In this post, I will attempt to summarize some tips/tricks. This is in no way a substitute for a checkout on the G1000 platform with a CFI. There are lots of great G1000 training courses out there which will help you learn much more about the system, but here are a few of my quick tips.

1. Speed Tape – V Speeds are indicated vertically on the tape, but if you are slower than, say Vy, remember you need to lower the noise to increase speed not “pull up” to the Vy indicator on the display “tape”. On your first climb out in the G1000 you may experience exactly what I mean.
2. Traffic Information Service – TIS takes some getting used to – don’t forget to keep your head outside looking for the traffic. It’s easy to get stuck with your eyes on the MFD looking at the traffic map — which is delayed by several seconds. In addition, the Garmin G1000 will tell you “traffic” (in your headset) when TIS is active, which, in my opinion, is very annoying generic. I’m hoping Garmin changes this in a future software release to, at least, add a direction. Something like: “traffic, two o’clock.”

Update 05-31-2009: Per Eric’s comment, below, planes equipped with the Skywatch system will give you more detailed traffic information. I don’t have any experience in Skywatch equipped planes, so I don’t have any first hand experience, but check out Eric’s comment below for additional information. Thanks for the tip Eric!

3. User Preferences – Make sure your expected alerts and preferences are where you want them before you taxi. For example, if you are VFR, make sure the last IFR pilot did not disable the airspace alerts. Use the profile feature to store “your” settings. This won’t stop someone from potentially overwriting your profile but it is a lot less likely than someone changing the defaults.
4. GPS feed to Autopilot – Currently, only the GPS2 provides data to the autopilot . If you loose the GPS2 LRU, or the No2 Integrated Avionics Unit (IAU), don’t expect GPS NAV functions to work on your Autopilot.

Update 06-03-2009: Eric, from over at askacfi.com, did some additional digging on this (see comment section below), and it seems I had some bad information on this tip. My info was based on a comment by my CFII made on my original G1000 training in 2007 and notes I had from the King Schools G1000 course. Eric was very nice to ask a G1000 expert, Max Trescott, and confirmed that both GPSs feed the Autopilot, KAP140 or GFC700. I’ve rewritten tip #4 below. Thanks Eric!

4. Backup GPS feed to Autopilot – If you don’t check GPS2 manually during pre-flight checks, you won’t know that there’s a problem until GPS1 fails and you are left without any GPS NAV functions on your Autopilot.

5. Backup Charts – Make sure you have paper charts and plates. The electronic databases in the G1000 don’t have all the info that the approach plates have. According to Garmin’s G1000 Instructor Reference: “As of June 2006, electronic charts cannot be used instead of paper charts.”

What G1000 tips would you add?

To see all of my G1000 related posts click –> here.

Late this afternoon, I was listening to the KOJC feed over at LiveATC.net, and I overheard a pilot struggling with an approach into Johnson County Executive Airport (KOJC). As I listened and thought about it, there were several things (good and bad) that could be shared from his experience.

I have downloaded the archived audio and put together a time-lapse (edited out other aircraft transmissions and removed dead air time). This all took place over about a 15-20 minute period, but it is edited down to 3:23. I do not personally know this pilot/aircraft and it is NOT my intent to place blame or ridicule this pilot; however, there are several things that can serve as a reminders to all of us pilots regardless of if we are Instrument Rated or not. I think even the pilot would agree that he had a bad day, and I bet he is very thankful that ATC was there to help him out when he needed it. Take a listen…

Flash Plug-in Required (or download it here [MP3])

Here was the METAR observation from the period of the transmission:

KOJC 271953Z 32009KT 7SM OVC013 16/13 A2981 RMK AO2 SLP090 T01610133=

What questions do you have after listening? What do you think the pilot did correctly? What do you think the pilot needed to improve on?  Here are my thoughts…

The first question that popped into my mind was: Did the pilot have the ATIS information? I believe he did. He indicated to ATC that he was setup for Runway 36, but he thought he heard that he was cleared for the approach to Runway 18. Second, why did the pilot not read-back the whole approach clearance? ATC could have helped fix his issue much sooner had he read back the full approach clearance. To me, his read-back of the approach clearance was the first indication of a problem (0:20 into the recording, if you want to listen again). Approach clearances are usually always given in this order: Heading, Altitude, and the specific Approach you are cleared for. You need to read all this back to ATC to make sure you both are on the same page.

