Half way through my IFR training. Final getting out of HOLDing and DME arcs and starting approaches. This content is perfect for me. Thanks. Do you offer flight training anywhere near Melbourne Florida? Thanks again for putting this content out there.
Congratulations on making some serious progress toward the Instrument Rating! Glad you are continuing to find the videos helpful :) I am based out of Palatka Municipal airport (28J) but only instruct on a very limited basis on the weekends due to a crazy work schedule. However, don't hesitate to drop me a line if you need any help.
Do you have a cheat sheet for this? I find it a bit of a challenge to get the approach loaded correctly in flight and to change to ARM. I’m guessing from your video that the steps are: 1) Select Direct To, input airport and press ENT 2) RTE page, rotate knob, select approach (runway) 3) Select initial approach fix that you believe you will pass through first and ENT 4) If radar vectors, course reversal, procedure turn, then click GPS SEQ to Hold 5) 15 sec before IAF or WPT, the WPT light blinks, look at GPS to take note of “next dtk”, set OBS (is this required?) to your next heading, then when WPT light is steady begin your turn 6) Now with auto sequencing, do you still need to press Direct to and select your next waypoint each time? 7) Within 2nm of the FAF, the GPS APR will change automatically from ARM to ACTV if the conditions are met (approach armed, gps seq auto, faf is next active wpt and raim is available) 8) then begin your descent and 15 seconds before MAP, the WPT will blink and at the MAP the WPT will turn off, “TO” flag changes to “FR” and “ete” disappears, next waypoint is automatically loaded as MAHWP. Thanks in advance.
I don't have a cheat sheet but you have generated a good one! The pilot interface on these older units is not as refined as modern ones, but a little practice and you will get it down. A couple of thoughts on your list. #5, yes you must manually set the OBS to the course or you will get a MSG light reminding you to do so. When I see a blinking WPT light, I verbally acknowledge "WAYPOINT" and then set and verify the next course in the OBS. Be disciplined in that and you will not forget. #6 You do NOT press Direct To once the approach sequencing begins - the GPS will automatically switch as you pass each waypoint. The only time you use the Direct To function on an approach is to proceed to the MAHWP. After crossing the RWY fix, the GPS will load the MAHWP but will not begin navigation to the point until you press Direct To. This is designed to ensure the pilot complies with any initial maneuvering required at the start of the MA procedure before proceeding to the fix. One very important point to keep in mind is that when in the HOLD mode (course reversals, vectors, leg activation), you must ensure the OBS is set to the intended course BEFORE switching to the AUTO SEQ mode. The GPS will reference whatever is set in the OBS as soon as you switch to AUTO SEQ. In fact the manual suggests setting the OBS and waiting a couple of seconds before selecting AUTO SEQ. Hope this helps.
@@theflightpractitioner7288 Thank you, I went flying yesterday and did several “different” RNAV approaches with it, I guess I need practice on my scan because it felt less reliable (due to me being new, I do like the unit) to me due to the lack of glideslope (coming from training aircraft always displaying a glidescope). One question that I still have, when loading a particular approach, I could only choose between 3 IAF’s, I picked the most likely one but I was vectored in between the IAF and FAF, I never crossed the IAF but I believe perhaps I was close enough (or that the GNC300XL will auto sequence without passing the IAF) that before the FAF the annunciator GPS APR changed from ARM to ACTV so I knew I was good to go. I followed the altitude requirements down to MDA (finding that RNAV’s can have a number of step-down altitudes). Side thought: I guess we don’t need to time these approaches since we have the distance displayed and WPT will indicate at the MAP, just a matter of improving my scan habits to keep on top of it. Another question, how would you use the GNC300XL in combo with a KX155 for a LOC/ILS approach?
@@user-vs3zz3zi4s Always load the approach from the anticipated IAF as you did. Then, if you find yourself being vectored to final, (1) from the RTE page, highlight the FAF and press Direct To, (2) Place the GPS SEQ mode into HOLD, (3) Set the inbound course to the FAF on the OBS (assuming that is the segment you are being vectored to). Wait a second or two (this is important per my last reply) and then put the GPS SEQ back to AUTO. You will now get course guidance to the extended course to the FAF (BTW, these are the same three steps you would use to fly a leg of any route). Look for the GPS APR mode to switch from ARM to ACTV within 2 miles of the FAF and you are good to go. Be advised there are some stepdown fixes inside the FAF that will not show up as waypoints in the GNC300XL approach sequence. You will need to note the published distance on the procedure and then monitor the distance to the RWY to determine when you have crossed these types of fixes. As a matter of habit, I always start a timer when crossing any FAF (a good habit so you never forget when you need to). For LOC/ILS approaches in which distances are predicated on the localizer, you can select the LOC ID (I-xxx) in the WPT page and use that (legally!) for published distances based on that DME source. (I want to do a video on this).
