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Don't use the Set Speed/Altitude capability for an airport. Whatever you set in the cruise altitude is what the system will climb to initially. Once at that altitude, you can use the Set Speed/Altitude capability to adjust your cruise altitude at other points in the route, but not at your...

Unlike an MSA which may only be used in an emergency, a TAA sector is considered as part of the approach depicted route. It is in effect an RNAV feeder route to the "T" IAF points so that once inside the TAA sector and having been cleared for the approach, you are cleared to the descend to the...

If you are setting the initial cruise altitude via tapping the fix 52F and using Set Altitude/Speed/Time to 2500 feet, that is not the right way to accomplish that. I would set the initial cruise altitude to 2500 feet and then at your fix clear of the B, set the altitude to 4500 feet. That works...

So I dropped my Bonanza off for its annual at 55SC after departing my home base of KUZA, 5 NM point to point. I logged it as cross country. I am not working on any new ratings and have plenty of the 50+ NM XC already logged if I wanted to work on a new rating.

According to FAA data, there are about 210,000 aircraft in the fleet, 165,351 are equipped and of those 155,906 have compliant installations. So there are around 45000 aircraft that are not equipped and another 10,000 that are equipped but are not compliant with the rule.

There is an Australian study that shows that in a bright sunlit environment, the eye picks out the contrast and that lights on the aircraft reduce, not enhance the ability of the eye to spot the aircraft. During WWII, the first attempt at stealth was to light up the leading edge of the wing to...

7. Is not a valid new reason that applies to aircraft outside the PFAF. The concern is for the final stages of the approach, not far out on the IlS beyond the PFAF where a DND or following the ILS GS technique might be used. It also has no relevance to RNAV (GPS) with LPV, LNAV/VNAV minima or...

Yes, both settings will result in essentially the same vertical path from the IF altitude to the PFAF and GS/GP intercept. The TOD for using Baro-VNAV is delayed to be the point where the aircraft arrives as the PFAF at the intercept altitude. The Baro-VNAV path is temperature compensated so...

Some of my comments on your $.02. 1) True. The note states: "The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude." It does not specify a technique such as descending to the minimum segment altitude immediately after crossing the IF. 2) Depends on...

What specific regulation and under what type of operation, part 91, 135, or ?

This used to be true, but it appears that there are both separate ILS and LOC procedures currently in the Jeppesen Navdata. It may still be true for a world wide coverage, but I verified this on Jeppesen with the Americas Navdata, covers North America and South America and Caribbean. There are...

I had to switch to Avemco at 75. Insurance is expensive for my Bonanza, but not totally out of line, effectively +50% over what I was accustomed to before 75. I have 5500+ hours with no accidents or violations, Commercial, CFI, CFII, MEI. I was quoted by two other insurance companies, one was...

Is your GNS 430 Sim a non WAAS unit? The non WAAS unit doesn't do holding patterns. If it is the WAAS unit, the CDI is not involved in the outbound leg or the turn to intercept the inbound leg until you are inbound. If the sim provides a roll steering (aka GPSS) guidance the magenta curved path...

Similar wording appears in the TPP document. However, they do use the word "should" which indicates it is not strictly regulatory. Although this appears to be a recommendation, since it is intended to ensure the aircraft remains within protected airspace, the self correcting effect on the gene...

I would say you have to be at the lower speed category before you reach the higher speed category minimums or you would have busted minimums. As a practical matter, it makes sense to me that you should be stabilized at the speed no later than the FAF inbound. The intermediate leg is intended to...

Extant Aerospace purchased the manufacturing rights to the WX-500 Stormscope in 2019 from L-3. The flat rate was around $1,500 from L-3. Extant raised the flat rate repair for these systems to $3500. That was exorbitant. I have a WX-500 that needed repair, and requested a quote. They just...

So 1090ES uses messages that are 112 bits maximum (14 bytes) and of that 24 bits (3 bytes) are used for addressing and other bits are used for control functions, leaving very few bits for data. Plus 1090 MHz is subject to saturation as it is used for ADS-B, TIS-B, transponder replies. The...

George, As an avionics expert who has written the avionics column for the ABS magazine and published articles for Avionics News, IFR magazine, Plane and Pilot and owned/operated an avionics shop that installed dozens of GNS430W systems, what you claim is incorrect. There is no such glide slope...

He wrote this: In another post, he claimed he had a GNS430W, dual G5's and that GS was not purchased due to the extra cost. Obviously, there is no way to purchase a GNS430W without a Nav receiver that includes VOR, LOC, and GS, since it comes standard. It would be possible to have a CDI that...

A GNS420W does not have a Nav receiver. Therefore it can't fly a localizer or VOR approach and a GS is not relevant because there isn't a Nav receiver. You made another post calling it a GNS430W which does have a Nav receiver and VOR/ILS capability. This is straight from the Garmin website: