This post is an interview of fellow pilot, blogger, and instructor Max Trescott. I used Max’s CD-ROM course few years ago when I converted to the Garmin G1000 glass cockpit. Max just released a new book about how GPS and WAAS change the way we fly IFR, and how to master these new approaches, using the most commonly available GPS. He was kind enough to send me a copy of the book, which I read as preparation of this interview.

When I learnt IFR, GPS was used for en-route navigation and some rare and exotic non-precision approach. What do you think are the most challenging part of converting to VOR / NDB / ILS IFR to GPS / WAAS ?

Probably the biggest challenge in converting to GPS and WAAS-based approaches is the buttonology. Most VOR and ADF receivers are intuitive to operate. So even if a pilot has never seen a particular VOR or ADF, he or she can usually figure it out quickly. That’s not true with GPS receivers. Having four different minimum types for a single RNAV (GPS) approach is also challenging, unless you know the differences between the acronyms, LPV, LNAV/VNAV, LNAV, LNAV+V, and LP. I consistently see pilots having the same problems flying these approaches, which is why I wrote my new Max Trescott’s GPS and WAAS Instrument Flying Handbook.

Some pilots never go beyond the “Direct-to” or simple use of moving map because they’re afraid not mastering their GPS. What would be your tip for such pilots ?

VFR pilots can survive using just the Direct-to key but an IFR pilot cannot. If pilots are using a GPS for which a computer simulator is available, such as the panel-mounted Garmins, they should download or buy a simulator and practice creating flight plans with it. The simple reality is that we’ve entered a new era where the avionics are complex enough that pilots who fly infrequently really need to practice using their GPS between flights.

User’s manuals are often too technical and SOPs too “do-this, press- that” oriented and don’t explain the reasons behind. Your book is the bridge between them. Is the mixture of engineer and pilot in you which makes this possible ?

I wrote my first book simply because I couldn’t believe how much difficulty I was having learning the G1000. Once I realized that there were virtually no training materials available, I decided to write my book. Being an engineer did help me understand when I was getting incorrect information from Garmin so that I could press them for answers that made sense. I think people enjoy my books because I don’t just tell them which buttons to push. Instead I put the information into the context of what pilots need to know in different situations and tell them which of the three ways they can do something will take the fewest keystrokes. In one case, I bluntly told readers about a function that has little value and which they will mostly likely never need.

Your book is contains examples using different makes and models of GPS. Was it important for you to give concrete illustrations ? The same question applies to the many NTSB incident reports you included.

Most GPSs offer very similar functions, which makes it relatively easy to talk first generically about what they do and then drill down into the specifics of how to do it for each model. It helps that the Garmin 430/530/G1000 and Perspective glass cockpit are nearly 100% identical in the way flight plans are created. The NTSB incident reports were great because they underscore how pilots have screwed up because they DIDN’T know how to operate a particular function in their GPS. I included them because I think they’re interesting and because I’m sure they cause some pilots to re-double their efforts to learn how to perform functions that the NTSB report pilots failed to perform correctly.

I sometimes heard instructors say that pilots can transition to G1000 or other Technically Advanced Aircraft within a few hours in- flight. What do you think of that ?

I think it totally depends upon the pilot and of course upon the instructor as well. Anyone who is adept at programming the Garmin 430 or 530 can reasonably transition into a G1000 cockpit (for an aircraft for which they’re familiar) for VFR flights in just a couple of hours of training. People who don’t know much about using a GPS or who spend little time with computers may take much longer to become proficient. Instrument proficiency is an entirely different ballgame. It can take a pilot a number of hours to become IFR proficient in a glass cockpit, particularly if they have relatively little recent IFR experience or lack GPS experience.

You created Glass Cockpit Publishing few years ago and are an active instructor, not to mention your “2008 National Certificated Flight Instructor of the Year” award. Why not just going the easy way, join a large school and enjoy your time ?

I do teach at one of the largest flight schools in the country if not in the world. We have about 75 aircraft and around 60 instructors. All of the instructors are independent contractors so we don’t actually work for the school. For me, teaching and publishing brings just the right mix together. Since I’m actively teaching, I’m seeing the issues pilots are having, which makes it easier for me to develop products that meet their needs. If I weren’t teaching, my books and CDs would lack the insight that only comes from living and breathing aviation daily. It’s hard for me to imagine having much more fun than I’m having now.

You launched a Garmin GPS guide for iPhone / iPod touch. Do you sometimes think the Garmin units contain too much features ? Who is the target audience of this new iPhone / iPod touch application ?

To some extent GPSs, resemble Microsoft Word. They are rich in features, but most people only need to use a few of them. Unfortunately, the large number of features can get in the way of using the few that are most important. I did an online survey of GPS users to uncover what types of issues pilots were having with different units. Fully 50% expressed difficulty some of the time in getting the GPS to do what they want. Since so many pilots carry an iPhone, it just seemed logical to offer them GPS Guides that they can pull out in the airplane which help them quickly figure out how to get their GPS to perform any function. I think it’s the next frontier for checklists. Why carry around a pile of paper, when you can add it to your phone and not add an ounce of weight to your flight bag?

Within few weeks, you launched a new GPS / IFR book and a Garmin GPS guide for iPhone / iPod touch. Do you have new surprises for the next weeks ?

Yes I have a big surprise for people. I’m going on vacation! If you’re going on an Alaska cruise in September, look for a very relaxed Max Trescott!

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