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Simtech Aviation

RNAV Equipment Airworthiness Part 2 of 2

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How do I determine which GPS procedures my G-1000 Cessna is legal to fly?

Here is part 1 "How do I determine which GPS procedures my airplane is legal to fly?"

Cessna does things slightly differently.

If you look in Section 2: Limitations of the AFM of a G-1000 equipped Cessna for what procedures are approved, it will direct you to look at the Garmin “Cockpit Reference Guide,” for more information.  Software is a huge component in the capability of modern avionics and is updated fairly regularly, which may add capabilities to the avionics, so Cessna defers to a supplemental avionics manual for the final answer. 

For all the Cessna models you can find certification and approach information in the cockpit reference guide.  You’ll also see the Garmin Cockpit Reference Guide as a required item on the Kinds of Operations Equipment List in all G-1000 Cessna models.  See the attached excerpts of a Cessna AFM and the Cockpit reference guide.

C172S-G1000-FMSupplement pg Cessna g1000 LPV Cessna g1000 TSO

Can my 1968 airplane fly to LPV minimums on a GPS approach?

If you got this far you might be saying, “That’s great, but I fly a 1968 Bonanza with a brand new WAAS GPS, my AFM was written before GPS was invented, how do I find what procedures can I can fly?”  In this scenario we’ll say that a G530W or a GTN750 was installed in the vintage airframe - this is not Bonanza specific information. 

The flight manual supplement will hold your answer in this case.  The supplement is formatted in the exact same order as a standard contemporary AFM.  That means you’ll look in section 2: Limitations for the approved procedures.  Find AFM supplement excerpts below for the 530W and GTN750.  

The AFM supplement MUST be onboard the aircraft, it is part of the airworthiness documentation for the aircraft - even if your aircraft is not required to have a POH or AFM onboard.  

One other document with mentioning here is form 337, “Major repair and alteration.”  This is a maintenance document that you can find with the aircraft maintenance logs and AD compliance sheets.  You’ll want to take a look at the associated 337 to prove that the unit was properly installed. More importantly, the reverse side of the 337 has “instructions for continued airworthiness.” The requirements for continued airworthiness are required to be completed and logged as specified (usually at annual).  If you’re buying a used airplane, then there should be a collection of form 337’s, assuming some updates to the avionics or other systems have been made since the plane rolled off the factory floor, otherwise the installation is not airworthy.

GTN750 AFM Supplement excerpt:

gtn-750-LPV

GNS530W AFM Supplement excerpt:

GNS530W-lpv

Form 337 for a GNS530W installation, front:530-337-1

Form 337 for a GNS530W installation, back:Form 337 for a GNS530W installation, back:

Communication (COMM) radios in the Airplane

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Communication (COMM) Radios Setup in Airplane

Setting up the aircraft Comm radios is a critical part of workload management and is one of the items that lack standardization. Many people set up their radios in a haphazard manner, without purpose and without understanding the potential problems that can arise.

Let's go over our recommended VHF radio set up in the airplane:

Comm1: Clearance, Ground, Tower, CTAF, Dep/Arr. Center

Comm2: Weather, Clearance (optional), UNICOM, and 121.5.

This setup will work in most modern airplanes. Regardless of the antenna locations. 

The antenna location is an important consideration because VHF radios work via line of sight. On many airplanes, the antenna for Comm2 is on the underside of the airplane while Comm1 is on top of the airplane. Structurally congested areas (hangars, buildings, or equipment), can block the signal from Comm2 radios located underneath the airplane. For this reason, we recommend the above set up for your VHF radios. 

Simple, right? Yet many people overlook this issue or are unaware that it is a potential problem. By setting our frequencies the same way every time we can standardize our procedures and prevent inconsistencies from creeping into our flights. 

121.5 (commonly referred to as guard frequency), is more than just an emergency frequency. It is a common frequency continuously monitored by both ATC and commercial operators. Pilots in non-emergency situations can and do communicate on it. 121.5 is often used to relay messages from ATC to aircraft that are out of ground facility range or who have missed a handoff to the next frequency. When ATC needs to contact you but cannot reach you, they will often do so first on 121.5. Maintaining a constant “guard” on 121.5 with Comm2 is standard practice. What does this mean to you? If you screw up a frequency (which happens to all of us), ATC can get a hold of you quickly. 

Here is the correct way to set up your radios after getting your clearance (even for VFR pilots).

This is a recipe for success. Do not be tempted to get creative, you will screw it up. Keep it standardized.

