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I don't have the book here, but I *believe* the 30nm is referenced to
the Airport Reference Point, which is the physical location from which they began the survey of the land to lay out the airport. Mostly this is somewhere near the center of the airport, but not always. sometimes it is not even *on* the airport. The last issue, #8, is implemented on some boxes and not others. I do not remember if the 89B had that feature or not. But on some machines it was wired to automatically switch the NAV/GPS switch back to NAV if you had a valid Localizer freq in Nav 1. The theory was that if you were trying to fly an ILS and fogot your NAV/GPS switch was left in the GPS position, it would automatically default back to the NAV position so that the data displayed on the needle you were tracking was from the ILS and not the GPS (that you were presumably not using.) Of course, this created the opposite problem; if you are trying to do a GPS approach, and forget to get the ILS freq out of Nav 1, it would not allow you to *load* the approach, let alone fly it. Infuriating. I have not seen this feature implemented on any of the more recent boxes. Bottom line, you have to know what your box does and doesn't do automatically, and when it does it, and why. An put a check of that NAV/GPS switch in your set-up procedure for *all* your approaches, not just the GPS ones. Regards, Gene |
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"CFII_ASC" wrote:
Bottom line, you have to know what your box does and doesn't do automatically, and when it does it, and why. An put a check of that NAV/GPS switch in your set-up procedure for *all* your approaches, not just the GPS ones. Yeah, I've been burned by that one, and it's one of the most common mistakes I see students make. The other common one (at least on the CNX-80) is to forget to hit the EXEC button after modifying a flight plan or selecting an approach. |
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