Now what did the pilot do correctly. First of all, the pilot did the right thing by asking for help and declaring the missed approach. He knew something was wrong, and he asked for help. Ego is probably the biggest problem with us pilots. In my opinion, there is no shame in asking for help/clarification if something looks wrong. I’d rather look like an idiot temporally then to not live to tell about it.

What could have been improved on. In my opinion, the pilot should have: 1, read-back all of the approach clearance; 2, followed turning instructions from ATC; 3, flown the plane. I believe he was behind the plane this whole time. Even on final approach, the Tower gave him an altitude alert (3:10 into the recording, if you want to listen again). On the approach end of 36, there is nothing but trees/fields waiting for you.

What are your thoughts? Leave your comments below, or contact me here.

Additional Information:
The LOC RWY 36 at KOJC (.pdf) - kojc-loc-rwy-36-05687l36

I have a BlackBerry Bold 9700 running BlackBerry OS v5.0 with T-Mobile so my instructions will be specific for T-Mobile users, however, I’m sure it will work with other carriers and newer BlackBerry OS releases as well, however, the procedure might need to be tweaked slightly. Let me know if you find something that differs on your model.

LiveATC.net has now added mobile support for some browsers. For details check here. You can use this as an alternative to creating several standalone bookmarks as outline below.

1. Check out available airport feeds over at LiveATC.net and make note of the feeds’ airport identifier (example: KOJC. Sometimes an airport has multiple feeds, ie: KBOS_TWR)
2. Open the BlackBerry Browser Application on your phone
3. Open the Bookmarks Window and Select Add Bookmark
4. Use this firewall formatted URL of the feed: http://d.liveatc.net/<airport-identifier> (example: http://d.liveatc.net/kojc)
   (BlackBerry Storm: Use http://d.liveatc.net/<airport-identifier>.m3u — Thanks Maria!)
5. Give your bookmark a name. Something like KOJC Live ATC Stream
6. (T-Mobile Specific for BB OS 4.5) You need to specify the ‘t-zones‘ or ‘Hotspot Browser‘ in the bookmark configuration. In BB OS5.0 on T-Mobile, you no longer need to specify the t-zones browser. I’ve tested with both the Internet Browser and the Web2Go browser and both work fine.
7. Browse to the bookmark and when prompted, select Open, and after some buffering, you’ll begin hearing the audio from the feed.

You can duplicate this procedure and create several ATC bookmarks in a sub-folder on your BlackBerry to have them pre-programmed and ready to go.

I have noticed that when you open your bookmark the Media Player will “buffer” for about 2 minutes. I found an overview of why this is happening here. Basically since LiveATC uses so little bandwidth, it takes almost 2 minutes before it fills to the buffer. Hopefully they work around this when they release their official BlackBerry application which is in the works.

Let me know how this works for you! I welcome your comments/suggestions/questions below.

Note: I’m not affiliated in anyway with LiveATC.net other then donating my own hardware/bandwidth/time for an airport feed; however, if you enjoy LiveATC.net, I encurrage you to leave a donation (the link is right on the front page). The guys that maintain the site do so as a hobby; however, it does cost real money to host/maintain the site.

Updated 05-31-2009: Added minor tweak for BlackBerry Storm based on user feedback.
Updated 06-18-2010: Added information for “Buffering Delay” and my current hardware information.

According to the post by Tom Haines, the G1000 (Perspective Option) does have some unique to Cirrus (for now) features including: Impressively large dual 12-inch displays, Garmin’s recently announced synthetic vision technology (SVT) and several crew alerting messages.

