Garmin G1000 Pilot's Training Guide (-05) - Page 53

WEATHER AWARENESS In this discussion so far, the focus has been on SRM. Now, attention will be turned to leveraging the various data inputs from the on-board weather sensors, datalinks, traffic awareness, and terrain awareness functions. Proper understanding of both the operation of these various tools and their integration with the pilot's aeronautical decision making (ADM) process can bring significant safety gains to the GA feet. Weather datalink and airborne lightning detection equipment have brought unprecedented weather avoidance capabilities to the GA aircraft. Datalink weather receivers can bring a wide variety of information into the cockpit besides the well-known NEXRAD radar images. While these weather tools provide valuable information, they do have limitations that must be considered to be used appropriately by the pilot in the ADM process. Neither datalink weather nor airborne lightning detection equipment is to be used for storm penetration. Instead, these planning tools should be used to help the pilot make a timely and well-informed decision on how to proceed with the flight. While avoiding strong thunderstorms and other areas of heavy precipitation is desirable, the ability to also review textual weather information for the destination while enroute allows the pilot to maintain better situational awareness for airport selection in case of an emergency. This capability also allows the pilot to evaluate all approach options based on ceilings at the destination airport or whether to divert to an alternate airport much earlier in the flight. This, coupled with the ability to review weather information well outside of the transmission range of ATIS/AWOS/ASOS systems, enables the pilot to better prepare for arrival and reduces lastminute workload. Thunderstorms are typically used as a main selling point for datalink weather receivers due to their visual NEXRAD presentation, whereas ice-the other main weather concern for flight-is often not emphasized enough. However, it should be stressed that the potential for icing is also provided textually and, in some cases, graphically via datalink weather. This becomes a very powerful tool in the winter months. The ability to display information about icing potential in either format (textual or graphical) is a significant improvement for the overall safety of flight.1 Overlaying both the NEXRAD and lightning images on either the GIFD MFD or PFD map serves to corroborate information on the location of the strongest storms. When lightning detection equipment is installed in the aircraft, the unique strike-aging capability of the GIFD provides additional visual cues as to the current state/stage of the storm. Continuously growing strike rate counts, as well as, an increase in the number of lightning bolts (bold or normal) often denotes a developing severe thunderstorm. On the other hand, decreasing strike rates combined with a growing number of "plus" (+) symbols indicates a decrease in the strength of the storm and its possible dissipation.2 While this type of information is very powerful and convincing, it is important to use it to plan the flight path and not to attempt penetration of an area of severe weather. The data should be used to plan a deviation well clear of areas indicating storm activity to ensure the remainder of the flight can be safely executed. One should always remember that discretion is often the better part of valor and that no technology can depict actual meteorological conditions with 100% accuracy. 190-00368-05 Rev. B GIFD Pilot's Training Guide 49