Garmin G1000 Da40 Manual

Garmin G1000 Da40 Manual

All rights reserved. This manual reflects the operation of System Software version 0321.20 or later for the Diamond DA40 or DA40F. Some differences in operation may be observed when comparing the information in this manual to earlier or later software versions.Within this period, Garmin will, at its sole option, repair or replace any components that fail in normal use. Such repairs or replacement will be made at no charge to the customer for parts and labor, provided that the customer shall be responsible for any transportation cost. This warranty does not cover failures due to abuse, misThoroughly practice basic operation prior to actual use. During flight operations, carefully compare indications from the G1000 to all available navigation sources, including the information from other NAVAIDs, visual sightings, charts, etc. For safety purposes, always resolve any discrepancies before continuing navigation. Basemap data is intended only to supplement other approved navigation data sources and should be considered as an aid to enhance situational awareness. WARNING: Traffic information shown on the G1000 Multi Function Display is provided as an aid in visually acquiring traffic. The aircraft should be maneuvered based only upon ATC guidance or positive visual acquisition of confHowever, clusters of two or more discharge points in the strike display mode do indicate thunderstorm activity if these points reappear after the screen has been cleared. NOTE: All visual depictions contained within this document, including screen images of the G1000 panel and displays, arThe system is distributed across the following The displays communicate with each other through a High-speed Data Bus (HSDB) Ethernet connection. Each display is also paired with an Ethernet connection to an IAU. The thrThe Data Link Receiver commThe PFD and MFD data card slots use Secure Digital (SD) cards and are located on the upper right side of the display bezels.

• garmin g1000 da 40 manual, garmin g1000 diamond da40 manual, garmin g1000 da40 manual, garmin g1000 da40 manual pdf, garmin g1000 da40 manual download, garmin g1000 da40 manual downloads, garmin g1000 da40 manual free.

Each display bezel is equipped with two SD card sloNOTE: Refer to Appendix A for system-specific annunciations and alerts. The G1000 System is integrated with the aircraft electrical system and receives power directly from electrical busses. The PFD, MFD, and supporting sub-systems include both power-on and continuous built-in test features that exercise the proce. Garmin hereby grants permission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited. Portions of the Garmin G1000 utilize GPS as a precision electronic NAVigation AID (NAVAID). Therefore, as with all NAVAIDs, information presented by the G1000 can be misused or misinterpreted and, therefore, become unsafe. The Garmin G1000 does not contain any user-serviceable parts. Repairs should only be made by CAUTION: an authorized Garmin service center. These units interface with each IAU. The GSM 85 servo mounts are responsible for transferring the output torque of the servo actuators to the mechanical flight-control surface linkages.This document assumes that the reader is already familiar with the operation of this additional equipment.All instruments should be operational within one minute of power-up. If any instrument remains flagged, the G1000 should be serviced by a Garmin-authorized repair facility. GEA 71. Or: a) Press the MENU Key.When both GPS receivers are providing accurate data, the GPS receiver producing the better solution is used by the system.While the aircraft is on the ground, the WAAS signal may be blocked by obstructions causing one GPS receiver to have difficulty acquiring a good signal.

RAIM ensures that the available satellite geometry allows the receiver to calculate a position within a specified RAIM protection limit (2.0 nautical miles for oceanic and enroute, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). When a portion of the knob is not specified in the text, either may be used.The ALERTS Softkey is visible at all softkey levels (label changes if messages are issued).Checklist pages may be accessed from any page on the MFD using the CHKLIST Softkey.Or: a) Press the MENU Key.Profiles can be created based on Garmin factory defaults, default profile settings (initially based on Garmin factory defaults unless edited by the pilot), or current system settings. Altitude Trend Vector Selected Altitude Barometric Setting Altimeter Setting (In Hg) 190-00592-06 Rev.Or, press the HPA Softkey to display the barometric pressure setting in hectopascals (hPa). 4) Press the BACK Softkey to return to the top-level softkeys.Full-scale deflection of two dots is 1000 feet.Pressing the SUSP Softkey resumes automatic sequencing of approach waypoints.If additional TAs appear, new aural and visual alerts are generated.Refer to the Hazard Avoidance Section and Appendix A for information on TAWS alerts and annunciations. Figure 2-37 Traffic and TAWS Annunciations 190-00592-06 Rev.Additionally, the accuracy of all nearest information (airports, airspaces, and waypoints) is questionable. Finally, airspace alerts continue to function, but with degraded accuracy.Light Blue Bar Represents Peak Indicates First Cylinder to Peak 190-00592-06 Rev.The System Display shows various system parameters and fuel calculations.The MAN SQ Key must be selected to allow squelch adjustment.Frequencies in the standby field are displayed in either white or gray. The standby frequency in the tuning box is white. The other standby frequency is gray.A Annunciator Flashes During. In the example shown, pressing the Audio Panel COM2 MIC Key activates the transceiver.