Another cool little feature Tom mentioned is: “…a blue “LVL” button on the GFC 700 autopilot mode controller. The LVL button is a pilot’s get-out-of-jail-free card when things are starting to go bad. Simply push the LVL button and no matter what mode the autopilot is in or even if it is off, the autopilot will roll the wings level and hold altitude.”

AOPA has posted a First Look video clip here. Of local Kansas City Interest, note the sample approach in the video is an approach into Lawrence, Kansas (KLWC).

Enjoy the show…try to keep the drool off the keyboard.

What were my impressions? I must say, the plane stood much taller than I had imagined — much taller than a Diamond DA40XL. However, the primary competitor is not a DA40XL, but more the Cirrus SR22.

The Cessna 350 had an amazing ramp presence but the visibility from the cockpit was not quite as good as the DA40XL. I have not sat in a SR22, but Cessna reps were claiming that it has more overall glass than the SR22. Another thing I noted was there was more to the cockpit in terms of controls scattered than what I am used to in the DA40XL. The plane does have some advanced features like speedbreaks. I’m not sure we’ll be seeing this plane on the rental line anytime soon, but time will tell.

While Mr. Hopkins was describing resources the AOPA Air Safety Foundation has made available to pilots, he mentioned an entry in the section called “Real Pilot Stories” about a pilot who discovered he had a snake in the cockpit. The idea made my skin crawl — I hate snakes almost more than the idea of FAA User Fees — so I had to take go take a look.

In this two minute video recap, pilot Monty Coles talks about what went though his head as a small head peared at him though a hole in his instrument panel during an routine instrument scan; yes he was airborne. Yikes!

Real Pilot Stories, Snake in the Airplane

How is it that a US$200 million airplane does not respond when the throttles are pushed forward? This plane, and many others like it, — including some newer GA piston powered aircraft — utilize computer software to control all aspects of engine operation. This system is called Full Authority Digital Engine Control (FADEC). Read more about FADEC after the jump…

The primary advantages of a FADEC system are ease of operation, better fuel usage, engine protection from out of spec limitations and the list goes on and on. The Cirrus SR-22 utilizes a FADEC system which removes the mixture leaver from the cockpit. The FADEC system controls the fuel flow and spark plug timing. What an awesome deal — no more jacking around with the mixture control during various aspects of the flight. …Or is it?

There are also some downsides to FADEC. A common argument in the disadvantage column is that a software defect can be critical if not fatal. Even the best computer systems are still designed by humans and subject to bugs.

FADEC and aircraft manufactures argue that redundant system components can help mitigate this risk, but as years of managing network equipment for a living has taught me, failures on systems with redundant components never seem to fail clean. You can test and test in the lab by removing hardware and manually creating crash conditions, but in the real world, the active system usually gets stuck in a funky state and the backup system never seems to take over the whole system.

It will be interesting what the investigation teams find on this crash in London.

Additional Reading:

The Times of London has a great story about the accident at Heathrow Airport.

Read all the details after the jump.

The climb out of KC went fine — the cooler air was nice and it showed me the DA40XL could really hit 140 KTAS once we leveled off. As we got about 50 miles northwest of the Kansas City Metro we could see the overcast layer building where the snow cover line started. We asked ATC for 6000 feet to keep us out of the overcast not knowing if the clouds had developed any ice or not. The METARs in the area were not getting any worse so we continued on, but I had my approach plates out for a OMA instrument procedure if needed.

As we approached Omaha, the Blair ASOS (recently added) was reporting 3200 overcast as we were handed off to Omaha Approach Control. I was initially concerned because approach said they could only give us 3000 for IFR separation with the large towers on the north side of Omaha. However, remember that ASOS reports are given AGL not MSL. That extra 1000 foot was what we needed. We descended to 3000 feet through the overcast with no ice and had a great landing at Blair. We enjoyed Turkey and all the fixings then packed up for home.