@@theflightpractitioner7288 so if you miss the IAF and go in between the IAF and the FAF when the IAF is next on the RTE page, then does the approach break or auto sequence takes action here? I’m going to try that next time but come in very close to the FAF just to see what happens. And also the method you mentioned: direct to FAF ENT, GPS SEQ HOLD to change OBS, then check direction dtk on NAV page, adjust OBS, wait 2 seconds then GPS SEQ AUTO. Then good to go the rest is auto sequenced? For the LOC, yes would be good to see how the WPT works (as a DME?), I usually would direct to and input the FAF, then separately see the glideslope on the KX155 verifying the frequency there and getting the outer market beacon signals / alerts. If you can go to the LOC WPT, that’s also the FAF? But the GNC300XL does not have a NAV radio so it won’t be ID’ed or able to listen to the frequency or get a marker beacon indication? I know you can do this on the KX155 so you’d need to use both systems together I am guessing? Yes would be good to see a video on this.
@@user-vs3zz3zi4s Always activate the leg to the FAF as I described previously. Once you do that autosequencing will begin crossing the FAF. Remember to intercept the final approach course at least two miles from the FAF to ensure the unit switches approach mode to ACTV. Practicing a few vectors to final will make this process quick and easy. For ILS/LOC approaches, the GNC300XL basically serves as a DME as you said. The distances are from the localizer fix which you specify as I said on the WPT page (I-xxx). So you fly the ILS/LOC using the VHF nav as you normally would, and reference the distances from the GNC300XL.
This installation was done long before I purchased the aircraft. According to the installation documents, the annunciator/switches are Electro-mech part numbers 6542150CLR (2 each) and one 6542350CLR. I believe the 300XL can also be interfaced to the Midcontinent panel MD41-444 or the equivalent Garmin part number 013-00029-11, but this will need to be verified. Hope this helps.
If the waypoint is not a "fly-over" fix, the GPS (while in the AUTO SEQ mode) uses turn anticipation to smoothly join the following leg. If the angle between the heading and the next course is large, the turn to (and activation of) the following leg can happen well before the upcoming fix. To protect against this, and to avoid forgetting, it is good practice to place the GPS in HOLD mode prior to the fix. That being said, as long as the following leg has not yet activated, you can suspend sequencing at any time.
Half way through my IFR training. Final getting out of HOLDing and DME arcs and starting approaches. This content is perfect for me. Thanks. Do you offer flight training anywhere near Melbourne Florida? Thanks again for putting this content out there.
Congratulations on making some serious progress toward the Instrument Rating! Glad you are continuing to find the videos helpful :) I am based out of Palatka Municipal airport (28J) but only instruct on a very limited basis on the weekends due to a crazy work schedule. However, don't hesitate to drop me a line if you need any help.
Do you have a cheat sheet for this? I find it a bit of a challenge to get the approach loaded correctly in flight and to change to ARM. I’m guessing from your video that the steps are:
1) Select Direct To, input airport and press ENT
2) RTE page, rotate knob, select approach (runway)
3) Select initial approach fix that you believe you will pass through first and ENT
4) If radar vectors, course reversal, procedure turn, then click GPS SEQ to Hold
5) 15 sec before IAF or WPT, the WPT light blinks, look at GPS to take note of “next dtk”, set OBS (is this required?) to your next heading, then when WPT light is steady begin your turn
6) Now with auto sequencing, do you still need to press Direct to and select your next waypoint each time?
7) Within 2nm of the FAF, the GPS APR will change automatically from ARM to ACTV if the conditions are met (approach armed, gps seq auto, faf is next active wpt and raim is available)
8) then begin your descent and 15 seconds before MAP, the WPT will blink and at the MAP the WPT will turn off, “TO” flag changes to “FR” and “ete” disappears, next waypoint is automatically loaded as MAHWP.
Thanks in advance.
I don't have a cheat sheet but you have generated a good one! The pilot interface on these older units is not as refined as modern ones, but a little practice and you will get it down. A couple of thoughts on your list.
#5, yes you must manually set the OBS to the course or you will get a MSG light reminding you to do so. When I see a blinking WPT light, I verbally acknowledge "WAYPOINT" and then set and verify the next course in the OBS. Be disciplined in that and you will not forget.
#6 You do NOT press Direct To once the approach sequencing begins - the GPS will automatically switch as you pass each waypoint. The only time you use the Direct To function on an approach is to proceed to the MAHWP. After crossing the RWY fix, the GPS will load the MAHWP but will not begin navigation to the point until you press Direct To. This is designed to ensure the pilot complies with any initial maneuvering required at the start of the MA procedure before proceeding to the fix.
One very important point to keep in mind is that when in the HOLD mode (course reversals, vectors, leg activation), you must ensure the OBS is set to the intended course BEFORE switching to the AUTO SEQ mode. The GPS will reference whatever is set in the OBS as soon as you switch to AUTO SEQ. In fact the manual suggests setting the OBS and waiting a couple of seconds before selecting AUTO SEQ.