The frequency is transferred to the COM Standby Field with the ENT Key.While the COM CONFIG Window is selected, the G1000 softkeys are blank.Volume level indication remains for two seconds after the change.A Active Fields. Volume level indication remains for two seconds after the change. A Press the NAV Knob to. The LO SENS function (annunciator extinguished) results in a narrower marker dwell while over a station. A Middle Marker. A Turn the Small. After 45 seconds of transponder softkey inactivity, the system reverts back to the top-level softkeys.When Standby Mode has been selected on the ground, the transponder can be returned to Ground Mode by pressing the GND Softkey.In ON Mode, a green ON indication and transponder code appear in the mode field of the Transponder Data Box.A ALT Mode (Mode C Altitude. Waiting for 10 seconds after code entry is finished activates the code automatically.A VFR Code Figure 4-43 VFR Code Figure 4-44 IDENT Softkey and Indication AUDIO PANEL AND CNS. Certain aural alerts and warnings (autopilot, traffic, altitude) are always heard on the speaker, even when the speaker is not selected. The speaker volume is adjustable within a nominal range. Contact a Garmin-authorized service center for volume adjustment. A Figure 4-46 Intercom Controls. Powering off the unit automatically clears all recorded blocks. A PA Key is Selected on. Refer to the Additional Features Section for more details on the Data Link Receiver. Connecting a stereo input to the MUSIC INPUT jack removes the XM Radio Audio from that input.Once this procedure has been completed, the pilot and copilot can change settings, keeping in mind the notes above.REVERSIONARY MODE The red DISPLAY BACKUP Button selects the Reversionary Mode. See the System Overview Section for more information on Reversionary Mode.The map orientation is shown in the upper right corner of the map.Information about Point of Interest 190-00592-06 Rev.

Measurement Information Measurement Line 190-00592-06 Rev.The current declutter level is shown.Low Altitude Airway (Victor Airway) 190-00592-06 Rev.If duplicate entries exist for an identifier, a Duplicate Waypoints Window is displayed when the ENT Key is pressed.The currently selected airport remains in the list until it is unselected.Or: 190-00592-06 Rev.Special use airspace is ahead of aircraft. The aircraft penetrates the airspace within 10 minutes. If a flight plan is still active, the G1000 resumes navigating the flight plan along the closest leg.The new flight plan is now in the list.Remove unnecessary waypoints.” appears and the new waypoint(s) are not added to the flight plan. Softkeys 190-00592-06 Rev.The active flight plan is modified as each waypoint is entered.See the procedures section for more details.Press the FMS Knob or the CLR Key to cancel the parallel track activation.Current Active Leg Figure 5-82 Active Flight Plan Page - Selecting the Leg Destination Waypoint 190-00592-06 Rev.When an airway is loaded, airways are automatically expanded to facilitate flight plan review. Narrow View. Vertical navigation is disabled.The manually entered altitude is deleted (it is replaced by a system calculated altitude, if available).Loaded Procedures 190-00592-06 Rev.Press the ENT Key to select the runway. The cursor moves to the Sequence box. The arrival is previewed on the map. 7) Press the INFO Softkey to return to the Airport Information Page.Some procedures do not have this designation, meaning the GPS receiver can be used for supplemental navigation guidance only. If the GPS receiver cannot be used for primary guidance, the appropriate navigation receiver must be used for the selected approach (e.g., VOR or. GPS provides guidance to the approach, but the HSI must to be switched to a NAV receiver to fly the final course of the approach.Annunciation Figure 5-95 Approach Loading 190-00592-06 Rev.