I was much less concerned about the flight back to Kansas City a few hours later, because we knew there was no ice and Kansas City weather was fine. We got PD down to 3000 about 75 miles out of Kansas City and I set the Auto Pilot for a slow 100 FPM decent until we got to the top of the overcast. The sunset was amazing on top of the overcast and the pictures I snapped with the cell phone camera do not do it justice — now this is why I learned to fly!

We were too early to fly over and see the Plaza Lights, but we met NewsChopper 9 on the way into OJC — Johnny Rowlands was headed out to provide aerial shots for the live coverage on KMBC.

First Leg — OJC to IKV:

IFR from OJC to IKV via Direct (this picture on the left is a radar plot of our return trip). The flight was about 179 nautical miles one-way and we filed for 140 KTAS at 5000 feet.

After a late aircraft checkout due to a last minute rental we got things fueled up and a quart of break in oil (still less than 100 hours on the engine) added. We packed up our cargo (mostly for my 2 year old), pre-flighted, and got our clearance.

The departure weather from OJC was: wind 350 at 7 knots, 10 SM visibility and scattered clouds at 10,000. We departed runway 36 and quickly got our vector 10 degrees right to avoid the Friday evening arrivals at MCI. Once we were over I-435 on the east side of KC we picked up “direct IKV” — right into a 20 Knot headwind. This added an additional 20 minutes to the flight; however, it would have been much worse in the Cessna 172 — and longer still by car! After a lot of continuous “chop” for 90 minutes straight, we had an airsick 2 year old but we arrived in Ankeny (IKV) at about 5:30 (90 minutes flight time) to much cooler weather behind the cold front that had just passed earlier in the day. IKV weather was wind 350 at 17 knots gusting to 20 knots & clear. Good thing runway 36 was available!

Second Leg — IKV to OJC:

IFR from IKV to OJC via Direct. It was a much smoother flight the next day on the return trip — no air sick 2 year old (yeah). We filed for 140 KTAS at 6000 feet. After a later departure than we wanted from our family’s house we got wheels off shortly after 4pm local. The weather was killing us this trip as the headwinds were 12 knots from the South-Southwest. Grrrrr. The good thing about this leg was I got to see the XM lightning data on the G1000 populate with a storm 200 miles west near the Lincoln/Omaha area. I also got some actual instrument time when we got closer to Kansas City. It was overcast at 6000 feet and light rain, but as we got closer to KC, ATC had us descend to 4000 feet which took us below the clouds. I’ll take any actual instrument time when I can get it and it was fun to fly the G1000 in the soup. What an awesome IFR platform!

Lessons Learned:

• The DA40XL did not cut through the chop like the Piper Arrow or Cessna 182 has on past flights. Spring/Fall weather in the midwest results in several “choppy” days. I could have climbed higher to get out of the chop on this trip, but winds were much worse at the higher altitudes. Tough call.
• I was a little aggressive on my 140 KTAS calculation. The G1000 reported around 134-136 KTAS on both legs.
• The Garmin G1000 Autopilot (GFC 700) is super easy to use! What a much better piece of engineering vs the Honeywell/Bendix/King KAP 140 that the Cessna models have! If you have the option, get the GFC 700. It’s soooooo much easier to operate — plus there is one less altimeter to set in the cockpit.
• Don’t forget to “reset the fuel” on the G1000 when you refuel. I failed to reset on leg 1 and I got much better fuel usage information resetting it on leg 2.
• Don’t forget to get your T/O flaps out after departure. The first minute after departure of leg 1, I failed to get my nose in the climb checklist and could not figure out why we were not getting the speed I expected on the climb.
• Something was wrong with the NEXRAD weather data. I was getting lightning, but no NEXRAD. I need to research this further to see if it has been activated in this plane.

I am still planning on doing a full write-up on my initial impressions on the DA40XL rental at KCAC. I want to put something really detailed good together. In the meantime, if you want to read a great write-up from an older DA40, take a look here. Philip Greenspun does a great job and has some amazing aviation photos too.

