GNS 430W vs GNS 480

Robert M. Gary wrote:

Sam Spade wrote:

Robert M. Gary wrote:


Are we speaking of the same thing? In the 480 you tell it to hold, give
it the turn direction, leg length etc and it flys the hold. I've not
seen that in any other GPS product.

No, I think you are speaking of holds not in the database. Sounds like
the 480 does a nice job of that. I am speaking of charted approach
chart holds.


Did this change in the 430 with WAAS? From my teaching in the 430 and
G1000 when you cross the holding fix it just goes into suspend mode
(with a suggested entry procedure). The 480 actually figures the entry
procedure and flys it, you never touch the yoke. Does the 430 WAAS unit
fly the entry procedure?

-Robert


In the 400/500 series it goes into suspend and displays a message with
the recommended entry procedure. It does graphically show the entry
track. The 400/500 W series do (I have only used the trainer).

Only one lap around a HIL pattern is allowed then suspend drops out. On
a missed approach hold suspend does not drop out.

Peter R. wrote:

"Robert M. Gary" wrote:


Does the 430 WAAS unit fly the entry procedure?


If the sim for the GNS430W is to be believed, yes it will, assuming of
course it is coupled with an appropriate AP.


With a roll steering autopilot it will.

Does the 430 WAAS unit fly the entry procedure?

If the sim for the GNS430W is to be believed, yes it will, assuming of
course it is coupled with an appropriate AP.

--
Peter


I am really interested to hear how many of us have actually been asked to
fly a Holding pattern by ATC in the recent past ?

Roy

Roy N5804F wrote:

I am really interested to hear how many of us have actually been asked to
fly a Holding pattern by ATC in the recent past ?

It is more common than you think, assuming you routinely fly IFR to
uncontrolled airports (at least in the Northeast US). While certainly not
a lot, I have been asked twice over the year I was commuting to Dunkirk,
NY, to momentarily hold due to another IFR aircraft ahead of me flying the
approach.

Additionally, on frequency I have heard holding instructions go out to
every aircraft (air carriers and GA alike) approaching the big three NY
airports when a line of t-storms was about to move through.

The point being that the more you fly IFR, the more likely you will
encounter a request to hold.

--
Peter

Roy N5804F wrote:



Does the 430 WAAS unit fly the entry procedure?

If the sim for the GNS430W is to be believed, yes it will, assuming of
course it is coupled with an appropriate AP.

--
Peter



I am really interested to hear how many of us have actually been asked to
fly a Holding pattern by ATC in the recent past ?

Roy



The holding pattern that the Garmin 400/500 have are flown a lot and
without ATC request. They are the course-reversal hold (known as "HIL"
or hold-in-lieu-of procedure turn) and the missed approach holding pattern.

These holds are far more prevelant today as RNAV procedures increase in
ron-radar areas.

Peter R. wrote:


Additionally, on frequency I have heard holding instructions go out to
every aircraft (air carriers and GA alike) approaching the big three NY
airports when a line of t-storms was about to move through.

The point being that the more you fly IFR, the more likely you will
encounter a request to hold.


Airliners sometimes hold for an hour, or more on STARS serving JFK, EWR,
and LGA. Holding west of Boston is very common, too.

Sam Spade wrote:
Peter R. wrote:

"Robert M. Gary" wrote:


Does the 430 WAAS unit fly the entry procedure?


If the sim for the GNS430W is to be believed, yes it will, assuming of
course it is coupled with an appropriate AP.


With a roll steering autopilot it will.

That's a motivation to upgrade the G1000 to WAAS. However, I just read
somewhere that the rumor is that the WAAS G1000 systems will not drive
VNAV to the KAP140. So you won't be able to fly fully coupled VNAV
approachs with the KAP140 (even though you can fly a fully coupled ILS
with it). Not sure what the techical limitation is but Garmin's
solution is to upgrade to their Garmin autopilot (which I don't believe
is certified for many applications yet). However, that will fix the
issue of having to set the barometer 3 times (G1000, KAP140, standby
alttitude) since the Garmin autopilot will take the baro setting from
the G1000 directly.


-Robert

"Roy N5804F" wrote in message
link.net...


I am really interested to hear how many of us have actually been asked to
fly a Holding pattern by ATC in the recent past ?


Excluding HIL-type course reversals in approaches, I have had to hold at
least twice in IMC during the last year or so, always due to more than one
aircraft trying to get into and out of the same untowered fields. And I
hear it over the radio fairly frequently, for one to hold as another
completes the approach.

Robert M. Gary wrote:



That's a motivation to upgrade the G1000 to WAAS. However, I just read
somewhere that the rumor is that the WAAS G1000 systems will not drive
VNAV to the KAP140. So you won't be able to fly fully coupled VNAV
approachs with the KAP140 (even though you can fly a fully coupled ILS
with it).

If an LNAV approach has VNAV minimums will you be able to use DA or will
you have to use the MDA concept?

On Wed, 03 Jan 2007 11:17:15 -0800, Sam Spade wrote:

Robert M. Gary wrote:



That's a motivation to upgrade the G1000 to WAAS. However, I just read
somewhere that the rumor is that the WAAS G1000 systems will not drive
VNAV to the KAP140. So you won't be able to fly fully coupled VNAV
approachs with the KAP140 (even though you can fly a fully coupled ILS
with it).

If an LNAV approach has VNAV minimums will you be able to use DA or will
you have to use the MDA concept?

On the Jepp charts, the LNAV/VNAV minimums are designated as DA.

The LNAV approaches have an MDA.

Perhaps what you are asking is whether the MDA on an LNAV approach with
advisory vertical guidance can be treated as a DA. When last I checked
(with the local FSDO) this was in a state of flux. However, the written
guidance from Garmin indicates that LNAV approaches should be flown using
the MDA concept, even if there is advisory vertical guidance.

Could be confusing also in that the annunciation on the CNX80 of an LNAV
approach with advisory vertical guidance is LNAV/VNAV.
Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)