Common Problems:

Main scenario:

Using Comm2 to set  Departure frequency? Many pilots obtain their clearance, write the departure frequency down and set up the departure frequency in Comm2. After takeoff, they need to adjust the Audio panel to transmit on Comm 2 because that is where they have set the departure frequency. This switching back and forth between Comms 1 and 2 is a recipe for disaster and causes errors to be made. Often setting 121.5 as a monitor only frequency is completely forgotten in this process.

Best Aviation Gifts

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The Best Aviation Gift for Pilots!

There is something unique about those of us who love aviation! When it comes time to give an aviation gift, it can be a real challenge. Because we love to share our passion for aviation, we want to provide some aviation gift recommendations for your loved one. 

Randolph Sunglasses ($$): Their Aviator sunglasses are iconic! While is a personal choice, their "23k Gold" work very well for flying because they are light enough when you are flying in the clouds, but dark enough when is sunny.

Wall Clock ($)

Having an aviation-themed wall clock will let everyone know, you love aviation. You can select from an Altimeter, Airspeed Indicator, or attitude indicator. The Altimeter version is my favorite because the needles are similar to the real instrument.

Everything Explained for the Professional Pilot ($)

Don't let the title discourage you. This book is a great source of reference material for anyone looking to start or to continue working on their flight training.  The book comes in electronic (app), and paper versions. Both versions are good.

Pilot Logbook ($)

While many pilots have switched to the Electronic Pilot Logbook, the paper version is much more personal. This is a great gift for a new pilot. Make sure they record their flight experience with a solid looking pilot logbook.

Bose A20 Headset ($$$)

This is the top of the line aviation headset. We recommend getting the Bluetooth Version.

Before you buy this gift, pay attention to the headset connectors. Not sure what they use? Ask them to talk about their headset, and pay attention to the plug: 2 plugs (most common), single plug (big version of an audio jack) or some futuristic looking plug.

The latest Bose aviation headset is the Bose Proflight Headset. This is mainly for quiet airplanes. If the airplane they fly has propellers (fan looking blades), just get the A20.

Yes, they are other brands of headsets. But overtime, the extra few hundred dollars will really pay off, The A20 is truly a great headset.

iPad Mini ($$)

The iPad Mini is the way to go for pilots. Make sure you get the CELLULAR version ( you don't need to pay for the data subscription), because that one has the build in GPS, which your pilot will need. The size does not matter too much, but the versions do. Some apps stop working with older units, it is very important to try to get the latest model.

Ram Mount ($)

If you get an iPad mini as an Aviation Gift, you will need a strong mounting device. We have flown with the Ram Mount in small airplanes and in airliners. It works! This version only fits the iPad Mini.

Daron Astronaut Doll (Female - Blonde) in Orange Suit

My daughter has loved her “Space Girl” since she was 4years old. Why aim for the sky when you can go to space?

Aviation Leggins($)

You can print the aviation sectional chart of your local area and overlay it on several articles.

Discovery Flight ($$)

Find a local flight school and give them a call. There is usually a very short discovery flight and a longer discovery flight. This is a great gift if your loved one is new to aviation.

Simulator Lesson ($$)

Our 2-hour lesson simulator lessons can be tailored for both serious pilots and for youth interested in learning about aviation. Depending on the lesson of experience we tailor each lesson.

Home Flight Simulator Gear:

Hardware

Yoke and Throttle Quadrant ($$): Honeycomb Alpha Flight Simulator Yoke and you will need Additional Logitech/Saitek Flight Simulator Throttle Quadrant

Rudder Pedals($$): Logitech (Saitek) Flight Simulator Rudder Pedals

The Logitech Flight Sim Joystick($) has all the basic functions of the yoke, throttle quadrant, and rudder pedals all-in-one

Software:

Flight simulator requires a pretty strong computer if you want them to look like the one in the marketing videos. You can lower the graphics requirements in a more basic computer.

Microsoft Flight Simulator 2020 ($) Only works on PC

X-plane 11 ($) Work on Mac and PC

X-Plane Flight Simulator (Free) for iPad only* But you can buy airplanes in the app.

Home Flight Simulator Lesson($) We provided virtual lessons from Simulator to ground school to prepare for the checkride.

Didn't find what you were looking for?

Here are some stores that will help you in your search:

 

Banyan Pilot Shop Located in Florida, this store is one kind.

The Airplane Shop One Store, located in New Jersey, sells high-quality static model aircraft, among other things.

Sportys Online Very well known aviation store.

If you have more ideas, please let us know in the comments below.

Best Flight Training Airport from NYC

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What Is the Best Airport for flight training if you live in New York City?

The closest flight training airports to New York City are in New Jersey, Long Island and White Plains.