Hope this helps.
@@theflightpractitioner7288 Thank you, I went flying yesterday and did several “different” RNAV approaches with it, I guess I need practice on my scan because it felt less reliable (due to me being new, I do like the unit) to me due to the lack of glideslope (coming from training aircraft always displaying a glidescope).
One question that I still have, when loading a particular approach, I could only choose between 3 IAF’s, I picked the most likely one but I was vectored in between the IAF and FAF, I never crossed the IAF but I believe perhaps I was close enough (or that the GNC300XL will auto sequence without passing the IAF) that before the FAF the annunciator GPS APR changed from ARM to ACTV so I knew I was good to go. I followed the altitude requirements down to MDA (finding that RNAV’s can have a number of step-down altitudes). Side thought: I guess we don’t need to time these approaches since we have the distance displayed and WPT will indicate at the MAP, just a matter of improving my scan habits to keep on top of it.
Another question, how would you use the GNC300XL in combo with a KX155 for a LOC/ILS approach?
@@user-vs3zz3zi4s Always load the approach from the anticipated IAF as you did. Then, if you find yourself being vectored to final, (1) from the RTE page, highlight the FAF and press Direct To, (2) Place the GPS SEQ mode into HOLD, (3) Set the inbound course to the FAF on the OBS (assuming that is the segment you are being vectored to). Wait a second or two (this is important per my last reply) and then put the GPS SEQ back to AUTO. You will now get course guidance to the extended course to the FAF (BTW, these are the same three steps you would use to fly a leg of any route). Look for the GPS APR mode to switch from ARM to ACTV within 2 miles of the FAF and you are good to go. Be advised there are some stepdown fixes inside the FAF that will not show up as waypoints in the GNC300XL approach sequence. You will need to note the published distance on the procedure and then monitor the distance to the RWY to determine when you have crossed these types of fixes. As a matter of habit, I always start a timer when crossing any FAF (a good habit so you never forget when you need to). For LOC/ILS approaches in which distances are predicated on the localizer, you can select the LOC ID (I-xxx) in the WPT page and use that (legally!) for published distances based on that DME source. (I want to do a video on this).
@@theflightpractitioner7288 so if you miss the IAF and go in between the IAF and the FAF when the IAF is next on the RTE page, then does the approach break or auto sequence takes action here? I’m going to try that next time but come in very close to the FAF just to see what happens. And also the method you mentioned: direct to FAF ENT, GPS SEQ HOLD to change OBS, then check direction dtk on NAV page, adjust OBS, wait 2 seconds then GPS SEQ AUTO. Then good to go the rest is auto sequenced?
For the LOC, yes would be good to see how the WPT works (as a DME?), I usually would direct to and input the FAF, then separately see the glideslope on the KX155 verifying the frequency there and getting the outer market beacon signals / alerts. If you can go to the LOC WPT, that’s also the FAF? But the GNC300XL does not have a NAV radio so it won’t be ID’ed or able to listen to the frequency or get a marker beacon indication? I know you can do this on the KX155 so you’d need to use both systems together I am guessing? Yes would be good to see a video on this.
@@user-vs3zz3zi4s Always activate the leg to the FAF as I described previously. Once you do that autosequencing will begin crossing the FAF. Remember to intercept the final approach course at least two miles from the FAF to ensure the unit switches approach mode to ACTV. Practicing a few vectors to final will make this process quick and easy. For ILS/LOC approaches, the GNC300XL basically serves as a DME as you said. The distances are from the localizer fix which you specify as I said on the WPT page (I-xxx). So you fly the ILS/LOC using the VHF nav as you normally would, and reference the distances from the GNC300XL.
I am looking at a 150 with a 300XL but cannot find that style of annunciator anywhere. Any suggestions?
This installation was done long before I purchased the aircraft. According to the installation documents, the annunciator/switches are Electro-mech part numbers 6542150CLR (2 each) and one 6542350CLR. I believe the 300XL can also be interfaced to the Midcontinent panel MD41-444 or the equivalent Garmin part number 013-00029-11, but this will need to be verified. Hope this helps.
I located one of the mid content ones. They are a little had to find. Located mine on eBay.
One is for sale on eBay right now. garmin md41-444
At 23:10, "no later than 2 miles before Tochi" -- why no later than 2 miles before? Can't I just hit hold 0.1 miles from Tochi?
If the waypoint is not a "fly-over" fix, the GPS (while in the AUTO SEQ mode) uses turn anticipation to smoothly join the following leg. If the angle between the heading and the next course is large, the turn to (and activation of) the following leg can happen well before the upcoming fix. To protect against this, and to avoid forgetting, it is good practice to place the GPS in HOLD mode prior to the fix. That being said, as long as the following leg has not yet activated, you can suspend sequencing at any time.
What a great, practical response! Thanks much. This series has been absolutely invaluable to me.