GPS provides guidance to the approach, but the HSI must to be switched to a NAV receiver to fly the final course of the approach.Repeat until all desired values have been entered.RAIM ensures that the available satellite geometry allows the receiver to calculate a position within a specified RAIM protection limit (2.0 nm for oceanic, 2.0 nm for enroute, 1.0 nm for terminal, and 0.3 nm for non-precision approaches). The Satellite Based Augmentation System (SBAS) provides increased navigation accuracy when available. SBAS can be enabled or disabled manually on the GPS Status Page.The confirmation window is now displayed as in Figure 5-112. Note the TOP to ULNAZ leg is actually part of V4.Turn prompts are displayed in the PFD Navigation Status Box as seen in Figure 5-115.Figure 5-116 V244 Now Active Leg 190-00592-06 Rev.The Direct-to Window is now displayed as shown in Figure 5-118. The expected approach is the RNAV LPV approach to runway 35R, so it is selected.Turn the small FMS Knob to select the altitude, and press the ENT Key. Or: To skip setting minimums, press the ENT Key.The selected approach is added to the flight plan as seen in Figure 5-126. Figure 5-126 Loaded Approach 190-00592-06 Rev.Figure 5-132 Approaching Bottom of Descent (BOD) at OPSHN Offset Waypoint 190-00592-06 Rev.Initiate the turn and maneuver the aircraft on a track through the turn radius to intercept the magenta line for the OPSHN to FSHER leg and center the CDI.Note the TOD point on the map.Figure 5-137 Manually Activate Approach 190-00592-06 Rev.At the TOD, establish a descent vertical speed as previously discussed in Step 16. The aircraft altitude is 9,000 feet upon reaching HABUK.Again, if the aircraft altitude is lower than the prescribed altitude, a direct-to is established on a Course to Altitude leg when the missed approach procedure is activated.The aircraft is climbing to 10,000 feet. The CDI flight phase now changes from LPV to MAPR as seen on the HSI.

Figure 5-141 Missed Approach Active 190-00592-06 Rev.Additionally, the accuracy of all nearest information (airports, airspaces, and waypoints) is questionable.XM Satellite Radio services are subscription-based.A Figure 6-2 Weather Data Link Page. A Table 6-2 Weather Product Display Maps HAZARD AVOIDANCE. The map range is adjusted by turning the RANGE Knob. If the map range is adjusted while panning is enabled, the map is re-centered on the Map Pointer.NEXRAD measures the radar reflectivity ratio, or the energy reflected letter Z). The value of Z increases as the returned signal strength increases. A No Radar Coverage. When Echo Tops is activated, NEXRAD and Cloud Tops data are removed.When Cloud Tops is activated, Echo Tops data is removed.To display the XM Lightning legend on the Weather Data Link Page (Figure 6-19), press the LEGEND Softkey when XM Lightning is selected for display.The Weather Information Page is shown with METAR and TAF text. A Figure 6-25 METAR Flags on the Weather Data Link Page. A gray METAR flag is displayed when the METAR text does not contain adequate information.A Figure 6-28 Current Surface Analysis Data. To display the Freezing Level legend (Figure 6-31), press the LEGEND Softkey when Freezing Level data is selected to be displayed.To display the Winds Aloft legend (Figure 6-33), press the LEGEND Softkey when Winds Aloft is selected for display. A Figure 6-32 Winds Aloft Data at 27,000 Feet. To display the Turbulence legend (Figure 6-37), press the LEGEND Softkey when Turbulence is selected for display. A Figure 6-36 Turbulence Data at 21,000 Feet. The PIREP color is determined by the type (routine or urgent).To display the County Warnings legend (Figure 6-42), press the LEGEND Softkey when County Warnings are selected to be displayed.To display the Cyclone legend (Figure 6-44), press the LEGEND Softkey when Cyclones are selected to be displayed. A Figure 6-43 Cyclone Data Selected for Display.

