altitude restrictions on departures and missed approach procedures is one of the best examples of how pilots get sucked in by the automation yeah I can't tell you how many times I've had a pilot turn to me and say I'm just doing what the garment told me to do yeah they just blindly follow the GPS of the Garmin 400 500 series is not very good showing the pilots the altitude distance and climb restrictions and certain procedures this is a total sucker trap Peter let's show them an example let's take a look at the van eyes missed approach here is the ILS to runway one-six right at Van Nuys California and if we zoom in on the missed approach it says on the initial climb climbed across Van Nuys 1.5 DME or Fillmore vor one zero one radial at or below 1,750 feet that's a climb restriction why are they restricting us to 1750 the reason is the Burbank localizer goes right over the top of the airport and it's very possible to actually go missed at Van Nuys and have an airliner at 3,000 feet on the ILS runway 8 into Burbank and that only gives ATC about a thousand feet of separation once you comply with the restriction then it's a climbing left-hand turn to 4,000 outbound via the Van Nuys 1-0-1 radial to the amp try intersection and then hold as published if we take a look at the Garmin you can see here on the missed approach all the Garmin gives us is AM trot with a course of 1 0 1 so we ask ourselves well how are we going to comply with the 1.5 restriction right you have to maintain 1750 until crossing Van Nuys 1.5 DME so that leads us to pro tip number 1 set up the garment 2 as a DME let's go to the video so as I'm getting set up for the ILS runway one-six right into Van Nuys I activate the Van Nuys vor Victor November Yankee in garmin number two and I suspend Waypoint sequencing when I go missed Garmin number one gives me a course to fix two AM trve one zero one but I first need to deal with the climber striction so I looked to my Garmin to for my distance readout and once it reaches one point five nautical miles I can continue my climb to 4,000 and turn left and intercept the one zero one course inbound to am try already displayed on carbon number one so we showed you a trap on a missed approach now let's show you a restriction trap on a departure let's go to Teterboro New Jersey the Teterboro six departure here's the hot plate if we take a look in the very center of the plate there's Teterboro Airport and what we're planning on doing is actually departing Teterboro towards the Northwest towards the coat intersection and if we read the routing the routing says as per notes or via vector to assigned route / fix and the coat routing basically says that you're gonna head out to Saks eventually the controller will say to you you're cleared direct to Sparta which is Sierra alpha x-ray and then in the Garmin we would have a flight plan built up with the coats intersection which would give us a three one one course so now if we take a look at the initial climb the takeoff for runway two-four it says climb via heading two four zero upon reaching 1500 feet turn right to a heading of two eight zero will maintain 1500 feet until Teterboro 4.5 DME then upon reaching the Teterboro four point five DME we will climb and maintain 2,000 but if we go to the Garmin look what we get yeah ma su all we're getting here is runway 2 4 as the only way point in the departure and you often see this with those radar departures that look like a big cloud of yo ours there so complicating there's so many options the database designers just give up and they leave it to us to figure out how to do it so essentially what we have to do is we have to build the rest of the departure by hand so first thing I'm gonna do is turn my cursor on I'm gonna scroll on down and enter in the Teterboro vor because remember that's what my restrictions based on so tango echo Bravo Northeast USA I'll accept that then I'm gonna scroll on down I'm gonna enter in the Sparta vor which has the three-letter identifier of sacs Sierra alpha x-ray I have no idea where the X is in Sparta and then I'll enter in the coat intersection Charlie Oscar alpha tango echo press enter so now that I've entered all that into my flight plan I'm gonna go back to the moving map I'm just gonna zoom out I just want you to get the picture and to see what we've done here and as i zoom out I'll just have to declutter a little bit to give you the better idea you can see there I've got sacs and coat and now if i zoom on back in I'm actually sitting on runway two-four you can see the Teterboro vo ours off the end of the runway there so let's go ahead and fly the actual departure you can see my ground speed starting to increase and note that Teterboro is my active Waypoint the DME is counting you down to Teterboro right but watch this as the airplane gets close to Teterboro the Garmin advances to the next leg which is actually Sparta so Sparta which is sac Sierra alpha x-ray has now become the active Waypoint well folks that's bad remember the restriction was based off Teterboro so now that it's ax is my active Waypoint all the garment is simply going to do is count me down to Saks and that's not gonna help me fly the departure so that being said tip number two is you need to suspend sequencing on the first Waypoint until the restriction passes let's go to the video and show it to you I'm at zero six departure when I push the procedure button in the garment and select the departure all it gives me is runway two-four so what I do is go into the flight plan and add Teterboro then sacs and then coat and then I simply pull the OBS button to suspend Waypoint sequencing on Teterboro until I've complied with the restriction when it first flied the departure a fly runway heading up to 1,500 feet once I reach 1,500 feet I turned right to a heading of two eight zero as I roll out on the heading of two eight zero I look for Teterboro 4.5 DME here's Teterboro 4.5 DME I can now start my climb to 2,000 feet now that I've reached 2,000 feet what I like to do is actually place my cursor on sparta in the event of lost comm I'll know what Waypoint to fly to so we looked at a restriction strap on a missed approach we looked at a restriction trap on the departure now let's take a look at a restriction trap on an approach so here is the RNAV runway 1/2 Yankee and Zulu approaches at Bishop California and if we zoom in you can see here the approaches look very similar note the crazy mountainous terrain on all sides of the airport this Airport is completely surrounded by hazardous terrain and if we go to the profile and the minimums of the approach you can see here on the left for the Yankee the strain in landing runway 1 to the ll nav MDA is six thousand and six hundred we look at the Zulu approach on the right and we've got an L nav MDA of forty five eighty that's a two thousand foot difference and we go into the Garmin the Garmin says would you like to shoot the our nav one to Yankee or Zulu how do you know which one to pick if we look at the profile view on the Zulu approach on the right notice there are two additional step downs inside of the final approach fix we've got seamos with a crossing height of 60 100 feet and we've got FOMA at 5,200 so I know what you're saying to yourself hey I can handle those step downs no problem I'm gonna choose the Zulu approach yeah wait a minute there Massey there's also a note down here on the L nav minimums and that's giving us a climb restriction of 325 feet per nautical mile all the way up to 11,000 feet and not a lot of aircraft can meet that to climb restriction I mean that's a pretty deep hole that you're getting yourself into if you fly to those lower minimums and you need to be able to climb out of it I think the key point here is remember as you look on the left the approach for our nav runway one two Yankee and you look on the right for the our nav one two Zulu approach remember the Garmin does not say to you hey there is a climb restriction and if you choose the wrong approach you may have dug yourself into a hole that could have catastrophic consequences so don't forget to look at the charts before you decide which approach you're going to shoot just remember the Garmin will not protect you from restrictions you need to make sure you understand what the procedure is and what the garment will and will not do for you
