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#61
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GNS 430W vs GNS 480
Ron Rosenfeld wrote:
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. I was actually asking all of the above. ;-) My take on it would be the case of advisory vertical guidance on an LNAV-only approach with the "approved operator" note cannot be used as a DA unless you have a letter of authorization. |
#62
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GNS 430W vs GNS 480
On Thu, 04 Jan 2007 05:03:10 -0800, Sam Spade wrote:
I was actually asking all of the above. ;-) My take on it would be the case of advisory vertical guidance on an LNAV-only approach with the "approved operator" note cannot be used as a DA unless you have a letter of authorization. When I spoke with the local FSDO, which was shortly after the advisory vertical guidance became available, that was their take also. But they were not sure what the eventual status would be for Part 91 small a/c operators. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
#63
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GNS 430W vs GNS 480
Ron Rosenfeld wrote:
On Thu, 04 Jan 2007 05:03:10 -0800, Sam Spade wrote: I was actually asking all of the above. ;-) My take on it would be the case of advisory vertical guidance on an LNAV-only approach with the "approved operator" note cannot be used as a DA unless you have a letter of authorization. When I spoke with the local FSDO, which was shortly after the advisory vertical guidance became available, that was their take also. But they were not sure what the eventual status would be for Part 91 small a/c operators. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) As a practical matter it is much to do about very little ;-) When you arrive at MDA using the "advisory" vertical guidance (which, according to my contact at Garmin is more than advisory, in the sense it is primary vertical guidance and assures stepdown fixes) you are at the same place as the approved operator with DA would be. So, if you see the right stuff you land, if not you can either level off at MDA and go to the MAP or just missed immediately. If the feds eventually say you will use the DA concept then you would have to miss immediately if you did not have the required visual references. |
#64
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GNS 430W vs GNS 480
Ron Natalie wrote:
Robert M. Gary wrote: The 480 is more capable (has holds, etc), but the 430 is *MUCH* easier to use. I disagree. If you are unsullied by having used the 430, it's much easier to run the 480. The user interface is FAR superior on the 480. The only thing that the 430 has going for it is it carries forth the legacy of the entire Garmin previous handheld/panel mount behavior. The other thing the 400/500 carries is the foundation for understanding the nav aspects of a G-1000, irrespective of aircraft the G-1000 is installed in. |
#65
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GNS 430W vs GNS 480
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? I don't believe a coupled autopilot is a requirement for the VNAV so I assume I would be able to fly to DA once the G1000 has WAAS. -Robert |
#66
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GNS 430W vs GNS 480
On Thu, 04 Jan 2007 07:22:51 -0800, Sam Spade wrote:
Ron Rosenfeld wrote: On Thu, 04 Jan 2007 05:03:10 -0800, Sam Spade wrote: I was actually asking all of the above. ;-) My take on it would be the case of advisory vertical guidance on an LNAV-only approach with the "approved operator" note cannot be used as a DA unless you have a letter of authorization. When I spoke with the local FSDO, which was shortly after the advisory vertical guidance became available, that was their take also. But they were not sure what the eventual status would be for Part 91 small a/c operators. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) As a practical matter it is much to do about very little ;-) When you arrive at MDA using the "advisory" vertical guidance (which, according to my contact at Garmin is more than advisory, in the sense it is primary vertical guidance and assures stepdown fixes) you are at the same place as the approved operator with DA would be. So, if you see the right stuff you land, if not you can either level off at MDA and go to the MAP or just missed immediately. If the feds eventually say you will use the DA concept then you would have to miss immediately if you did not have the required visual references. Which would be a shame since, in many instances, the intersection of the generated glide path with the MDA may be further from the AER than the minimum visibility. e.g. at EPM it is 1.3 mi from the MAP but the visibility minimum is 1.0 miles. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
#67
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GNS 430W vs GNS 480
Robert M. Gary wrote:
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? I don't believe a coupled autopilot is a requirement for the VNAV so I assume I would be able to fly to DA once the G1000 has WAAS. -Robert I would agree for L/VNAV but not for LNAV+V |
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