 

Let's start with the obvious: Newark Airport, JFK, LaGuardia, and Teterboro ARE NOT Flight training airports.

If you live in New York City, you are liable to pick the lesser of several evils.

If you are looking to do your flight training in Long Island:

Long Island, NY: The two most popular airports are Long Island MacArthur Airport (KISP) and Farmingdale Republic Airport (KFRG). There are also other airports such as:

Brookhaven Airport (KWV), Francis S Gabreski Airport (KFOX),  East Hampton Airport (KHTO).

Farmingdale Republic Airport (KFRG)

This is one of the busiest airports in the area! Many people from Brooklyn and Queens and, of course, Long Island use Republic as the primary flight training airport. It is not uncommon to wait 30-45minutes when the airport is busy to get off the ground. It takes over an hour to reach Farmingdale Republic Airport via LIRR from Penn Station on the Ronkonkoma line.

Long Island MacArthur Airport (KISP)

The airport operates under class Charlie airspace with a fully operational control tower. There is some commercial traffic, but it is less busy than surrounding airports, and by all reports, time spent taxiing and waiting for takeoff is minimal. It will take about 2 hours to drive to MacArthur Airport from New York City.

White Plains Airport (KHPN)

Located about 1:30 minutes north of New York City, you can reach White Plains Airport from Penn Station and Grand Central. A mix of General Aviation, Corporate aviation, and limited Airline service makes for challenging operations.

New Jersey flight training airports are:

Morristown Municipal Airport (KMMU),  Essex County Airport (KCDW),  Linden Airport (KLDJ), Lincoln Park Airport (N07).

There are other airports: Solberg-Hunterdon Airport (N51), Somerset Airport (KSMQ),  Flying W Airport (N14), Central Jersey Regional Airport (47N), Princeton Airport(39N).

Essex County Airport (KCDW)

Is less busy than Farmingdale Republic Airport. Several of flight school options. Essex County Airport is about 45-1:30 minutes from NYC.  NJ Transit operates a bus Route (# 46) from the Port Authority. Make sure you use the app or buy tickets before getting on the bus.

Morristown Municipal Airport (KMMU)

Is about 1 to 2 hours from New York City. Public transportation is available via NJ Transit from Penn Station to Morristown Station on the “Morris & Essex Line.” Morristown Municipal is one of the biggest General Aviation Airports in the area.

Lincoln Park Airport (N07)

It is the only non-towered airport near New York City, but it has a restaurant at the airport. There is service on NJ Transit from both Penn Station and the Port Authority. Lincoln Park Airport serves Primarily as a helicopter training field.

Linden Airport (KLDJ)

The only thing that is charming about Linden Airport is the location. However, its location just south of Newark can present a very challenging environment for a new pilot. There are only two flight schools at Linden Airport. There are also helicopter operations.

 

Many of our clients have helped us put this spreadsheet together to help you join our aviation community!

Here you will find information that they have collected about flight school in New Jersey and New York

Flight Training Cost

Flight-Training-Cost-New-York-New-Jersey

Flight Training Cost in NY/NJ Area!

This is one of the most commonly asked questions, and yet the answer often begins with, “It depends.”  Between $12,175 to $32,250. Why the big difference in the cost of flight training to earn a Private Pilot Certificate?

How much does it cost to earn a Private Pilot Certificate in the New York/New Jersey area?

How do you get charged for the airplane?

You normally book the airplane for a two-hour lesson. But you will only get charged based on the HOBBS meter. The HOBBS meter generally runs from when the engine starts until the engine stops. It is a meter, similar to what a taxi meter does; once the meter starts, you are paying.

In a two-hour lesson, you might only fly 1.2 hours or (1 hour and 12 minutes.)

There is another meter named TACH. Some flight clubs charged via TACH meter. The main difference between the HOBBS and TACH meter is that TACH does not count when the engine is in a low power setting. The TACH meter is mainly used for maintenance.

How do you get charged for Instructor time?

Generally, when you book a two-hour lesson, you should expect to pay the instructor for the full two-hour lesson.

In other words, if you book a lesson, expect to pay the instructor for the amount of time you booked.  Example: If you already know how to do the airplane pre-flight, and you showed up right on time for the lesson, and the instructor was waiting on you, it’s not uncommon for the flight school to charge you for the instructor time, as they are ready and waiting for you.  On the order hand, if the instructor is running late and lands 10 minutes late on a prior lesson, you should not pay for the 10 minutes the instructor is late.

