Let’s get Technically Enhanced.

The Warrior’s are a thing of the past. So are ADF’s and DME’s. It’s all Garmin G1000 from now on.

I’ve flown around 100 hours VFR in the DA40 now, instructing the new Scenario Based Training syllabus. We’re now at a stage where the IFR Instructors (me included) need to be instrument rated on the G1000 to teach the next phase which will be a mix of VFR CPL handling and IFR training, on the same flight. An example might be fly to New Plymouth VFR, including Lost Procedures, FLWOP, Low Flying, Max Rate Turns etc, stop for coffee (alright!) and then back to Palmerston North on an IFR plan with a GNSS approach at Wanganui and a VOR/DME at Palmerston North.

As the DA40 is equipped with the G1000 it is considered a Technically Enhanced Aircraft for IFR purposes. This means specific training and a flight test and endorsement in order to fly IFR. I started this training a couple of weeks ago.  Thus far I’ve had a few sessions on the G1000 Desktop Trainer and one flight (round the block). I’m hugely impressed with the G1000 VFR but IFR is just amazing. No more chasing dodgy ADF needles! It does bring a few new things to the mix though. We check RAIM forecasts before filing the flightplan, also NAVDATA Alerts from Jeppessen. RAIM is checked again prior to commencing an approach to ensure appropriate satellite geometry for the approach. The GFC700 Auto Flight Control System (autopilot in old speak) does a fantastic job of flying in VFR condition but under the IFR it’s incredible! Engaged above 1000ft after airborne and disengaged at MDA/DA +100 ft. It’s a paradigm shift from hand flying raw data to managing systems. A bit of a learning curve!

Next flight is to Hawera (NZHA) for a GNSS approach then missed to Wanganui (NZWU), another GNSS approach and back to Palmy for a VOR/DME. The final dual flight is to Ohakea (NZOH) for a few ILS’s followed by a GNSS back into Palmy. More entries to follow.