Marc_B Posted June 26 Report Posted June 26 (edited) I was going though the list of the most recent G500TXi software update 3.62 and noticed they mention Stabilized Approach Alerting. I don't recall reading about this before and not sure how it's set up for Mooneys. Are these standard values set by the shop or are they chosen by the owner/operator? I could see a difference between wanting to set these up as "red flags" where if you get an alert you go around vs "yellow flags" where if you get an alert it prompts you to fix it to continue. So curious if any of you have used this or have information regarding where these values come from and how Garmin intended it to be set up... Edited July 3 by Marc_B Quote
Marc_B Posted June 27 Author Report Posted June 27 I haven't been able to learn much about this, outside of the AFMS, either here or on BeechTalk. I spoke with my shop and sounded like it could be set up, but they didn't have a lot of details from Garmin either. Looks like there are 3 visual flags for Advisory (Black), Caution (Yellow) and Warning (Red); however from the AFMS check box sheet it only gives one option per field, so I'm not sure the logic for advisory vs caution vs warning? If this is something that the pilot defines, not sure what would give the right "sensitivity" to alert appropriately but high enough threshold to avoid unnecessary alerts??? i.e. like this...?? Baro/GPS altitude mismatch: 50 ft caution, 100 feet warning CDI course deviation: 15% caution, 25% warning VDI course deviation: 10% caution, 20% warning Tailwind > 5 kts caution, >10 kts warning Crosswind >12 kts caution, > 20 kts warning Approach speed: 95 kts fast, 70 kts slow Quote
201Mooniac Posted June 28 Report Posted June 28 From the install manual: 5.5.8 Stabilized Approach Stabilized Approach is intended for aircraft that primarily fly IFR approaches. Approach alerts can be disabled by the pilot using the PFD menu. Stabilized Approach is an optional set of alerts that are issued while the aircraft is vertically situated within alerting zones defined by the minimum and maximum altitudes for the current approach type. Alerting Zones 1 and 2 are configured as either an Advisory Zone, Caution Zone, Warning Zone, or None. Aural alerts issued for Zone 1 are played once while aural alerts issued for Zone 2 are played twice. Visual annunciations are displayed in white for Advisory Zones, yellow for Caution Zones, and red for Warning Zones. If enabled, Stabilized Approach must be configured in accordance with Table 5-67 and Table 5-68. Individual alerts may be disabled. Table 5-67 Alerting Zone Settings Alerting Zone Selection Value VFR Approach Zone 1 None Min Altitude N/A Max Altitude N/A Zone 2 Caution Zone Min Altitude 100 FT Max Altitude 600 FT IFR Approach Zone 1 Caution Zone Min Altitude 600 FT Max Altitude 1000 FT Zone 2 Caution Zone Min Altitude 100 FT Max Altitude 600 FT Figure 5-33 GDU ( )Stabilized Approach Configuration Page Table 5-68 Stabilized Approach Alert Settings Alert Setting Value Approach Speed [1] Zone 1 Audio Alert Enabled Visual Alert Enabled Lower Threshold 3 Upper Threshold 20 Zone 2 Audio Alert Enabled Visual Alert Enabled Lower Threshold 3 Upper Threshold 20 BARO/GPS Mismatch Zone 1 Audio Alert Enabled Visual Alert Enabled Zone 2 Audio Alert Enabled Visual Alert Enabled Tolerance 50 FT Crosswind [2] Zone 1 Audio Alert Enabled Visual Alert Disabled [3] Zone 2 Audio Alert Enabled Visual Alert Disabled [3] Tolerance [2] Tailwind Zone 1 Audio Alert Enabled Visual Alert Disabled [5] Zone 2 Audio Alert Enabled Visual Alert Disabled [5] Tolerance 10 KTS [4] Lateral Deviation Zone 1 Audio Alert Enabled Visual Alert Disabled Zone 2 Audio Alert Enabled Visual Alert Disabled Tolerance 0.50 Vertical Deviation [6] Zone 1 Audio Alert Enabled Visual Alert Disabled Zone 2 Audio Alert Enabled Visual Alert Disabled Tolerance 0.50 Notes: [1] The Approach Speed alert is only available if the VREF bug or the approach speed cue is enabled by configuration and set to a valid