Expect that you may only fly an hour and a couple of minutes on a flight lesson. The remainder of the 2-hour lesson is spent in ground training, briefing the goals and what you will accomplish on that flight, and a short post-flight briefing, assessment, question, and next lesson session.  DON’T SKIP THE BRIEF.  Brief the flight, fly the brief.  You need to have clear goals set before each flight.  It’s also important to get an assessment of your progress post-flight, even if it is an email or text, and should include items to prepare for the next lesson.

The exact amount of time spent on the Pre/Post flight brief will vary through your training.  In the beginning, it is about 1hour because the instructor has to teach you the skills for you to get the airplane on the way, but as you progress, the briefings can be abbreviated.

Expect something like - a two-hour lesson: 1.2hrs for the airplane, 2 hours of instructor time, including the 1.2 airplane time, and .8hours of PRE/POST flight brief.  As you progress in your flight training, it could look like 1.7hours in the airplane, and 1.7 for the instructor airplane time, and .3 for PRE/POST.

Does 141 vs. 61 make a big difference for a Private Pilot Certificate?

Short answer, NO. The main reason is that it is challenging to finish a private pilot at 35 hours (the reduced number of hours common in most 141 schools.)  The only way to finish a private pilot certificate in the NY/NJ Area is by flying 2-3 times a week and studying on the non-flying days.

If you find a Part 61 flight school with a syllabus, and the instructor uses it, it's pretty much the same as a 141.  Look for established schools with instructors that use a structured syllabus and preferably conduct “phase” checks - or opportunities to fly with senior instructors at critical junctures in your training, such as before solo.

Here is the breakdown of costs to earn a Private Pilot Certificate:

Why is the national average 80-100 flight hours to earn a Private Pilot Certificate in New York/ New Jersey?

Is a busy region is a simple answer. Just like the roads in the area, the airspace is congested and strewn with “potholes.”  It is not uncommon to spend 30-45 minutes waiting on the ground to take off at airports like Farmingdale or Cadwell in NJ.

Then, of course, if there was congestion getting out, there is congestion coming in.  Further, due to airspace considerations for the large airports in the area, it takes about 15-20 minutes of flight time to get to the practice area where you are free to practice your maneuvers.

The other major factor in the NY/NJ area is (hate to say it) the weather.  Not all days are suitable to fly in a light aircraft.

What Can you do to earn your Private Pilot Certificate closer to 40hours?

Study, study, study.

  1. Get your FAA Written out of the way before you start flight training; learn more on our blog.  Look into “self-study” courses for the written test.
  2. Use a home flight simulator! There are many procedures you practice at home. Visit ReadyRoger.com to find a coach to help you study at the home Flight simulator.
  3. Use a Certified Flight Simulator! Many Flight School instructors and even pilots will discourage using a simulator at the Private Pilot level. Yes, you need to learn to fly the airplane, but there are many procedures you need to learn to make them second nature. Learn more
  4. Explore fast-track programs in areas of the country where good flying weather prevails.  This will require traveling to Florida or the southwest US for an average of 2 weeks to 2 months, depending on your situation.

After I get my Private Pilot, can I get a job as a pilot?

NOOOOO. Private Pilot only allows you to have an equal share of the expenses of the airplane. Visit our blog on how to be a pilot as a career.

I’ve seen videos on YouTube that say I can get my private pilot’s certificate for under $X thousand. Why do you say it is so much more expensive?

It’s not uncommon to find “hacks” that claim to save you beaucoup bucks.  Most of these are mathematical exercises that might add up on paper but have little relationship to the realities of operating airplanes in the airspace system.

If you train out of a cornfield in Iowa and fly to one airport with a control tower once or twice during your training, then, yes, you might be able to get your certificate in the minimum number of hours.  However; just like the tourist in midtown who causes a sidewalk pile-up at rush hour because they want to stop and look at the Empire State Building (or is that one the Chrysler building, honey? Which way is uptown?); you will only prepare yourself to get into trouble if you come to the “big city” airport.

The reality is that the complex airspace in a major metropolitan area will cost you some additional flight time and dollars.

The advantage to training in more congested airspace is that you will be prepared to operate in any area of the country or world, for that matter.

Working with the Challenges of Flight Training

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Working with the Challenges of Flight Training

You’ve been staring at the sky too long and have finally decided to take the leap into flight training. It’s been a dream of yours and you know that now is the time to engage but some questions may arise. “What’s the process and how do I start? How much is it going to cost? What if the time requirement becomes difficult to maintain?”

Working-with-challenges-flight-training-new-york-Simtech

These questions are quite common and the journey to becoming an airman or airwoman may sometimes present challenges. We’ll guide you through a few of them here and provide you with a better understanding of how to manage them so you can obtain that coveted private pilot certificate!