I hope KCAC has more of these planes on order because these composite airplane manufactures are on to something with their light weight, fuel efficient and technically advanced aircraft!

More to come…

After reading the KCAC press release I wondered if there was possibly of some Diamond aircraft in the future for the mostly Piper rental fleet at the KCAC Flight Academy. A quick login to the web scheduler and sure enough — a new 2007 DA40 XL now available for rental (okay that’s when I got excited). The rental rate you ask? $155/hour or $145/hour (club rate) which seems competitively priced compared to other rentals on the field. A G1000 C172SP at Air Associates (across the field at KOJC) is $125/hour or $120/hour (block); the G1000 C182T is $185/hour or $180/hour (block). As far as G1000 aircraft are concerned this is a good sweet spot I think for KCAC.

I have wanted to take a flight in a Diamond for a long time, however, the last Diamond rentals I knew about in KC were: (A) Two Diamond Katanas back in 2001 when Aerostadt (now out of business) was at New Century (KIXD) and (B) most recently, when ATD Flight Systems based out of Downtown (KMKC) had a DA40 which was sold last winter not long after it showed up in their fleet.

I called KCAC yesterday and the person at the desk said only the flight academy manager was authorized to checkout people in the DA40 currently — I promptly scheduled a lesson for Tuesday evening (9/4) to see if I could complete the checkout before our XC trip to Iowa in a few weeks. Since I have already done a G1000 checkout in the Cessna models across the field, I hope the transition is not too difficult.

I want to applaud a local FBO for finally bringing back a composite airplane to the rental fleet in the Kansas City area. I think this is a very smart move for KCAC and hopefully a good option for renters wanting to fly some of the newer aircraft technology. I hope they plan to add a DA42 for multi engine training sometime in the future!

More to come after Tuesday…

Update Tuesday 9/4: My flight instructor had to cancel our scheduled flight for this evening. We have moved our lesson to Friday afternoon. I hope to have an updated post sometime this weekend.

Finally this summer I had the time and some extra flying budget to get formally checked out in the G1000. A local FBO has 3 G1000 Equipped planes to choose from. A C172, C182 and a C206. All of which are well maintained and database current — the 182 has a sometimes temperamental electrical system, however, what plane does not have its own slight “personality?!?” On that same note, electrical failures are not something you want in a G1000 equiped airplane.

The checkout process with this FBO is a ground course by King Schools, which is pretty well done, and a checkout with an instructor certified in the G1000. The local FBO here chooses to use the Cessna FITS (FAA Industry Training Standards) syllabus which is also well done!

The first lesson out was a refresher of the ground course and covered things like checklist procedures (there are some additional things to do), and general operating procedures you might encounter in a single pilot environment. The second lesson was emergency procedures, IFR approaches and again checklist procedures. It is very easy to get caught with your head down on the checklists (I did) so I would recommend being comfortable with them before you get in the air — especially if you are doing an IFR checkout as well. To help you out, ask the FBO to copy them for you — I’ve never had them turn me down when I ask for copies of the checklists.

For my IFR portion of the checkout I was in need of an IPC since my instrument currency had lapsed, so the additional portion of the second lesson was meeting parts of those requirements. I did okay, but was not happy with my proficiency at getting the G1000 setup for approaches so my CFI and I are going up one this Saturday to get the kinks out. I’d plan on about 5 hours average for a full VFR and IFR signoff. The insurance companies dictate a lot of this hour requirement.

I highly recommend you take a flight in the G1000 if you are given the opportunity. The resources available to a GA pilot flying a Cessna 172 are now equivalent or better to that of some corporate jets. Don’t forget your basics however it’s still the same plane you know and love now with just two big flat panel monitors.

Pilot Mike’s Impressions — so far:
Disclaimer: I have not flown any other “glass panel” aircraft like the Avdyne system so these are based only on the G1000 system.

