by Michael J. “Mick” Kaufman
In this issue of Midwest Flyer Magazine, I will cover a topic that has always sparked interest among our readers, and that is “autopilots.” I will also make a few comments on flying “down under” from a recent month-long trip to Australia and New Zealand. Another item has been brought to my attention and I wish to briefly mention that the FAA is requiring a retest for certificates affecting as many as 1,000 pilots. In addition, I will be continuing my review of making an approach with the Garmin 430/530 where I left off in the last issue.
Over the years of writing for this magazine and especially after my series on autopilots, I continue to receive e-mails and phone calls from readers with questions on autopilots. Occasionally, we get challenged and get to fly the autopilot in the pilot’s aircraft to try to figure out what is happening or to better train the pilot on the use of his autopilot.
One of these flights happened recently with a former instrument student of mine, Rolf Berg of Menomonee Falls, Wisconsin.
Rolf is the proud owner and builder of an “Epic” turbo prop. The Epic can truly be considered the KING of the single-engine turboprops being about 70 kts faster than the closest competition and is as docile as a Bonanza on the approach. I was extremely impressed.
Rolf had some issues with the autopilot not capturing the glide-slope consistently on the approach, and our goal was to find the answer to what was happening. The autopilot is a “TruTrac Sorcerer,” and it was interfaced to a Garmin G900X GPS/FMS. This was my first experience with this GPS/autopilot configuration in any aircraft.
FIG 1 -- For Illustration Only. Not For Navigational Use.
After departing Runway 09 at Tri-County Regional Airport in Lone Rock, Wisconsin (KLNR), we used the altitude pre-select to set a climb to 3500 feet. We had preprogrammed in the RNAV/GPS 09 approach (FIG 1) for our first approach and selected FINKO as our initial approach fix (IAF) and selected GPSS on the autopilot for tracking.
The aircraft climbed to 3500 feet and leveled off and proceeded to make a turn toward FINKO with the GPSS mode engaged on the autopilot. As the aircraft passed abeam the missed approach point, the glide-slope engaged and the aircraft’s altitude began to fluctuate. We pushed the altitude hold to stop the fluctuation and the altitude held steady, but the glide-slope mode did not engage at the proper point once established inbound on the approach.
We attempted the same approach two more times using CEBLU and GESLE respectively as the IAFs. We tried activating the approach at different points and activating vectors to final once established inbound, but still no luck! I attempted several things that have worked for me with other autopilots, but they did not work, either. So, I read the autopilot manual.
A paragraph in the manual prompted us to activate the GPSS function of the autopilot while in the altitude hold with the approach activated and this worked. So, the conclusion of our quest was that the GPSS mode must be engaged only while in altitude-hold mode of the autopilot.
If you were climbing or descending while activating GPSS mode, the glide-slope capture would not engage. If you had activated GPSS while in a climb or descent, it was necessary to disengage and re-engage GPSS in altitude hold mode.
For lessons learned, you may not have a TruTrac autopilot coupled to a Garmin 900X, but the point to be made is “learn and know your system well.”
Never depart into serious IMC weather in an aircraft that you do not know well or one that has had recent maintenance. From years of experience, I have seen so many accidents occur on the way home with a newly purchased or an unfamiliar aircraft or systems unfamiliar to the pilot. Play it safe… Get professional training.
Retesting Required!
The next topic needs more research to get all of the details, but was brought to my attention by an FAA employee who asked to remain anonymous.
Apparently, a designated pilot examiner on the East Coast was issuing rating upgrades and certificates to unqualified pilots for financial gain. The FAA is requiring that pilots who were examined by this examiner retake the exam with the FAA or surrender their certificates.
I personally look at this with a two-fold perspective. For pilots who were properly trained and qualified, it could cost them as much as several thousand dollars in providing aircraft for the retest, along with lost time or wages. The other side of the coin is there may be pilots flying aircraft that they are unqualified to fly and they could be dangerous to themselves and their passengers.