Learning New Skills on the Fly

A discovery flight is usually the first introduction into your flight training, testing the waters, so to speak.

From that initial flight up until you fly solo, your instructor will have you perform certain procedures and you may not know why you are doing them.

However, after some time you’ll understand how they lay a foundation for the rest of your training. You may be in a hurry to practice landings in preparation for those solo flights but first, you must lay a foundation. This is a crucial step during the initial hours of flight training.

Example terms to look out for:

A power-on stall: is to simulate what happens if you have too steep of a climb on takeoff

S-turns: that’s supposed to get you thinking about the wind and its effect on your airplane in flight

Steep Turns: even if you have no intention of making dramatic turns during a normal flight, you’ll need to be able to prevent your airspeed or altitude from getting out of control, should the occasion arise

Some students tend to get held up on these initial maneuvers (including landings) and it’s easy to become discouraged. It’s okay to have uncertainty but remember that everything in training has a purpose. Perseverance is key, so if you focus on practicing, you will get to that first solo!

Manhattan Flight Club vs. Simtech Aviation

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Manhattan Flight Club vs. Simtech Aviation

In this article we compare the differences between Manhattan Flight Club and Simtech to help you make the best choice when it comes to developing flying proficiency — especially with instrument procedures in New York City.

How does Simtech compare to Manhattan Flight Club?

Flight Training

First, let's talk about effective training. To have effective training you need seasoned and professional instructors who gauge your current aviation experience and proficiency to create a plan of attack towards accomplishing your goals while developing positive learning. Simtech has a cadre of airline pilots who have a passion for teaching and instruction. Our instructors bring an endless pool of experience to every lesson.

Manhattan Flight Club allows a student to use their facilities and simulator solo without an Instructor.  

Simtech believes that the best learning takes place under the watchful eye of a pilot and certified flight instructor. It is Simtech’s position that a student practicing the same approaches or procedures, the right way, with an instructor, accomplishes positive learning. 

Superior Technology

Simtech uses the  GTX Garmin G1000/ G1000 NXi simulator.  An Advanced Aviation Training Device from Precision Flight Control (PFC) and can model different aircraft types, ranging from single-engine piston to multi-engine turbine aircraft.  Changing the features of the G1000 system to match the selected model of airplane. The flexibility of the simulator allows us to create a tailored training solution for each individual client. 

If you’re a Cessna T182 or Baron pilot, you want to use a simulator that best models your aircraft’s performance. 

At the time of this writing the Manhattan Flight Club uses a Redbird TD2a Basic Aviation Training Device (BATD)and a  BATD time can not be counted towards required aeronautical experience requirements for the Commercial pilot certificate. 

The TD2 can only emulate generic single engine airplane. Lacking a dedicated instructor station, and lacking  many features of the Garmin G1000. 

Why train on a  Precision Flight Controls (PFC) GTX G1000/G1000 NXi? 

The  Precision Flight Controls (PFC) GTX G1000/G1000 NXi can model different types of aircraft and their respective performances allowing you to become more familiar with the aircraft you plan on flying. 

A G1000 Simulator is much more than just having the knobs placement and push button function allowing for accurate muscle. It does a lot more than that. The TD2 MFC has can do the same. There is more than just learn the knobs. there is the realistic features of the system, from autopilot usage, navigation, aircraft systems.

That is cool technology but what is cooler is actually have the proper knobs, push buttons, a true PFD/MFD, and the Garmin G1000 avionics TRUE features and automations. Simtech’s PFC GTC G1000/G1000 NXi has full PFD/MFD displays — exactly like you will find in your aircraft. Allowing for accurate muscle and procedure learning by using the real push buttons and knobs. 

The Manhattan Flight Club’s Redbird TD2 uses a  computer screen to serve as the G1000 and all of its accompanying push buttons and knobs. 

Unbeatable Combination

Overall, Simtech’s flight simulator provides  higher fidelity simulation and controls with navigation databases updated in real-time, to truly bring you a one of a kind flight training experience. 

Having a more realistic experience along with an over the shoulder certified flight instructor provides a perfect practice. 

Electronic Flight Bags

Simtech has two iPads with Foreflight with the Jeppesen Charts and FAA. Allowing the pilot to experience the difference  between the two formats at no added cost. You are welcome to bring your own iPad with other EFB apps, such as Garmin Pilot, the Georeference option can be synced with the simulator. 

Manhattan Flying Club you need to bring your own. Which is you are coming between lunch brake or afterwork, you might not have your EFB with you.

