October 9, 2008 by neilkrey.

The flight school where I work part time as Assistant Chief Flight Instructor added a new Cessna 172 to its training fleet recently.  Like two others we operate, it is equipped with the Garmin G1000 integrated cockpit system.  Unlike the others, this airplane is also WAAS equipped.  WAAS (Wide Area Augmentation System) adds to the precision of the GPS navigation system by adding a signal broadcast from the ground.

In many ways, the addition of WAAS is a subtle change.  There is no WAAS switch and no WAAS light to tell you it is working.  It does, however, add some very useful capabilities.  Among these are the ability to navigate vertically as well as horizontally.  The system will provide guidance during descents in cruise and on instrument approaches.  The glide path it displays looks and works very much like the glide slope for an ILS approach.  There is also a general upgrade in the accuracy of lateral guidance over GPS-only equipment.

The primary benefit of WAAS lies in its ability to provide accurate vertical guidance.  So many accidents result from the pilots’ lack of awareness of where the airplane is relative to a safe descent path.  The WAAS system, properly used, can help to fill that gap.

WAAS capability comes with a price, however, and that is additional complexity.  To fully take advantage of its capabilities requires additional programming and an enhance knowledge of the modes of operation and displays.  Autopilots designed to take advantage of WASS also have more features, and therefore a steeper learning curve.

Like so many technological innovations over the past several years, WAAS requires a bit of training before the pilot can really take advantage of it.  This is yet another reason to be sure you spend some quality time with your instructor to receive personalized training on the equipment you use.

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November 24, 2007 by neilkrey.

Many of us think of FAA publications as being stuffy and out of date, but there have been a number made available recently that could change your mind.

The newest revision of the “Instrument Flying Handbook” includes material on basic instrument flying using the new generation of glass cockpit instrumentation. This book is a companion to the “Instrument Procedures Handbook” , which was also revised this year to update information on GPS, RNAV, and RNP procedures. Together, these are excellent resources for any instrument pilot.

Until recently, FAA guidance on the conduct of an Instrument Proficiency Check (IPC) was vague and out of date. In August 2007, however, FAA released “Instrument Proficiency Check (IPC) Guidance” , a document that gives instrument instructors and pilots helpful hints on how to prepare for and conduct the IPC. Complementing the IPC book is “Conducting an Effective Flight Review”. Together, these two books provide solid recurrent training guidance for just about any instructor or pilot.

Another excellent resource is last year’s “General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making”. This provides excellent tips on weather strategy and tactics.

Finally, FAA has been promoting the use of scenario-based training for the last few years. A clear and understandable guide to this training technique is found in “Introduction to Scenario-Based Training”.

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September 9, 2007 by neilkrey.

As you probably know, a debate is raging about how to change the way we fund the FAA. The airlines are promoting a plan that relieves them of most fees and charges – passing them on to their passengers and to general aviation.

Represented by their industry group, the Air Transport Association, they are lobbying for yet another round of cost cuts. In the recent past, they have robbed their employees, vendors, and stockholders in their efforts to reduce costs to match their artificially low prices. Now they are casting business jets as the bad guys – responsible for delays and all manner of ills that cost the airlines money. The balance sheet, of course, is the issue. The airlines don’t seem to consider their lack of ability to provide good service to their customers a problem.

I’m sure it is no secret that I don’t hold the airlines in particularly high regard. For decades they have proven they are unable to solve the most fundamental equation of business: Profit equals price minus cost. The number of airlines that have failed, or have passed through bankruptcy, is astounding. Read the rest of this entry »

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March 7, 2007 by neilkrey.

Airline travel has become progressively more unpleasant, which is helping boost the market for private and business aircraft.  Here is my list of the top ten reasons the airlines have become the second choice to general aviation (GA) for air travel.

1. You don’t have to stay on the airplane for 8 hours when you divert.
2. You don’t get treated like a terrorist upon arrival at the airport.
3. You get to pick who you sit next to.
4. The weather in New York doesn’t make your flight from Dallas to Phoenix late.
5. Some guy in a golf cart doesn’t yell at you to get out of his way in the terminal.
6. There is never another plane at your gate when you arrive early.
7. You don’t have to wait for your luggage, and it NEVER gets lost.
8. Your airplane will not go bankrupt an hour before you get to the airport.
9. You don’t have to wait for the crew to arrive from Cleveland.
10. You don’t arrive with 5 minutes to change planes while sitting in seat 36A.