Pros:
+ Lots of good database info including AFD data (runway/taxi diagrams)
+ XM Weather: NEXRAD and text WX
+ Auto tuning of NAV/COM Frequencies and a COM playback feature
+ Great situational awareness
+ Improved user interface (vs. some other Garmin GPS units)
+ V Speeds marked on airspeed indicator
+ Everything can be done with your right hand — controls are duplicated on both displays

Cons:
- It will take some time to get so you know where things are in the menus
- Software updates (not database updates) have to be done by an avionics tech. I’m sure this is an FAA certification issue.
- Added 07/14/2007 – Wish the inset map on the PFD could have a different orientation (ie: Track Up or North Up) than the MFD. I seem to like the North up on the MFD a little better for “big picture” view, however, for IFR approaches I like “Track Up”. If you could set them independently that would be awesome.

Pilot Mike’s G1000 Tips:

• V Speeds are indicated vertically on the tape, but if you are slower than, say Vy, remember you need to lower the nose to increase speed not “pull up” to the Vy indicator on the display. On your first climb out you will know what I mean.
• TIS takes some getting used to – don’t forget to keep your head outside looking for traffic. It’s easy to get stuck with your eyes on the MFD looking at the traffic map — which is delayed by several seconds.
• Added 07/14/2007 – Make sure your expected alerts and preferences are where you want them before you taxi. For example, if you are VFR, make sure the last IFR pilot did not disable the airspace alerts. Use the profile feature to store “your” settings. This won’t stop someone from potentially overwriting your profile but it is a lot less likely than someone changing the defaults.
• Added 07/14/2007 – Make sure you have paper charts and plates. The electronic databases in these rental G1000 planes don’t have all the info that the approach plates have. According to Garmin’s G1000 Instructor Reference: “As of June 2006, electronic charts cannot be used instead of paper charts.”

I’m sure I will have more as I get some additional time with the system. I’d welcome your G1000 comments.

Keep flying your best and be safe!

Details about what changes happened to the KC rental market this winter after the jump.

First, the 2002 Piper Arrow I love to fly is no longer available. That plane was great for trips to Iowa with my wife and infant son because of the speed vs. the 172SP. It had a nice Garmin panel (GPS kept updated) and Air Conditioning — which was great for those hot summer days in Kansas City! The Arrow is what I had done some of my initial commercial flight training in. Besides the price ($160 wet) it was a great rental!

Second, the DA40 with a G1000 that was for rent at the Downtown Airport (KMKC) has been sold. This rented for less than a 172 at Executive (KOJC) and if it was closer I would have loved to get checked out in that. Good thing I didn’t because it is no longer available.

Wow what a difference a few cold winter months makes in the rental fleet. In my opinion, this is one of the worse parts about renting! I have been watching the aviation classifies this winter but I can’t swing my own plane at this point — albeit my wife is completely on board (no pun intended) with the idea! I need something around $100,000 that has room for kids, the dogs, has a somewhat modern cockpit (for IFR operation), and won’t cost me a fortune to operate because of its age.

I love the specifications of the Diamond DA40 and the Cirrus SR20 for their performance/range/operating cost, but due to my price limitation I’m going to probably be stuck with an older plane that will nickel and dime me in ongoing maintenance. Unless I find a good reliable pilot to partner with on one of the newer composite planes, I’m going to have to keep dreaming.

Read all about the flight planning and Cessna factory tour after the jump.

The Preflight Planning:
The trip started with a mandatory pilot briefing the night before at Air Associates by “Reg”, Director of Flight Training Operations. The briefing included a review of various cross county planning topics, operations at uncontrolled airports and concluded with a review of the 3 different flight routes and launch sequence to ensure everyone arrived at IDP at about the same time. After the presentation concluded, we broken into groups and discussed individual plane specifics including weight and balance.