Certified Flying Credits 

Let’s  compare the differences between aviation training devices. The FAA allows the following flight training credits for each of the above training devices:

Manhattan Flying Club uses a Basic Aviation Training Device (BATD) which allows credits for:

  • 2.5 hours for Private Pilot
  • 10 hours for Instrument rating
  • Allowance for meeting instrument currency requirements

Simtech uses an Advanced Aviation Training Device (AATD) which allows credits for:

  • 2.5 hours for Private Pilot
  • 20 hours for Instrument rating
  • 50 hours for Commercial Pilot
  • 25 hours for Air Transport Pilot

Curated Events and Gatherings

At Simtech we actively engage with the broader aviation community to bring our clients together for structured, well organized, educational seminars — allowing our team of professional pilots and instructors to guide the discussion while encouraging attendees to interact and discuss the subject matter together. 

We are always developing targeted group training events for kids, aspiring aviators, student pilots, and experienced pilots alike.

Only at Simtech do you get the following:

  • Team of professional flight instructors bringing their airline flying experience to every lesson.
  • More accurate and higher fidelity simulator technology
  • Increased overall training credit toward Instrument rating, Commercial Pilot, and Air Transport Pilot certificates.

We have had clients report, when they leave Manhattan Flight Club and join us at Simtech, that MFC will host unstructured, non-educationally focused, meet-ups for its members in a very casual setting.

Manhattan Flight Club can’t come close to providing the same overall experience. In other words — they can’t touch this. 

Cirrus G1000 Perspective Simulator- New York

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Cirrus G1000 Perspective Simulator in New York or New Jersey?

One common question we get: “Is the Cirrus Perspective available in your simulator?”

One common question we get: “Is the Cirrus Perspective available in your simulator?” Short answer - no; however, most pilots who fly the Cirrus SR20/22 Perspective say it has many of the same features of the Garmin G1000 NXi suite - just in a unique Cirrus presentation. Our simulator models several single and multi-engine aircraft ranging from Cessna 172 to KingAir. While we may not have the keypad controller of the Cirrus SR22/20 Perspective -- we do have everything else. 

You might be wondering: If the Garmin G1000 NXi has all the features of the Cirrus Perspective, but is missing the keypad controller, how proficient will I become in all the advanced features that are part of the G1000 suite? And the higher-level G1000 NXi that is featured within the Cirrus SR20/22 Perspective?

Here’s our take on it: Even if you know how to fly in instrument conditions safely and how to use the G1000, there is always room to advance your skills. Think of the Cirrus SR20/22 Perspective avionics suite as a further evolution of Garmin’s G1000, but catered to the Cirrus airframe. The keypad controller brings a different level of pilot engagement, and the avionics are similar to using an aircraft’s flight management system. Ultimately, beyond the keypad controller, a proficient pilot still needs to know how to manage the G1000 NXi suite and the Garmin Autopilot GFC700. 

Want to see our simulator in action?

And that’s where Simtech Aviation comes in.

Flying a Cirrus SR2220 Perspective is a lot more than just pressing the “Direct to” button. You have to be familiar with using the integrated autopilot along with the flight management system, all while monitoring your aircraft’s fuel situation, engaging in advanced descent planning as you approach your destination, and, most importantly, being prepared to handle a system malfunction or emergency.

The Cirrus SR22/20 Perspective brings all of this information together in an ergonomic platform.

For our instructors, this is part of their daily life. It is second nature to them, as they do it everyday operating jets. They follow a set schedule of events and maintain situational awareness that has been fostered over years of professional flying and training.

We at Simtech Aviation have noticed that most instructors teaching at the GA level do not have the knowledge nor experience that our instructors have acquired flying as airline pilots.

The Cirrus SR20/22 Perspective have some pretty advanced features, which we use in our airliners, at much faster speeds, and with two pilots. So we ask: Can you keep up with the features and fly it as a single pilot?

Here is just one scenario we use with our customers who fly Cirrus SR20/22 Perspective airplanes:

We will select a G1000 NXi equipped single engine aircraft, such as a Bonanza and load the sim to start in San Luis Obispo (KSBP), California. We then ask the student to get a route to Santa Barbara (KSBA), California, file a flight plan and obtain an IFR clearance using our partners at Virtual ATC, load the flight management system, initialize and verify our routing and vertical planning, and set the flight director properly.

Once all of the housekeeping is complete, we will begin the flight. Somewhere, along the way, just like in airline recurrent training, some type of system malfunction will happen. This added workload will require the client to use all the features of the Garmin G1000 NXi software just like they would in their Cirrus SR22/20 Perspective aircraft to come to a safe conclusion of the flight - perhaps even having to divert to a new airport or continuing to the original destination, while flying in instrument conditions and working together with our ATC partners on Virtual ATC.