Stormscope identifies clusters of electrical activity that indicate cells. Strike mode indicates the approximate location of lightning strikes. A Figure 6-45 Page Menu. A Figure 6-48 Navigation Map Page Options Menu. GPS altitude is derived from satellite position. GPS altitude is then converted to a mean sea level (MSL)-based altitude (GPS-MSL altitude) and is used to determine terrain and obstacle proximity. A Figure 6-56 Terrain Proximity Page Figure 6-57 Terrain Proximity Page (ARC View) HAZARD AVOIDANCE Map Orientation. GPS altitude is derived from satellite position. GPS altitude is then converted to a mean sea level (MSL)-based altitude (GPS-MSL altitude) and is used to determine terrain and obstacle proximity. A Figure 6-62 TERRAIN-SVS Page Figure 6-63 TERRAIN-SVS Page (ARC View) HAZARD AVOIDANCE Red Terrain (Warning - Terrain Above or Within 100’. See the Flight Instruments Section for details.The data undergoes verification by Garmin to confirm accuracy of the content, per TSO-C151b. However, the displayed information should never be understood as being all-inclusive and data may be inaccurate. A Figure 6-74 TAWS Alert Annunciations Figure 6-75 Navigation Map Page. Alerts for the default configuration are indicated with asterisks.A Warning: “PULL UP” Descent Rate (FPM) Figure 6-76 Excessive Descent Rate Alert Criteria HAZARD AVOIDANCE. See the Flight Instruments Section for details.When the GPS signal is re-established and the aircraft is within the database coverage area, the aural message “TAWS Available” is generated.A TIS Symbol. If a second TA appears on the display or if the number of TAs initially decreases and then subsequently increases, another voice alert is generated. A Figure 6-87 Traffic Map Page. A Description. The traffic mode and altitude display mode are annunciated in the upper left corner.Subsequent voice alerts will be heard.

A Figure 6-95 Traffic Annunciation (PFD) The System Overview section provides a block diagram (Figure 1-1) to support this system description.The function remains disabled until both sides of the switch are inactivated. The AP TRIM Switch is located on the left control stick.Autopilot Lateral Modes Status Vertical Modes Active Armed Armed Active Mode Reference AFCS Status Box Selected Altitude Command Bars GPS is Selected Navigation Source Figure 7-2 PFD AFCS Display 190-00592-06 Rev.The flight director is automatically disabled if the attitude information required to compute the default flight director modes becomes invalid or unavailable.When the CWS Button is released at the desired altitude, the new altitude is established as the Altitude Reference.NOTE: To adjust the Altitude Reference in this case, the CWS Button must be pressed again after the Selected Altitude is reached.Heading Select Mode Active Selected Heading 190-00592-06 Rev.The flight director engages in Pitch and Roll Hold modes when initially activated.The ILS approach for runway 35L and LPV (WAAS) approach for runway 35R are shown and a missed approach is executed.Note that in GPS Navigation Mode, course changes defined by the flight plan are automatically made without pilot action required.ALT Mode 190-00592-06 Rev.Power must be cycled to the servos to remedy the situation.Display of airport signs will cycle on or off with the APTSIGNS Softkey.Flight plan legs requiring a climb are indicated by pathways displayed at a level above the aircraft at the altitude selected or programmed.Refer to Map Declutter Levels in the Flight Management Section.Refer to Updating Garmin Databases in Appendix B for instructions on revising the SafeTaxi database. Figure 8-27 Airport Information Page, Class B Chart Selected from INFO View Pressing the DP Softkey displays the Departure Procedure Chart if available.The NOTAM Softkey may appear on the Airport Information Page and all of the chart page selections.

Pressing the ALL Softkey shows the complete approach chart on the screen.This may be accomplished by selecting another page or changing the display range. 6) Press the FMS Knob when finished to remove the Chart Setup Menu.G1000 system is not configured for ChartView. Contact a Garmin-authorized service center for configuration. Refer to Updating Jeppesen Databases in Appendix B for instructions on revising the ChartView database.The NOTAM Softkey label appears subdued and is disabled.Figure 8-55 Airport Information Page, TAKE OFF MINIMUMS Selected from INFO View Pressing the DP Softkey displays the Departure Procedure Chart if available.Pressing the APR Softkey displays the approach chart for the airport if available.Pressing the ALL Softkey shows the complete chart on the screen.This may be accomplished by selecting another page or changing the display range. 6) Press the FMS Knob when finished to remove the Chart Setup Menu.Contact a Garmin-authorized service center for configuration. System is configured for FliteCharts but no chart database is installed. Refer to Updating Garmin Databases in Appendix B for the FliteCharts database Normal operation. FliteCharts database is valid and within current cycle. Refer to Updating Garmin Databases in Appendix B for instructions on revising the FliteCharts database. Highlight the desired category with the small FMS Knob and press the ENT Key.Press the MUTE Softkey again to unmute the audio.Pressing the ALERTS Softkey again removes the Messages Window from the display, and the scheduler message is deleted from the message queue.This material is not intended to replace the checklist information presented in the AFM or the Pilot Safety and Warning Supplements document. The standard, non-SVS PFD display will be shown in the interim.See the G1000 System Annunciations Section for more information. Annunciation 190-00592-06 Rev.Red annunciation window text signifies warnings and yellow, cautions.

