Bob - S50

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Bob - S50 last won the day on February 25 2018

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About Bob - S50

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    S50 - Auburn, WA
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    1978 M20J

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  1. I can think of two disadvantages of getting the remote. 1. If you GTN dies for some reason, you lose control of your transponder. 2. If you use the remote GTX, the squawk is set in the lower right corner of the GTN650, under the frequency display. If you use the panel mount, that same location on your GTN650 can be used for something else. For example, when we install our GFC500 in 2 weeks, we will use the lower right corner of the map area to display a 'flight plan' button for quick access to the flight plan. One touch rather than two. In the spot that the remote GTX uses to set the squawk we'll put a button for the Map page. One touch back to the map no matter what page we are on. Can't do that with the remote version of the GTX. If those don't matter to you, and you are trying to save panel space, by all means get the remote.
  2. Even if the G5 did work with the King autopilots I probably wouldn't bother. Other than initial cost savings, why would I want to nurse along a system that costs more to repair one servo than it does to buy two new Garmin servos? And even then, unless I want to keep sending in the KFC200 computer for minor adjustments, that analog system will never fly as accurately as the GFC500, won't give me altitude select (without buying another box), won't give me GNSS (without buying another box), won't give me VNAV, and uses up about 20 extra pounds of useful load. The KFC200 was a great autopilot in its day. That day has passed.
  3. The GTNxxx navigators have a Visual Approach to almost every runway. I usually just use the mark one eyeball. Do another enough approaches at the proper angle and anything else will just look wrong.
  4. Just to add a bit more info to the pile... I asked a few questions on Beechtalk and got some answers from a very knowledgeable person. Here is his bottom line: "If your flying in the US, there are a handful of SIDs that require RNP 1. SIDs that utilize RF legs are designated as requiring RNP 1. I only know of one such SID in the US at Atlanta (ZELAN4) and it is Turbojet only, but there may be more. If your aircraft is not approved for RF legs, you won't encounter a need for O2. I recommend coding B2, C2, and D2, but as a practical matter D2 would suffice. There is no use in the US for specifying S1, S2, or Z and NAV/SBAS. It won't do anything other than make your flight plan longer. ERAM will ignore SBAS and S1/S2. Also ERAM does not need to have any mode S designation for the transponder and C will work in all cases." I then posed the question about what I should file if my airplane WAS approved for RF legs (GTN650 + GFC500). Here is his response: "It is eligible for O2, as is my GTN750/G500TXi, but I don't waste my time adding it." By the way, I had to look up what ERAM is. It's The En Route Automation Modernization. That's the program that assigns your route of flight after you file your flightplan.
  5. With all due respect, I've read that several times and it still isn't clear. The difference between plain RNAV and RNP appears to be onboard monitoring and alerting. (1-2-1.a) Both RNAV and RNP require being in the specified range 95% of the time. (1-2-1.a) Figure 1-2-1 gives the same description for RNP 1, RNP APCH, and RNAV 1. En-route and terminal navigation applications. It says that RNP 1 and RNAV 1 are different, and that being RNP1 capable does not mean you automatically meet requirements for RNP 2. (1-2-2.a) Why not? What's the practical difference between RNAV 1 GNSS (D2) and RNP 1 GNSS (O2) as far as operations go? If you can always be within RNP 1 GNSS limits, when would you not be able to meet RNP 2 GNSS limits? And for that matter, there isn't even a code for RNP 2. And how would you ever be RNP 1 capable but not RNAV 1 capable? RNAV 1 and not RNP1 sure, but not the other way around. RNP approach procedures are labeled RNAV (GPS) not RNP (GPS) (1-2-2.b.(a).(1)) Logically, it seems to me, we should be able to list simply O2S1 and be good. But apparently not.
