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#1
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![]() "Wyatt Emmerich" wrote in message . .. With my 530 upgraded to WAAS, I think it's easier to fly full procedure GPS approaches rather than take vectors. Full procedure GPS approaches? Do you mean proceeding direct to an IAF on a basic-T approach versus being vectored to join the FAC? Does it complicate life for controllers when you request the full procedure? Not if there's no other traffic. |
#2
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By full approach, I mean flying it as published. Usually a T approach, but
sometimes there's a hold as part of the approach. Flying the full approach is easier with the WAAS. You don't have to input headings on the heading bug. It is more predictable because it's published. No chance of miscommunication on vectors. No constantly adjusting the heading bug. No chance of the controller bringing you around to close of an automatic glideslope couples. -- Wyatt Emmerich President, Emmerich Newspapers 601-977-0470 PO Box 16709, Jackson MS 39236 Shipping: 246 Briarwood Drive, Suite 101, Jackson MS 39206 "Steven P. McNicoll" wrote in message ... "Wyatt Emmerich" wrote in message . .. With my 530 upgraded to WAAS, I think it's easier to fly full procedure GPS approaches rather than take vectors. Full procedure GPS approaches? Do you mean proceeding direct to an IAF on a basic-T approach versus being vectored to join the FAC? Does it complicate life for controllers when you request the full procedure? Not if there's no other traffic. |
#3
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![]() If you are making routine instrument approaches, sitting there watching the magic box move the little airplane on the screen and drive the autopilot and your prime job in life is to control the throttle as you whistle and tap in time to the music, you are not current (in reality) and will be in a load of crap the day the autopilot goes off line in real crud... Far better you accept the vectors for every other flight and hand fly the airplane on the steam gauges as you drip sweat in time to the flopping of the indicator needles... Then someday when it actually becomes life or death you will be ready... denny |
#4
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On Nov 8, 2:48 pm, Denny wrote:
If you are making routine instrument approaches, sitting there watching the magic box move the little airplane on the screen and drive the autopilot and your prime job in life is to control the throttle as you whistle and tap in time to the music, you are not current (in reality) and will be in a load of crap the day the autopilot goes off line in real crud... Far better you accept the vectors for every other flight and hand fly the airplane on the steam gauges as you drip sweat in time to the flopping of the indicator needles... Then someday when it actually becomes life or death you will be ready... denny I am quite current, thank you, and often hand fly approaches for precisely that reason. Knowing the ins and outs of the autopilot and its capabilities is an important part of flying. A pilot needs to be able to do both. They are not mutually exclusive. When I use the autopilot, I want to use it to its fullest capability. With the new Garmin 500W, that means a GPS approach. It is proving to be smoother and more precise than an ILS. |
#5
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![]() "Wyatt Emmerich" wrote in message . .. By full approach, I mean flying it as published. Usually a T approach, but sometimes there's a hold as part of the approach. Flying the full approach is easier with the WAAS. You don't have to input headings on the heading bug. It is more predictable because it's published. No chance of miscommunication on vectors. No constantly adjusting the heading bug. No chance of the controller bringing you around to close of an automatic glideslope couples. What specific approaches are you referring to? |
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