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midlifeflyer

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midlifeflyer last won the day on May 3 2023

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About midlifeflyer

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  1. “Wirelessly” will still use up your internal battery. For the inside cameras, get external batteries. You’ll use up space on a 64Gb SD card long before you run out of power. Don’t know how much time you do per leg, but we’re talking 4-5 hours, maybe more. For exterior cameras, look for the one with the longest battery. Outside, I use a Drift Ghost which gives me a solid 3 hours. Aside from that, there is a definite safety/distraction aspect to “controlled wirelessly” vs “set it and forget it.” I use an internal camera often for instrument training and love when the student says, “I forgot it was there.” Besides, you never know when that interesting part of a 3-hour flight is going to appear. Exterior mount: mine is a DIY knockoff, but I’m convinced the best out there is the MyPilotPro. The external view on this flight is the Drift mounted on the tiedown ring of an Ovation.
  2. Yes. That change is in part what the article is about and the 300’ is in the excerpt of the ACS I posted (I mistakenly said 250 earlier). ”About to be” is a matter of perspective. The proposed rule and draft ACS have been around since December 2022. The proposed revision’s distinction for ACS purposes between precision and nonprecision would be whether the approach has official vertical guidance. For example, LPV would be precision, LP+V, nonprecision . And it replaces the two based on “different systems” with being based on different tasks accomplished. The draft is available at https://downloads.regulations.gov/FAA-2022-1463-0034/content.pdf
  3. There is a possible change pending.sorry, but my latest article is behind a paywall.
  4. True, but for things like a checkride or IPC, you currently need two nonprecision approaches using different systems. There are a few options (NDB, VOR, LPV with minimums >250) but sometimes it’s just more efficient to turn off SBAS. Plus, even above 250, there’s an element of reality in not having a glidepath or pretending there’s a “GS Unreliable” NOTAM for the ILS. And, for the surprise (but important) factor, there’s the pilot who doesn’t notice that LNAV is the only thing annuncuated.
  5. The button not there at all, or just greyed out? I haven’t seen anything, and have only needed RAIM prediction in one airplane I’ve flown in the past 10 years (used it last week) but I can almost see them removing it. If we are using RNAV routes for navigation, we need enroute RAIM prediction. So tools like ForeFlight, FltPlan.com, and Garmin’s own make more sense these days than one in which you might have to check a series of waypoints one at a time.
  6. The advantage when doing it in the GTN is that you can do it enroute. although the chance of a enroute change is very small. It’s a prediction after all. In the GTN, it’s in the Utilities menu.
  7. I don’t know about the others, but if you are using ForeFlight, tap on Navlog from Flights, and you will see the RAIM check.
  8. I didn't see anything substantively new in the guidance.
  9. I'm not suggesting one alternative is inherently better than the other. More than one way to skin that particular cat. Unless the missed is way early and there is a howling crosswind, I'm not too worried about lateral control with TOGA wings level. Besides, if I can't follow NAV, a tap on HDG will follow the heading bug which has already been synced for wind correction. So it's seems to be just as momentary on an early missed as one at the MAP. Now I'm HDG or NAV for lateral and TOGA for the climb to the missed approach altitude. VS vs IAS is the last thing I deal with on the missed. So, at least from my perspective, I don't see the disadvantage of TOGA outweighing the advantage.
  10. This is a key point. These boxes have incredible functionality. While I think it’s important to understand what they are capable of, it’s far more important to develop personal SOPs that work for us. The weird part to me is that in recurrent training, I see far more pilot errors in what I consider to be common tasks than those which involve getting into the more esoteric weeds. With the possible exception of using TOGA on an early missed (I have to look at the downside a bit more), my SOPs for the missed are pretty much identical to yours.
  11. The autoswitch traditionally occurs on sequence when the FAF becomes the active waypoint/leg. I say traditionally because I don’t yet know how “VNAV transition to approach” handles that because if the way it delays GS acquisition. It’s one of the things I want to try when I have a chance. (I have access to but don’t regularly fly two GFC500 equipped airplanes. )
  12. That’s why I said it was my procedure for vectors to final. Yes, manually switching CDI when the AP is flying the flight plan sequence requires two buttons. As you say, not a big deal.
  13. Yep. It will capture VNAV (and for that matter GP) if your vertical speed is high enough to intercept the VDI. I think the manuals talk about it in terms of "capturing from above." When I mentioned "should" level off, I had in mind the note in the manual that But I think we may have read @PT20J's question differently. I saw it as a simple altitude instruction change - the common "amend altitude to" 6,000 after initially clearing down to 5,000 . I don't know what the next instruction might be so my answer doesn't address what comes after the level off.
  14. LOL! Definitely not! I think there are about two mnemonics in all of aviation that are worth anything, so eve the idea I might create one is downright insulting!! On @pt201J's scenario,, I'd change the selected altitude to 6,000 and, yes the change "should" cause the AP to level off at the new, higher, altitude. But always be prepared for the AP to not do what's expected. For example, are we already so close to 6,000 that the AP might not handle it properly. The simple alternative is to be prepared to (or proactively) hit the ALT button to capture 6,000, which will terminate VNAV until you re-engage it.
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