices/ato/service_units/ techops/navservices/gnss/approaches/ - scroll down

National List of GPS Approaches • http: //www. faa. gov/about/office_org/headquarters_offices/ato/service_units/ techops/navservices/gnss/approaches/ - scroll down

National List of GPS Approaches

National List of GPS Approaches • http: //www. faa. gov/about/office_org/headquarters_offices/ato/service_units/ techops/navservices/gnss/approaches/

National List of GPS Approaches • FAA Spreadsheet of GNS-GPS/WAAS Approaches (Last Updated 07/24/2014) http: //www. faa. gov/about/office_org/headquarters_offices/ato/service_units/techops/navserv ices/gnss/approaches/ http: //williamjdoylejr. net/WFC/Master. RNAVs_2014 -07 -24. 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.

Standalone GPS Approaches – NJ

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

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 + V – LNAV/VNAV • Narrower Obstacle Evaluation Area – LPV

RNAV/GPS Approach Minima – Obstacle Evaluation Area

Autopilot Approach Reference Slides for Cessna G 1000 Power. Point Presentations • Cessna G 1000 with KAP 140 Autopilot – Slides 239 – 279 • CDI Nav Source Change and ROL Mode slides 262 - 265 • Missed Approach Procedures slides 268 - 279 • Cessna G 1000 with GFC 700 Flight Control – Slides 273 - 302

What Are the Risks in Flying a Technologically Advanced Aircraft (TAA)?

What Are the Risks with Flying TAA? • Risk: Lack of Pilot Proficiency – Mitigation: study, study then practice, practice • Get the Garmin G 1000 for Cessna NAV III simulator • Download training videos, manuals (PDF), flight planning lessons • Get some ground instruction and flight instruction from your CFI

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 AOPA Fly. Q 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

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, appropriate revise your personal minimums

What Are the Risks with Flying TAA? • Risk: Thunderstorm Penetration – Mitigation: Avoid thunderstorms • Do not use Nex. Rad or Strike Finder features to penetrate thunder Storms • Use Nex. Rad or Strike Finder features to avoid thunder Storms – Preferably by putting the T-Storms at your six o’clock

What Are the Risks with Flying TAA? • Risk: Thunderstorm Penetration

What Are the Risks with Flying TAA? • Other Things You Should Consider – Near real-time weather – 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

What Are the Risks with Flying TAA? • Foster/practice continuing pilot education and self-study • Cessna G 1000 Reference Manuals – Cessna Nav. III G 1000 Cockpit Reference Guide Oct 2011 Rev A – Cessna Nav. III G 1000 Pilot Guide Oct 2011 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 -15 B) – Instrument Procedures Handbook (FAA-H-8261 -1 A)