  6. I completely agree that it is confusing. Neither the AFMS nor the FAA do a good job of explaining it. For example, you would think we would be good for a code of A1 which is RNAV 10 (RNP 10). They don't make it obvious that this code only applies to oceanic navigation. Same with RNP 4 (L). And if you are good for RNAV 1 (D2) do you need to specify that you are also good for RNAV 5 (B2) and RNAV 2 (C2)? If you are accurate to 1 mile, logic dictates you are also good to 2 miles and 5 miles. And what's the difference between D2 and O2. Both are GNSS based and accurate to 1 mile? Pretty crappy job of helping us figure out the proper codes.
  7. At this point I don't think it's critical that we get it right because the FAA doesn't care about most of it. That may not be true in the future. While the AFMS describes the GNS/GTN capabilities, it doesn't tell us which PBN codes to enter. And the government doesn't help much either because their descriptions of what the codes mean and when to use them is either incomplete or not expressed in terms that are obvious to pilots.
  8. Just found something else that might help: Garmin Pilot ICAO Code entry
  9. After doing a little more reading it looks like I could probably stand to change my codes a bit. However, practically speaking, it won't matter to ATC because the US currently doesn't care about most of this stuff. It looks like I could probably add the S1 and O2 codes you were going to use. I did find something about the Z and NAV/ codes too. Can't remember where but it basically said you use that combination if you want to specify different PBN codes for different phases of flight.
  10. Wilco. The shop won't get a chance to look at it until Tuesday so we should know the diagnosis my mid next week.
  11. Not sure but here is my take: I assume you have actual DME for the D in equipment codes and whatever is special that is needed for SBAS for the Z code. Surveillance looks good. For PBN codes: I'd leave off the A1. RNAV 10 applies to oceanic navigation and according the AFMS I have, it only applies if you have dual units. Maybe you do. Same with L1 - RNP 4 I believe the O2 and S1 apply to Advanced RNP which, again according to my AFMS, the GTN does not qualify for because it only has 3 of the 6 required features. Besides, at this time there are zero RNP approaches in the US that are not AR (Authorization Required) which we definitely cannot fly. So that would leave you with B2C2D2. I personally just use C2D2
  12. I've been using ICAO through 1-800-wxbrief for several years now. One thing you have to do is remember to include DCT when flying direct from waypoint to waypoint. For example: DCT VPPMR DCT BONNR DCT YKM v4 BOI DCT (for direct to destination) I ran into two issues that I figured out. 1. Airport codes that don't start with a K. I knew to put ZZZZ in the departure or destination locations. However, when I tried to follow the guidance and put KS50 in the Other block like this: DEP/KS50, the system would choke. I figured out that I should not include the K so it needed to be DEP/S50. I still do that and it still works. They may have fixed that issue so you can add the K but I haven't tried it. 2. SID's. At my home drone we have the BLAKO departure. When I looked at the title on the departure it was listed as BLAKO1.BLAKO so I tried entering that in my route of flight. Nope. Choke. I figured out to use a space instead of the period so it would be something like this: BLAKO1 BLAKO DCT VPPMR DCT..... I also filled everything out the way I wanted it including departing from my home airport, a common cruise altitude, common cruise speed, and a destination that I picked at random. I put in a short route too. Once I had it all set I saved it as a favorite. Now I just load the favorite, change whatever is different and I'm ready to brief and file.
  13. Our BK Ky197 is in the shop with display problems. Might possibly have made its last flight. I can only find two Comm radios that are the same height: Icom IC A220T and the Trig TY96/TY96A. Their KY97 version is 24 volt which I don't have. If we have to replace the KY197 I'm leaning toward the Trig but I can't find any reviews on line. I've found a couple on the Icom and they are generally not very good. Also, reading the manual, the Icom interface seems pretty complex/clunky, but to use if for just manually turning frequencies it would probably be fine. However, I don't want a radio that is poor quality and prone to needing repairs. Anybody here flying with these radios care to let us know how they are working?
  14. No. I'm saying if he configures his GTX335 to report exactly what it is, 1090 OUT only, the system will not send him reports. If he configures it to say he has IN capability, which he has with his Stratux, he'll get traffic. But I now agree that he should probably file EB1. That tells the system he is ADS-B compliant.