Materials required: (1) instructor PC with G1000 simulator, hooked up to video projector, (2) each student has a laptop running the G1000 simulator, (3) each student should have paper approach plates for New England

Philosophy: Scenario-based training. We pretend that we are going to accomplish certain missions with the G1000 and each pilot does them on the sim. The missions get gradually more complex and the pilots gradually learn more and more G1000 features.

Student Preparation

Introduction

First some material about the DA40:

• long wings (39.2'); careful when taxiing and parking
• extreme outboard tiedown rings; carry your own ropes
• greenhouse; use the canopy cover if you shutdown for lunch on a warm sunny day
• rear seats fold forward for cargo
• taxi on sunny days with the canopy in the taxi position
• steer on the ground via differential braking like the Katana; full rudder deflection works well for steering at slightly high taxi speeds
• rotate at 60 knots, climb at 67 (half flaps) then 73 (no flaps)
• approach at 60-71 knots depending on weight (67 is a good number to use in training with two people and full fuel)
• electrical system. This is an all-electric airplane with three sources of power: alternator, ship battery, backup a.i. battery. This is not very redundant compared to all electric planes from Cirrus, Columbia, Mooney, et al., so don't plan a flight where you can't get out of IMC in less than 30 minutes.

• show a slide with the various modules listed and explain what they do, pointing out the lack of redundancy in the attitude, heading, and air data systems
• backup to a failure in the G1000 is provided by the steam gauges
• backup to a failure in the PFD or MFD display or display backlight is provided by a reversionary mode in which both displays show attitude, HSI, and engine gauges (no moving map)

Lesson 1: VFR around the pattern at KBED

• tune ATIS (124.6) on the COM2 radio
• select COM2
• set the altimeter to 30.13
• tune 121.7 on the COM1 radio, select COM1, and put 118.5 (tower) in the standby freq for COM1
• set the transponder to 7000 (VFR standard for Europe), reset it to 1200 (U.S. standard) using the VFR button
• check the fuel and the engine gauges
• check the slip-skid indicator (ball) and turn coordinator while taxiing
• check the attitude indicator while taxiing
• set the heading bug to 293
• set the GPS up for direct BED and OBS mode with a course of 293 so that you will have a reference for the runway centerline in the HSI

Lesson 2: VFR to Martha's Vineyard

• enter a flight plan KBED, KOWD, KMVY
• use the airport info page to pick the Bedford ATIS frequency and put it into COM2
• set the altimeter to 29.81
• use the airport info page to pick the Bedford TWR and GND freq and put them into COM1
• set the transponder to 4541 (you're getting VFR advisories)
• check the gauges
• flop TWR into the active frequency for COM1
• tune 124.4 (Boston Approach) into the standby
• flop to 124.4
• play with the MFD moving map; press the map soft key and then turn on and off topo, terrain, traffic, etc.
• play with the inset PFD moving map, start by pressing the INSET soft key and then using soft keys to turn traffic on and off
• diversion: passenger is getting sick, use cursor on MFD (push Range knob) to highlight a nearby airport, e.g., KEWB, then push Direct-To button to go there
• use the Waypoint pages to figure out the runways at KEWB, the field elevation, and the rest of the airport info
• passenger is feeling okay, go Direct-To KMVY (without typing in the characters; use the FPL window or the FPL drop-down list in the Direct-To pop-up)
• passenger decides he needs to explore alternative lifestyles and wants to go to Provincetown; go Direct-To KPVC.
• use OBS mode to give yourself a reference for intercepting an inbound course to runway 25 (course of 255 magnetic according to AFD)
• on the way back, find the nearest airports using the PFD (press the NRST soft key), go Direct-To one of these
• find the nearest airports and VORs using the Nearest group on the MFD (turn big FMS knob all the way to the right), go Direct-To one of the VORs
• using the FMS cursor and enter key, tune the VOR frequency into NAV1
• figure out which radial of that VOR you're on using the HSI
• see if the G1000 has identified the VOR by listening to the Morse code
• set up the audio panel to listen to the Morse code yourself
• zoom the map range way out and look at the endurance ring to see if you have enough fuel to make it over to Burlington, Vermont (KBTV) and still have at least a 45-minute reserve

Lesson 3: Malfunctions

• simplest: LCD backlight failure on the PFD
• PFD failure (pull breaker)
• AHRS failure (pull breaker)
• air data computer failure (pull breaker)

Lesson 4: Pilot Profiles

East Coast Aero Club policy: "if it starts with ecac, don't touch it!"

The following should be defined:

• ecac renter VFR
• ecac renter IFR (no airspace warnings)
• ecac owner VFR
• ecac owner IFR

Lesson 5: Mountain Flying

• go to the terrain page within the Map chapter
• add terrain to the inset map on the PFD
• note that red terrain is at same altitude (within 100') or higher. Yellow terrain is within 1000'. Entire map will turn red as you approach to land.
• Use the cursor to move around and identify the various ponds in the area.
• use the map cursor to measure distance from the plane's present position (MENU first)
• hit the ENT key when the cursor is over the town of Laconia to measure the distance from there up to Squam Lake

Lesson 6: IFR Flight

• make a flight plan from KBED to KBDL that adheres strictly to the V419 routing (remember that an airport and a VOR may not exactly coincide)
• add the Hanscom 6 DP using the DP soft key
• using the MFD, check out the weather for BDL and see that the wind is 080 at 12 knots
• load up the ILS 06 approach (vectors)
• activate the approach as soon as you get your first vector from ATC
• fly the published missed and hold, remembering to press the SUSPEND button to sequence to the missed approach procedure and then the CDI button to change to GPS-based navigation
• Your GPS has failed and so has Bradley's RADAR; you're going to do the VOR 15 starting from MISTR and use the two VOR receivers to identify the intersection; clear the ILS approach out of the flight plan, load up and activate the new approach, tune the VORs

Lesson 7: KAP 140 Autopilot

Remember that this is a rate-based autopilot; it does not get any attitude information. It runs from a hidden mechanical turn coordinator behind the panel. If the G1000 dies, the autopilot still can tell whether or not the plane is turning. Turn coordinators are much simpler and more reliable gyros than attitude indicators. That's the good thing about a rate-based autopilot such as the KAP 140 or the S-Tec in the Cirrus. The bad thing is that these autopilots will put the plane into unusual attitudes if you're in turbulence and generally do exactly the wrong thing in bumpy conditions (FAA says "hold attitude, not altitude"; the KAP 140 says "hold altitude and heading precise; who knows or cares about attitude?")

• required preflight tests (refer to supplement for DA40 A.F.M.)
• how a disoriented pilot can take a break (press and hold AP then ALT)
• HDG versus NAV mode
• if the G1000 dies, what is the autopilot good for? (just wing leveler and altitude hold, basically)
• altitude hold mode; absolutely nothing to do with the altitude displayed on the front of the KAP 140
• the altitude displayed is the preselected altitude and is good for getting audio alerts of deviations
• if you see ALT ARM, that means the autopilot will capture that altitude and switch from VS to ALT when it reaches the preselected altitude (no "ARM" and the A/P will blow through the altitude and the FAA will be calling to ask for your certificate back...)
• an ILS: HDG mode, press APR to ARM, will sequence to APR when localizer comes in, then you'll see "GS ARMED" and finally you'll see "APR GS" when you're on both localizer and glide slope