Garmin G1000 Pilot's Training Guide (-05) - Page 30

Exercise 6.6: Practice Optional

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Exercise 6.6: Practice (Optional) Using the GIFD PC-based Simulator, power up the system. 1. Verify the Jeppesen database effective dates and note those dates in the space provided below. 2. Enter the transponder code "5455" and set the transponder to 'ALT' mode. 3. In COM1, enter the ATIS frequency for KAPA as the active frequency and the ground control frequency as the standby frequency. 4. In COM2, enter the KAPA Tower frequency as the active frequency and the departure frequency for an eastbound departure as the standby frequency. 5. Assume that a pilot is departing KAPA and selects and loads the Plains Two Departure, Goodland Transition (PLAIN2.GLD). The rest of the flight plan goes from KAPA to KMKC via Hill City and Salina VORs with the Jayhawk Five Arrival via the Emporia Transition (EMP.JHAWK5). Expect the ILS 3 Approach into Kansas City Charles B. Wheeler Downtown Airport. Load VOR frequencies as appropriate to monitor the progress of the flight along with the GPS navigation. 6. Initiate the flight on the Simulator. Enroute just east of Goodland, the pilot receives the following amended clearance from ARTCC: "N12345, I am showing level-4 radar returns on my radar over the Hill City VOR, in a line that runs from 40 miles to the southwest of Hill City to 150 miles to the northeast. The entire storm appears to be moving east at 30 knots." The pilot was planning on stopping for fuel in Salina, but realizes that the storm will be on top of the airport by the time of arrival. Note that the aircraft is not equipped with a Stormscope or datalink weather. What are the pilot's options? Rank these options from best to worst. Best option: Deviate to another airport for fuel (possibly even to Goodland), check the weather on the ground, and plan the rest of the flight based on weather deviations. Acceptable option: Continue to the next airport closest to Hill City, land for fuel, and check weather, asking ARTCC for PIREPS as the aircraft approaches the area of the storm. Poor option: Continue on the current flight path, delaying decision on deviation actions until closer to the weather and hoping that ARTCC has the capacity to provide vectors around the storm. The problem with this proposed scenario is two-fold: • ARTCC may prove too busy to provide vectors. • ARTCC radar has limited ability to detect areas of significant weather accurately Worst option: Continue the current .flight path and try to penetrate the storm. 26 GIFD Pilot's Training Guide 190-00368-05 Rev. B

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26
GIFD Pilot’s Training Guide
190-00368-05
Rev. B
Exercise 6.6: Practice (Optional)
Using the GIFD PC-based Simulator, power up the system.
1.
Verify the Jeppesen database effective dates and note those dates in the space provided
below.
2.
Enter the transponder code “5455” and set the transponder to ‘ALT’ mode.
3.
In COM1, enter the ATIS frequency for KAPA as the active frequency and the ground control
frequency as the standby frequency.
4.
In COM2, enter the KAPA Tower frequency as the active frequency and the departure
frequency for an eastbound departure as the standby frequency.
5.
Assume that a pilot is departing KAPA and selects and loads the Plains Two Departure,
Goodland Transition (PLAIN2.GLD).
The rest of the flight plan goes from KAPA to KMKC
via Hill City and Salina VORs with the Jayhawk Five Arrival via the Emporia Transition
(EMP.JHAWK5).
Expect the ILS 3 Approach into Kansas City Charles B. Wheeler
Downtown Airport.
Load VOR frequencies as appropriate to monitor the progress of the flight along with the
GPS navigation.
6.
Initiate the flight on the Simulator.
Enroute just east of Goodland, the pilot receives the
following amended clearance from ARTCC:
“N12345, I am showing level-4 radar returns on my radar over the Hill City VOR, in a
line that runs from 40 miles to the southwest of Hill City to 150 miles to the northeast.
The entire storm appears to be moving east at 30 knots.”
The pilot was planning on stopping for fuel in Salina, but realizes that the storm will be on
top of the airport by the time of arrival.
Note that the aircraft is not equipped with a
Stormscope or datalink weather.
What are the pilot’s options?
Rank these options from best to worst.
Best option: Deviate to another airport for fuel (possibly even to Goodland), check the
weather on the ground, and plan the rest of the flight based on weather deviations.
Acceptable option: Continue to the next airport closest to Hill City, land for fuel, and
check weather, asking ARTCC for PIREPS as the aircraft approaches the area of the
storm.
Poor option: Continue on the current flight path, delaying decision on deviation actions
until closer to the weather and hoping that ARTCC has the capacity to provide vectors
around the storm.
The problem with this proposed scenario is two-fold:
• ARTCC may prove too busy to provide vectors.
• ARTCC radar has limited ability to detect areas of significant weather accurately
Worst option: Continue the current .flight path and try to penetrate the storm.