The general aviation of the twenty-first century wants to pursue more sophisticated cousin technology. Capacious computers and new technology have now made the difference between flying for the space shuttle aviation aviation Suites and the flying glass stars and the private pilot.
There is no doubt that such a device will provide additional protection on behalf of the landscape image, you can move maps and courses, you are all there at a glance. The argument that the glass presentation may encourage the pilot to get into a worse situation, gives the VFI a test standard, and everyone agrees. If their planes were equipped with analog measurements, it might not have been pushed before. We must not forget that a thousand-hour VIFI pilot, still a VFI pilot, and trained up to that point and expected to keep their eyes on the natural horizon. By introducing glass helmets at GM, those pilots will have a natural tendency to start spending most of their time there in the cockpit. The VFI pilots who enjoy the new modern aviation will be more dependent on it than before and may get in trouble more often than not. Without proper training and guidance, the results can be disastrous, as the pilot may be in a false sense of security, assuming they are competent to deal with uncontrollable situations.
There are many different types of pilots but we can divide them into two types. View pilots and number pilots. Most of us fall into the visual category, the rest of us are pilots, and then very few are qualified on both sides. My friend and colleague is a visual pilot but a very successful IFR pilot. He uses visual imagery in his mind, but uses numbers to validate his environmental awareness picture. I am a pilot of a number, and so far I am not using visual imagery, numbers tell me everything I need to know. I think, the number of pilots in general would be the best IFR pilots ever. However, it is important to make it clear that no matter what type of pilot you are or whether one is right or wrong, in the end, your training should be consistent with the way your information informs your mind.
And so, we have reached the point and topic of this article. Adding IFR rating to your certificate, old analog or new glass?
As many of you know, GPS, ESI systems use satellites to calculate space, and provide that information on a colorful, logical display, with topics, topics, elevation and detail. Essentially your presentation of visual and numerical information. The ground-based navigation system for pilots is usually in the form of V.O.R & # 39; s and N.D.B's. Although the N.D.Bs are officially unveiled, the V.O.R system will be with us in the future and most GA aircraft will use this cruise route using remote sensing equipment. (D.M.E) So what system did you decide to use to get the IFR rating for you? After talking to a good section of people, including the DPE (designated flight investigators), it is important to learn about the FREM candidate, the IFR candidate, in order to learn about the VR candidate system first. Then you'll move up the stairs to the glass system. If you are flying a plane with both the analog system and the Garmin 530, you will have to learn to use not only the analog system but also the GPS system. This will add more training hours to your level. If you are a renter and you want to rent an aircraft that has analog units and you decide to study on a glass system, chances are you can't fly the IFR when you go to rent that plane. Simply put, you are not eligible to fly that system. The final conclusion is, you are, and always will be, as long as the old system is around, an incomplete and sub-IFR pilot.
Fortunately, a young airline who visited some time in Cana wanted to rent a Cessna 182, no GPS, no IFR, no. why? Learned by the E.F.I.S and using analog metrics, IFR could not fly, and he acknowledged that. But he was willing to give the wind, and I didn't carry the details except to say he was not very good with a VIPIP pilot. The simple fact of the matter is that it clearly shows in your abilities as an IFR pilot that it's not about learning the basics of the IFO-based V.O.R system. Is it much easier to move into the mirror systems than to learn and go back to the old system, and when you learn a new one, it goes back to the old systems? Remember, once you have your ticket in hand, you can move to any glass system you want to fly on your vacation. In this world, everyone is fast-paced, ten-day device ratings, low bone levels and, as far as possible, bones, as described in P.T.S. If you are the type of IFR pilot you want to be, good luck, the fact is that you may end up on a piece of government paper just like your other FAA stats, because in time you will not be ready to fly a real strong IFR. , And it will be one day. Any mid-level capable pilot can fly IFR when everything is hunky dory, when you have a device failure or twice, the weather is IFR, the weather is bad, visibility is no and the only company you have is external tail lights and yourself That's when the actual test of your device training is revealed. The simple fact of the matter is that if you know the analog system first, your IFR piloting will be significantly higher. One last note before I close this article, if you have someone else on the plane with you, you are responsible for their lives, get the picture?