Convince me I need to replace my KLN 94 with a G430W

[bradp]

My milk run to visit my long distance wife took me through NE/ NY Bravo airspace on IFR trips for a couple of years. I have a GNS 430 and the constant reroute and reclearances would have been pretty painful save having the iPad and foreflight. The show bends only toggle on the foreflight nav log is a real time saver for entering waypoints into the GNS, or alternatively to show all waypoints to easily identify potential exit and entry points along the airway for the "join v1234" instructions. So for me GTN doesn't add too much in terms of workload reduction and I'm not sold on the use of touchscreen on the panel in turbulence. If you are using paper in the cockpit, I can see how these features might be very useful...

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[Marauder]

I Sure cant make the GTN 650 control the GTX327 in a J I take care of. Oh, you did forget the great fun it is to put it in OBS mode while being banged around in thermals on a June day in Fl.

Mike -- both the 327 and 330 can be controlled through the 650/750. They just aren't remote. I can do all the transponder control activities on the GTN or the 327. Suspect they didn't wire it up for that functionality on that J.

Here is a picture in flight. You can see the ALT light is on the GTN. Before it was installed, that transponder area was a field you could put other information in:

Before the 327:

After the 327:

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[Marauder]

Sure leads to interesting scenarios when the 750 pops, (like 121.5, 7600 etc). Have your favorite CFI take you up and fail this stuff, go thru your emergency procedures so you have a handle on how to switch frequencies, squak 7600 etc.

Even funnier when you add an Aspen in the mix.

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[Marauder]

So , just curious what procedures and approaches does the GTN do that the GNS does not?? And also . if you cant figure out which airway you are on , you might want to stay home.......

None in terms of published procedures and approaches.

But knowing airways is not about "figuring out which airway you are on." It's about hearing "Direct Briggs, V8 ATWOO, V103 Roanoke, V258..." in your clearance out of Cleveland and instead of search through your chart to figure out where the heck all the change-over points are and then entering all 5 individually into the 430, entering ATWOO in the GNS and telling it you'll be following V103 until the Roanoke exit point (only about 200 NM).

That's a short flight - only about 200 NM on the airway with 5 COPs - a saving of 3 entries (not to mention looking for them). Try it on a longer flight (and better yet, let's make that an in-flight amendment to your clearance), in an area you are not familiar with, and the value of airway knowledge by a unit becomes a pretty decent time and aggravation saver.

That assumes, of course, that saving time and aggravation has value to the pilot.

Flying in the northeast I have gotten some strange changes to my routing. A recent flight I was cleared to intercept a secondary airway and that was changed to another point and then back again all in about 10 minutes.

Being able to program in those unique clearances helps a lot on the workload.

From this:

To this and then back again.

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[Marauder]

My milk run to visit my long distance wife took me through NE/ NY Bravo airspace on IFR trips for a couple of years. I have a GNS 430 and the constant reroute and reclearances would have been pretty painful save having the iPad and foreflight. The show bends only toggle on the foreflight nav log is a real time saver for entering waypoints into the GNS, or alternatively to show all waypoints to easily identify potential exit and entry points along the airway for the "join v1234" instructions. So for me GTN doesn't add too much in terms of workload reduction and I'm not sold on the use of touchscreen on the panel in turbulence. If you are using paper in the cockpit, I can see how these features might be very useful...

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The iPad is the game changer. With the flightstream product, it would even be easier.

As for the turbulence factor on the GTN. The finger rails actually do work. But as a fallback the knobs are there to do data entry as well.

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[Alan Fox]

Hey Pete , the dog ate my homework.........

[OR75]

Most GPS functions are nice to have

 

The most cost effective / most used function of the GPS is the "DIRECT TO"

 

All the others are nice to have but  way below that from a $/ number of use standpoint 

[midlifeflyer]

Most GPS functions are nice to have

 

The most cost effective / most used function of the GPS is the "DIRECT TO"

 

All the others are nice to have but  way below that from a $/ number of use standpoint

The basic "direct to" is my least used feature.

[OR75]

we should have a survey

[rbridges]

My milk run to visit my long distance wife took me through NE/ NY Bravo airspace on IFR trips for a couple of years. I have a GNS 430 and the constant reroute and reclearances would have been pretty painful save having the iPad and foreflight. The show bends only toggle on the foreflight nav log is a real time saver for entering waypoints into the GNS, or alternatively to show all waypoints to easily identify potential exit and entry points along the airway for the "join v1234" instructions. So for me GTN doesn't add too much in terms of workload reduction and I'm not sold on the use of touchscreen on the panel in turbulence. If you are using paper in the cockpit, I can see how these features might be very useful...

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I had never been given a victor airway until last year. Wasn't expecting it and it was a minor pain to load. Foreflight definitely made it easier. I'm probably using less than 10% of the 430's capability but airway entry would be nice.

[Marauder]

All I noticed was the hula girl.

Officially she is called my turbulence meter. The more the grass flies the faster I go to Va.

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[Marauder]

I had never been given a victor airway until last year. Wasn't expecting it and it was a minor pain to load. Foreflight definitely made it easier. I'm probably using less than 10% of the 430's capability but airway entry would be nice.

I often wonder if things have changed over the years. Flying mostly in the northeast, I have always expected an airway routing but would frequently get off airway direct routes (away from the bigger airports). For the last few years, I noticed I spent a lot more time on the airways even on CAVU days...

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[Piloto]

If you want to see a significant difference over the KLN94 go to a larger screen GPS like the GNS 530W or IFD 540. You get to see more information without the need of pushing buttons. A GNS 530W or IFD 540 will fit in the same space as your current NAV/COM and KLN94. Vertical guidance (Vertical Speed Required VSR) on a WAAS GPS is a nice feature to have on fast planes to avoid unexpected steep descents.

 

José 

[FoxMike]

I have a KLN 94 which replaced an 89.  The former owner did that exchange.  I am pretty happy with the 94.  The screen does not show much but I have an iPad attached to the yoke which provides maps and other in flight information.  The 94 handles IFR flight plans well and most information you want in flight is available.  Since it drives the HSI ease of use in the IFR system keeps me happy.  The only reason to give it up would be to have LPV approaches and more database storage.  As we get more into Next Gen we are going to need more storage.  One other thing to consider is that soon after 2020 the feds are going to require 8.33 frequency spacing on your com radios.  Only the latest com radios have it including the G430s.  The feds have been very coy about describing all our future equipment needs.  It might be best to wait for a while before deciding what equipment will best fit you needs.