For most people this can take at least two hours. There are many questions along the way and our instructors are well-versed and seasoned to provide professional feedback and advice to our clients.

When Cirrus SR22/20 Perspective pilots come during recurrent to our simulator, we create different scenarios that force them to stay current on the features of the G1000 NXi system. These scenarios challenge them to dig deep into their knowledge of the G1000 NXi while stressing the importance of sound aeronautical decision-making. It is our goal at Simtech Aviation to help our clients find the best pilot versions of themselves. Our clients who are Cirrus SR22/20 Perspective pilots appreciate the various situation-based training that we develop and deploy as it breaks away from the monotony and moves them towards growth as a pilot.

The Cirrus SR22/20 Perspective is more than just a cool keypad controller coupled with a wonderful avionics package by Garmin. It can make life easier maneuvering the airplane by reducing workload. If, however, you lack situational awareness of how all elements of the system are working together -- you’re still at risk.  The simulator is a great way to learn and reinforce positive training of the G1000 NXi system, easing your transition to the aircraft. Plus, you’ll start using the keypad controller, and be a safer Cirrus SR22/20 Perspective pilot.

 

Learn about our: Accelerated IFR Training Courses

Come fly with us at Simtech Aviation and allow airline professionals and flight instructors to help you become a safer pilot using our FAA-approved AATD (featuring Garmin’s G1000 and G1000 NXi technology).

Need a Mentor?

Book a FREE 30-minute phone consultation with one of our instructors.

Book a Lesson

Sign up online for a two-hour lesson with an FAA-certified instructor in our Manhattan location, risk-FREE

Experimental Aircraft Association (EAA) Chapter 501

Experimental Aircraft Association (EAA) Chapter 501

Will be hosting a free airplane ride for kids as part of the Young Eagles Flight Rally on Sunday, August 25, 2019 at Lincoln Park Airport in New Jersey.

 

Free flights will be available for kids ages 8 to 17. The event hopes to grow youth interest in flying and lead to flight lessons with a certified flight instructor (CFI).

Members of the EAA Chapter 501 volunteer their time and airplanes to fly kids around the local area. Other members will help kids getting in and out of the airplanes. This is a great opportunity for kids to make new friends who are also in love with aviation. EAA Chapter 501 is creating a unique opportunity that allows kids to explore aviation!

Check out the EAA national organization's description of this program

Children will be flown on a first come first served basis. However a simple email with the number of children and their ages would be appreciated for event planning purposes. Email our program coordinator Allen Dunn at [email protected]

When you arrive at the airport all parents/guardians must fill out and sign the waiver agreement and flight registration record forms. These MUST be signed by a parent or guardian. Blank forms will be available at the registration desk at our base of operations.

Be sure to come out to the EAA Chapter 501 Young Eagles Flight Rally this Sunday from 9 a.m. to noon at Lincoln Park Airport.

Flight Training For Kids in a Simulator

Simtech_Flight_Training_For_Kid_New_York-01

Taking Flight Lesson in a Simulator in Manhattan.

Training with a Certified Instructor brings real-world experience to each simulator session and creates a strong knowledge and practical foundation in a student’s training. Lessons in our simulator would be a great compliment to your Young Eagle! Flying lessons for kids in a simulator allows them to get an understanding of the flight controls. The lesson can also be paused so that they may ask any questions or the CFI to explain details about certain maneuvers or functions.

Learn more about a Flight Simulator in New York and New Jersey for Kids

FAA/NACO Chart Approach Chart Setup and Brief

How to brief an Instrument Approach FAA Charts

How do you Brief an Approach Using FAA/NACO Charts

Learn to brief an FAA/NACO instrument approach chart, from an airline pilot.pilot.

Instrument approach briefings are a critical part of flying on instruments and help prevent you from making the 6pm news. During a thorough briefing we verbalize in a chronological order what we expect to happen while flying the approach. This helps us recognize the specific risks and nuances of each approach we fly. The briefing is a plan of action that keeps each flight standardized so that we can prepare for and execute instrument approaches safely and precisely each and every time we fly.

The approach phase is a critical phase of flight. A thorough approach brief is a rehearsal for what will come next, yet many overlook the approach brief or emphasize non critical items.

Pilots operating at the airline level brief each and every approach (VMC or IMC) in a standardized format. This is done even if it is the 6th approach of the day or the pilot’s home airport. A plan of action is always verbalized and briefed.

