Click Here To Help Improving This Blog !(Because of technical problems, I had to re-publish this post several times. I do apologize for any inconvenience, particularly to those of you reading this blog per e-mail or RSS feed.)
Pilots do mistakes - cockpits don’t… but they sometimes help. Designing a clear and clean cockpit layout is not an easy task, and light aircrafts […]
This post addresses a topic that is more IFR oriented, but can also affect VFR pilots using radionavigation.
As all IFR navigation is based on radar vectors or radionavigation, it is of paramount importance to properly tune the nav receivers, and the corresponding indicators.
The routine I used on planes with classical intrumentation was:
Nav 1 - Frequency […]
Here again, what I can tell is how I made it, which worked quite well, but there is no absolute / universal way to manage this transition, which is not obvious as it could seem.
One first advice is that if possible, you should to your G1000 transition on a plane type you already know, so […]
When I started my G1000 training, which comprised both theory and practice, the first question was “Are you current with the GNS430 ?”. Yes was definetly the answer. I had extensive training and knowledge of the 430, on which my instructor insited a lot.
The G1000 trainer then said that I would have trouble with the […]
Apart from plastic body (still no news about the gelcoat problem…) and plastic engine, the bigger change recently is certainly the plastic instruments - a.k.a glass cockpits.
This change has been made in steps, from years now, but the revolution is now complete.
One of the first step was probably electronic HSI like sandel tubes, which presented […]
A plane is made of three major components: the airframe, or fuselage, the engine (sometimes in packs of two…) and the instruments, normally located in the cockpit for pilot’s use.
Some would argue that the pilot itself is part of the plane. This theory will be particularly “en vogue” by certain pilots who live true relationships […]