value. [2] Enablement of the Crosswind alert is limited to aircraft that have a crosswind limitation or maximum demonstrated crosswind defined by the Type Data (AFM/POH). If defined, this value must be set as the Crosswind Tolerance. [3] Aircraft that have a crosswind limitation defined in the Type Data (AFM/POH) may enable the Visual Alert. If the Type Data defines only a maximum demonstrated crosswind, the Visual Alert must be disabled. [4] This value may be set to a tailwind limitation or maximum demonstrated tailwind defined by the Type Data (AFM/POH) for the aircraft being modified. If no such value is defined, the default 10 KTs value must be used. [5] Aircraft that have a tailwind limitation defined in the Type Data (AFM/POH) may enable the Visual Alert. If the Type Data defines only a maximum demonstrated tailwind, or if the default value is used, the Visual Alert must be disabled. [6] This alert must be disabled if TAWS-A is enabled by an installed GTN 6XX/7XX/Xi navigator. 1 1 Quote
Marc_B Posted June 28 Author Report Posted June 28 Thanks @201Mooniac I think that makes it look like the info needed is max demonstrated crosswind (12 kts), no tailwind in POH = default tailwind 10 kts, and Vref for aircraft (79 KIAS). Although I can't figure out from the excerpt you attached how the Garmin unit triggers advisory vs caution vs warning alerts? i.e. if the tailwind is defaulted to 10 KTS, what speed triggers each level of alert, and are these defaulted in the unit vs installer specified?? I'm guessing that the IFR vs VFR is based on the approach loaded (i.e. visual approach loaded vs ILS/RNAV IFR approach)? Quote
201Mooniac Posted June 28 Report Posted June 28 Marc, As I understand it the alerts are based on the zone you are in and the zone settings for VFR/IFR. For instance, if you are in zone 1 you might get an advisory, in zone 2 a caution, and beyond zone 2 a warning or something like that, I haven't gotten to try it yet. So based on the settings shown as the defaults in the install manual, if you were IFR and in Zone 1 with a tailwind that exceeded 10 kts, you would get a caution. Yes, I believe the approach loaded defines the IFR/VFR decision. Quote
Marc_B Posted June 28 Author Report Posted June 28 Ahh. @201Mooniac that makes sense! A 1/2 scale lateral CDI scale deviation may be less urgent 10 miles from threshold vs 1 mile from the threshold. Thanks! The pilot guide doesn't really explain anything about, how it's set up or how it's logic works. Thanks for the info!! 1 Quote
Marc_B Posted July 3 Author Report Posted July 3 So I’ve been looking into Stabilized Approach Alerts and aural callouts with my shop. It appears that for the approach speed you need to set Vref or Vapp, but to enable those you have to use advanced airspeeds rather than basic airspeeds. With advanced airspeeds you pick up aural takeoff callouts, i.e. rotate callout for Vr, and you now have Vref set by installer and the ability to use pilot controlled Vapp for your approach speed (i.e. Vref + half your gust factor) for alerting. However you lose the basic airspeed bugs (VX, VY, Glide). I think you trade Vx for V1, VY for V2, and glide for Vref. I could not find a way to have my airspeed bugs “on” by default so I didn’t use these (and they’re memory items anyway). So I think the advanced airspeeds might be the way to go for now. Hopefully Garmin builds basic speed bugs into the advanced airspeed options in the future. Regarding stabilized approach, your dealer can set either advisory, caution, or warning that are set based on height above ground rather than distance from airport. I.e. warning triggers if 100-500ft agl if you have an instrument approach or visual approach loaded and one of the parameters are met. The flags and visual callout isn’t obnoxious and Garmin’s default parameters are set so that it’s a useful warning that shouldn’t go off unless you actually need to address it. You can see the parameters in the thread above. Quote
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