FAA/NACO Approach Chart Brief

ILS Approach Briefing

Enroute to the approach segment. Depending on your altitude you should pick up the ATIS/AWOS about 40-50nm away from your destination. Because you brief the approach in the enroute environment, you should read the approach notes, NOTAMs, aircraft performance and include them in your brief if any apply to your flight. Use the ATC frequencies as a reference; they don’t need to be included in your brief.

Approach Notes:

Approach_Notes_ILS_12_KSMX

ATC Frequencies:

Frequency_Strip_ILS_12_SMX_FAA

If you have an airplane with ADS-B, you can look at the METAR and based on the wind information, estimate the runway in use. If your airplane is not equipped with ADS-B, look at your preflight weather brief to have an idea of the runway in use.

How to setup a ground-based navigation instrument approach with FMS/GPS onboard:

  1. Obtain the weather — write it down.
  2. Load approach in the FMS (GPS) — Regardless if it is an ILS/VOR/GPS Approach.
  3. Set Approach Frequencies.
    1. Approach Course.
    2. Localizer Frequencies.
      NOTE: If you have TWO navigation radios, ALWAYS set BOTH localizer frequencies.
    3. NAVAID proving DME, if applicable.
    4. Missed Approach on standby.
    5. RMI 1 set to GPS.
    6. Identify Navigation Source — listen to the Morse code.
  4. Review the approach chart factors which affect the approach.
  5. Brief the Approach.

 

NACO/FAA Approach Briefing

The approach briefing follows the order of events anticipated to occur during the arrival. The following items on the chart will be reviewed

ILS_12_SMX_FAA_Instrument_Plate_Brief
  1. Type of Approach & Location.
  2. Check the Date
  3. Navigation
  4. Final approach course.
  5. TDZE
    * If you have the approach lights system at DA/MDA, you can continue to 100’ above TDZE. 91.175(c)
  6. Type of Lighting System
  7. Minimum Safe Altitudes (MSA) and terrain
  8. Glide slope crossing altitude (precision), or final approach fix location and altitude (non-Precision).
  9. Glide slope intercept altitudes
  10. Other frequencies required for the approach. Example, DME or VOR cross radials if GPS is not available.
  11. DA or MDA, and visibility requirements and current visibility
  12. Taxi plan after you land.
  13. Missed approach point, and the initial portions of the missed approach procedure (heading & altitude).
  14. Missed approach frequencies.
  15. “Any questions?” if flying with another pilot

*Any procedures or methods used to navigate to the final approach course including procedure turns, step downs, and any circling maneuvers to be performed for circling approaches will be briefed. Any stated approach requirements and notes (i.e., radar required) will be noted.

As appropriate for the flight, other considerations to be briefed include:

  • Fuel status, and status/availability of alternate airports in the event of a missed approach.
  • Any weather hazards in the terminal area (thunderstorms, icing, wind shear, terrain) and contingencies for encountering any of these hazardous conditions.
  • If you have any concern on a possible missed approach, review your missed approach procedure at loud.
  • Review the airport diagram for the intended point of runway exit, expected taxi route to parking, and any hot spots that may be encountered.
  • Relevant NOTAMs that may affect the arrival.
  • Performance considerations — flap setting, reference speed selection, runway distance available, etc.

Example Brief of ILS 12 Approach in SMX

“We are doing the ILS 12 in Santa Maria.

Chart Expires 1 Feb 2016.

Localizer frequency, 108.9, set on both radios and Identified.

Final Approach Course, 120.

Touch Down Zone Elevation TDZE is 230’.

Approach light system is a MALSR, with PAPI on the right.

Minimum Safe Altitude (MSA), 3300’ from the quadrant we are approaching.

WINCH at or above 3300’ and Final Approach-HILDY 1886’.

DME source is from the localizer frequency. We need MQO (No GPS) to identify WINCH on R-140 from MQO.

Decision Altitude, 430’.

If we have the approach lighting system in sight, we can descend to 330’ (100’ above TDZE).

We need 1/2 sm, we have 1sm visibility.

When we land, we can plan for a left turn on A5, right on A, and left at the FBO (look at the airport diagram).

If we have to go missed approach, climb runway heading to 800’. Then a climbing left turn, direct Morro Bay, and hold. We are going to be doing a parallel entry.

Any questions?”

 

This Brief is only meant to be help you develop your own flow, when briefing an approach. However, the information mention on the brief should be the minimum you should include on your brief.

Between loading the approach on the FMS(GPS), setting up the approach, and briefing it, it should take about 3 minutes. Sounds easy? It is, but it takes practice, and the mentor ship of an experience instructor.

At Simtech Aviation, our instructors and simulator are perfect to help you build the skills needed to be a competent pilot, and be a confident Instrument Pilot.