Comments on: Too Complex or Slow Down?

By: William Due

William Due — Mon, 07 Jan 2013 23:56:02 +0000

I have performed many flights in Europe. When receiving my clearance, I always asked for the departure in order to program it into my GPS. Clearances were received about 30 minutes prior to departure so there was plenty of time to program. I can’t recall ever having the departure route changed. As far out as possible, we listened to ATIS. On contacting ATC we asked for expected arrival route. Again, there was plenty of time to program without expectation of changes. After having gotten accustomed to this fine service, on return to the U.S. I attempted to implement some of this wonderful information. Clearance Deliveries seemed to always be too busy. The same for arrival. Waiting at the intersection seems to be the norm. Yes, I think ATC could be somewhat more helpful.

By: George Semel

George Semel — Fri, 04 Jan 2013 20:29:10 +0000

Well, I am sort of lucky, the Aircraft I fly most has dual KX-170Bs NDB and DME. I carry a Garmin 296 map. And paper charts. I seem to have few problems with clearances or last minute changes in runways for landings or Approaches. The problem is that the new latest and greatest boxes take to many steps to program and even more steps when you have to change. New is not always better. Till they come up with a common user interface, that is as simple to use as the KX-170B’s, pilots are going to have this problem and distraction from looking out side the airplane when they should be. Of course I fly an 35 year old Piper Aztec. If we ever replace that airplane, We will make sure at least one of the Radio’s is a KX-170B They just work.

By: Rod Smith

Rod Smith — Fri, 04 Jan 2013 14:55:43 +0000

Had his happen last November during flight into LAS,atis 150 mile out,set up arrival Tyssn3,desent via star,approach says plan 25R as advertised everthing ok then final controller says new atis..gave me alt.setting and surface wind no other changes..then 10 mile from airport (3min out)atc says do Grnpa1 arrival,I started reprograming fms,then thought this crazy…heads down busy airspace and superman could not reprogram fms in time for their request…I told atc unable to comply, request vectors or a direct to waypoint,then given direct Trrop and visual 19R.approach and landing were uneventful.I wondered how this would go for a low time sp jet newbe?I have right at 20k hours and several thousand as sp in c525/c560 aircraft.I believe an SP in remarks section would be a great idea..providing atc would notice it and try to give us a heads up.

By: Johnny White

Johnny White — Fri, 04 Jan 2013 12:33:55 +0000

With GPS nav systems enroute navigation has a lot more directs and less airways which is getting pretty acquainted anyway. The only cure for being given a last minute airway or strange route assignment is to study prior to getting into airplane and have the Low and High chart folded and ready for the general direction you will be departing or arriving from. Sids ,Stars, High and Low charts and recent ATC assigned & filed routes are available for review are on Fltplan.com Most useful web site on the planet.

By: Johnny White

Johnny White — Fri, 04 Jan 2013 12:25:01 +0000

A little trick I have use flying Single Pilot in HP Turbo Props and Jets for the last 40 years is to tune in the approach control freq as far out as you can receive it and listen. You will here what approach and runway they are actually using and how the approaches are going. You can prepare for the approach and the missed approach well ahead of time. Even have time to build a secondary FP if you think there is going to be a missed or late approach / RW change .

By: Walt Woltosz

Walt Woltosz — Wed, 02 Jan 2013 21:06:43 +0000

Flying a Citation 550 as a single pilot, the most aggravating problem for me has been is when you switch from tower to departure and they amend your clearance and give you Victor airways (and intersections of them) while you’re in your climb. With Garmin 530/430 in the aircraft, you suddenly find yourself trying to find out if there are VOR and intersection names you can use to accomplish the same thing. All while flying the departure and climb out. Sometimes this happens before takeoff at the end of the runway with engines running, so you sit there and burn fuel as you struggle to reprogram the departure as quickly as possible.