The Morning Of:
The morning started with a great breakfast by Air Associates and about 30 minutes before our launch time, we began the preflight. I was the PIC on the first leg of the trip to IDP. I was flying a Cessna 182 Turbo with the new G1000 cockpit. Also on board was Taylor (he would PIC the return trip), Keith, a pilot friend and coworker I invited along, and Darrin, the instructor assigned to our plane from Air Associates. (Picture Left: Keith, Darrin and Taylor — I’m taking the picture)

I had no formal time in the Garmin G1000 and the notion of my first hours flying a “High Performance” plane had me a little worried. Darrin (whom had just passed his ATP check ride that week) made me feel right at ease. Darrin walked me through the differences in the high performance systems and he was very familiar with the G1000. Our plane filed IFR to IDP at 8000 feet.

We were the one of the last aircraft to leave because of our aircraft performance, upon contacting Kansas City departure control, it took no time for them to ask what was going on in IDP that morning as I am sure their radar was glowing with VFR aircraft enroute. Shortly after leaving the Kansas City Class B, Kansas City Center asked the same question.

The G1000 made it very easy to navigate and fly the filed route, however, I felt “behind the plane” from the start due to the high performance characteristics of the aircraft. It was a blast to fly, but I wish I had some time with the G1000 on the ground before the flight. About 12 miles out, Center was going to have to reroute us due to all the VFR traffic in the area converging on IDP, so we canceled and flew the rest of the way VFR. Darrin did the landing from the right seat due to our cramped arrival spacing and the fact I was unfamiliar with this heavy aircraft. After the 3 minute mandatory cool down period passed for the Turbo we shutdown and met up with the group.

The Tour:
After we cleared security, we began the tour with a Q&A with the plant manager. Unfortunately no cameras were allowed on the tour of the assembly floor, but it was awesome to see the manufacturing process of so many airplanes. It was amazing to me how manual the assembly process was even today with all the electronic avionics. The neatest thing about the tour was the new Cessna Mustang that is due for certification sometime yet this year. The wings had just been put on serial number 3 and the plant workers were hooking up the various wiring harnesses in the tail cone. This aircraft looks awesome! The cockpit control systems looked amazing! Makes me wish I had a spare million dollers on hand! (Picture Left: On departure from IDP Taylor was flying so I snapped this picture of the Cessna Hanger. The planes on the Northeast side of the ramp are ready for delivery/pickup.)

Conclusion:
The return trip was uneventful and Taylor did a great job flying back to OJC. That trip really made me want to own an aircraft someday. Maybe not a Cessna, but some type of aircraft. I will have to add it to my list…

Read all about my struggles on what my next training endeavor will be after the jump.

I finally began some commercial training the past couple of weeks as part of a 10 hour insurance requirement to get checked out in a rental Arrow available here locally. One of the local FBOs has a nice 2002 Piper Arrow that handles really nice (if you discount the nose heavy nature of any Arrow). It is a nice change from the super old turbo arrow they use to rent. It has a nice Garmin panel and also has A/C which has been great for those hot Kansas City summer days!

My checkout/commercial introduction began with my CFI showing me some of the commercial maneuvers. He indicated the commercial maneuvers are something you can practice without an instructor and just get help fine tuning things once you have the basics down. The commercial is a lot of the same maneuvers as the private, with much more accuracy required.

Anytime I fly a retract (formally known as a complex airplane) I have to make myself think about the gear. My Private CFI once said “…there are two types of pilots that fly complex airplanes; those that have landed gear up and those that will.” I really don’t want to be an NTSB stat anytime soon so I got a kick out of this when my commercial CFI shared this “complex airplane” variation of the GUMPS acronym used in flying complex airplanes:
G – Get the gear down!
U – Understand you need the gear down!
M – Must get the gear down!
P – Please put the gear down!
S – Still have the gear down!?!

With the 10 hour met and an intro to all the commercial stuff, I felt ready for my written the FBO put together. It was a take home and I passed with no problems. Now let’s see if this plane gets us back to Iowa a little quicker than the Cessna 172 does…