See the Aircraft Flight Manual Supplement (AFMS) for recommended pilot actions. Display system is not receiving airspeed input from air data computer.Reducing power usage 190-00592-06 Rev. System reverts to default pilot profile and settings.Attempt to reload the aviation database. If problem persists, the G1000 system should be serviced. Crossfill is off. Install correct aviation database version in both displays. The G1000 system should be serviced. The G1000 system should be serviced. Press the transfer switch again to cycle its operation. If the problem persists, the G1000 system should be serviced. The G1000 system should be serviced. The system notifies the pilot that the loaded approach is not active. Activate 190-00592-06 Rev. Heading is flagged as invalid. The AHRS uses GPS for backup mode operation. Select the correct frequency for the approach. The ChartView database should be copied to the Garmin supplied Supplemental Data Card which resides in the bottom card slot on the MFD. The aviation database must be installed from the Jeppesen or user supplied SD data card. Contact Jeppesen (www.jeppesen. GARMIN DATAbASES The data contained in the terrain and obstacle databases comes from government agencies. Garmin NOTE: accurately processes and cross-validates the data, but cannot guarantee the accuracy and completeness of the data. It may also be necessary to have the system configured by a Garmin authorized service facility in order to use some database features. Garmin is dedicated to supporting its products and customers. Operation of the ground stations WARNING: is the responsibility of the FAA. Refer to the AIM for a Terminal Mode S radar site map. TIS information is collected during a single radar sweep. Collected information is then sent through the Mode S uplink on the next radar sweep. Liberty House, Bulls Copse Road Houndsdown Business Park Southampton, SO40 9RB, U.K.

And by having access to our ebooks online or by storing it on your computer, you have convenient answers with G1000 System Maintenance Manual Da40. To get started finding G1000 System Maintenance Manual Da40, you are right to find our website which has a comprehensive collection of manuals listed. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. Built in both Austria and Canada, it was developed as a four-seat version of the earlier DA20 by Diamond Aircraft Industries.It has a fixed tricycle landing gear and a T-tail. The Rotax 914 -powered prototype DA40-V1, registered OE-VPC, first flew on 5 November 1997 and was followed by a second prototype DA40-V2 (registered OE-VPE) which was powered by a Continental IO-240. In 1998 a third prototype DA40-V3 flew powered by a Lycoming IO-360 engine. Four more test aircraft were produced followed by the first production aircraft in 2000. JAR23 certification of the IO-360 production variant was obtained in October 2000. In 2002 the production of the Lycoming-engined variant was moved to Canada and the Austrian factory concentrated on diesel-engined variants.The FP replaced the fixed pitch propeller version of the 180 and the XL replaced the constant speed propeller version. The major difference between the new models and the 180 is the higher maximum cruise speeds. The XL's speed increase is mostly due to the Powerflow exhaust system.It has a maximum cruise speed of 147 knots, burning 9.2 gallons of Avgas per hour. It has a constant speed propeller and FADEC (single lever) engine control.The wheel fairing streamlining was improved, a three-blade scimitar-type constant speed propeller was incorporated and the Powerflow exhaust system from the XL was retained.