I have been involved in pilot training for several decades and occasionally see pilots who are unsafe for the type of flying they do. My conscience will not let me pass them back into the system, but to give them the necessary training to be safe and qualified even if it is free training. I will continue to follow this story in future columns of Midwest Flyer Magazine, as there may be as many as 1,000 pilots on the FAA list for retest.
Continuing The Approach
My column in the last issue of Midwest Flyer Magazine left us with an approach loaded into the flight plan of our Garmin 430/530 GPS navigator, and we were going to edit it and fly it. If we had activated the approach, our workload as far as the Garmin goes, is over. We will need to think about our airspeed and altitude if we have the autopilot on and heading to the Initial Approach Fix (IAF). The point where we should begin transitioning from cruise airspeed or cruise descent to an approach level airspeed requires the pilot’s knowledge and experience and will vary with the approach.
Sometimes, ATC will request that you fly at a specific airspeed to fit into their traffic plan for the approach and you need to comply if at all possible. If airspeed is at the pilot’s discretion, it is always better to slow up too early than too late.
If you had selected “loading” the approach, rather than “activating” it on the Garmin box, your destination is still the airport not the IAF. If you were unsure if you needed to do an approach, it would be better to load the approach only, request a contact approach from ATC, and fly over the airport to see if you can see it. Be sure to be aware of the terrain and the minimum altitude allowed for the contact approach if you chose to do one.
The Garmin box will stop navigating at the airport and it is the pilot’s responsibility to either activate the approach or select a waypoint on the flight plan that is part of the approach and press the “Direct To” button.” If you used the option of selecting the next waypoint on the flight plan page, it will usually be the first waypoint in the list.
The Garmin box will let you select any waypoint, but be careful. You can bypass waypoints.
For example, if you loaded a transition and wanted to go to the IAF, you can select the IAF and go there directly. Many approaches have a course reversal like the approach in FIG 1 using FINKO as an IAF the first time you cross it. FINKO appears a second time as an intermediate fix (IF), as you will be crossing it twice – once outbound for the course reversal and a second time when established inbound on the approach.
If you had selected FINKO when it appears the second time in the flight plan, it will be the IF and the course reversal will not be done if you were to select it. You will be in trouble if you are approaching from directly over the airport if you had made that mistake.
If you are flying the approach in FIG 1 on autopilot (altitude correct and ALT hold on the autopilot) and had activated the approach with FINKO as an IAF, you will go to the IAF, do the published course reversal and turn inbound. After crossing FINKO the second time, the GPS approach mode will automatically activate and the glide-slope should appear on the indicator above the aircraft. Prior to crossing ESEVE (FAF), you should see the glide-slope come from above and center on the indicator followed by the ALT hold light on the autopilot being replaced by the GS capture indicator. We will continue from this point in my column in the next issue with the final approach segment and the missed approach.
Aviation Down Under!
Since writing my column in the Dec/Jan issue, I have had a chance to go to Australia and New Zealand and experience aviation “down under.” Aviation is definitely different with respect to most airports being privately owned by individuals and flying clubs with the exception of the larger airports being served by airlines. Most of general aviation seems to be recreational and not as widely used for transportation.
I had the opportunity to visit numerous private airports and share thoughts with local pilots. I enjoyed learning about their aviation heritage and made several new friends. It is a beautiful country and an experience all should consider for a future visit.
Until the next issue of Midwest Flyer Magazine, keep out of the ice and fly safe!
EDITOR’S NOTE: Michael J. “Mick” Kaufman is a Certified Instrument Flight Instructor (CFII) and the program manager of flight operations with “Bonanza/Baron Pilot Training,” operating out of Lone Rock (LNR) and Eagle River (EGV), Wisconsin. Kaufman was named “FAA’s Safety Team Representative of the Year for Wisconsin” in 2008. Email questions to captmick@me.com or call 817-988-0174.