The canopy contour was also revised, with the sides being more vertical before curving into the roof, which provides more shoulder and head room.The XLS is the deluxe version, with the integration of some options into the standard offering including a Powerflow tuned exhaust, WAAS-capable G1000, GDL69 datalink, and TAS traffic alert system.Current production DA40s are built only with the Garmin G1000 as standard equipment.Its overall and fatal accident rates are one-eighth that of the general aviation fleet and include no stall-related accidents. The level of safe operation is attributed to its high aspect ratio wing, low wing loading and benign flight characteristics.Maximum gross weight is 1150 kg (2535 lb). Marketed as the DA40 FP.Retrieved 24 November 2013. Retrieved 11 September 2008. Retrieved 11 September 2008. Retrieved 11 June 2008. Retrieved 24 May 2012. Retrieved 6 May 2010. Retrieved 19 November 2015. Retrieved 1 March 2019. Retrieved 27 August 2012. Retrieved 15 April 2009. Retrieved 11 October 2008. By using this site, you agree to the Terms of Use and Privacy Policy. Confirm your warranty document revisions at the time of purchase. Diamond DA62 Limited Warranty (as of Q1 2019) Diamond DA42 Limited Warranty (as of Q1 2019) Diamond DA40 NG Limited Warranty (as of Q1 2019) Avionics Manuals LifeStyle Aviation Direct link to all Diamond G1000 NXi manuals in one folder. LifeStyle Aviation Supports U.S. Flight Schools with Aircraft Leasing Options Diamond DA40 NG Flight Trial Video Diamond DA62 for Business Aviation: Doing Business the Diamond Way Shop For Aircraft Featured Aircraft News Search All Listings See All LIfeStyle Aircraft Listings Diamond Aircraft Listings DA20 Listings DA40 Listings DA42 Listings Mooney Listings Piper Aircraft Listings Cessna Listings Other Listings Explore DiamondShare powered by Advanced iFrame free. Get the Pro version on CodeCanyon. Our Clients Say It Best.

When it was time to sell my aircraft I turned to John Armstrong of LifeStyle Aviation. John and the folks at LifeStyle Aviation made the process simple and painless, answered all my questions promptly, got me a great price, and closed the deal in short order. Even though my plane was on the lower end of the price spectrum, John gave me the same level of care and service that he gives to his high end clients. I've appreciated their ability to take my planes on trade and help me into the next plane. They helped me every step of the way on each selection, valuation, negotiation, inspection, delivery and more. When there were issues they jumped in to help. They connected me to the people I needed when I needed help. Its been good to have a trusted advisor. Rod in CO I wanted to thank you for your excellent service in getting us into a fantastic plane. Having never owned a plane before, and having flown a cirrus with airshares elite, I was nervous about making the plunge. You and your team were and are attentive to all the concerns and details of the purchase, and followed through with all the promises that you made.impressive and uncommon so kudos to you and your team. In addition, the delivery and transitional training was excellent, and the DA 40 is an absolute joy to fly. The fit and finish of the diamond is outstanding.like a Porsche or BMW. I look forward to many years of fun flying this great plane and our continued relationship. Once again, thank you for making it all happen. Maurice in NY Thank you for your efforts in making my dream of owning my own aircraft a reality. Like some other clients of yours at LifeStyle Aviation, I was getting ready to buy a Cirrus and decided to take a flight in a Diamond DA-40 just to be sure I was making the right choice. What an eye opener. The DA-40 was impressive from the first glance to the final touchdown. (and every flight since). What a pleasure to fly.

It's responsiveness and great visibility is noticeable immediately and everyone who rides or pilots this aircraft has nothing but great things to say. Your help in making this transaction happen was also a pleasure. The process was very straightforward and effortless. Being on opposite ends of the east coast I did make the decision to purchase the aircraft site unseen and trusted your judgement regarding the condition of the plane (both structurally and mechanically). You did not disappoint. Everything was just as you described. Taking an interest in seeing it delivered right to my door (at the airport of course) and wanting to be there in person to answer any questions I might have was equally impressive. Letting me test fly your aircraft to get an idea of what the synthetic vision could do was also a lot of fun and I hope to add it to my aircraft some day. Overall it was a great experience and I look forward to my next Diamond purchase when I'm ready to move up. (although I am having a lot of fun flying the DA-40) Thanks again for your help. The process you had was perfect, and very streamlined. Everything was very organized, stuff was prepped for the delivery, and even the room that I came to visit I could see all the aircraft books were organized and the delivery process was well thought out. And Phil Jewell is dynamite. He was very descriptive of the process, so I knew what to expect. Phil made it a great experience, and was always very quick to respond. Overall, I could see your team was interested in my overall experience and success, not just making a sale. The good people at Lifestyle Aviation made the process a wonderful and memorable experience. I would like to thank the Lifestyle Aviation team for taking such good care of me and my needs.You are truly second to none!Sincerely. I don’t have any relatives that fly; a few workmates had taken it up a long time ago but, at that time, it seemed like too much of a time commitment and a bit expensive.