GNS430 RNAV SID and Approach
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- Опубліковано 20 січ 2013
- In this video I demonstrate the use of a Garmin GNS 430 to fly and RNAV SID, the enroute portion of an IFR flight and then an RNAV approach. The video is aimed at students in the Selkirk College Professional Pilot program who will be flying this profile in a King Air simulator but may be of interest to anyone learning to fly IFR, especially using a Garmin GNS 430 navigator.
- Наука та технологія
*thank you! I fly my first RNAV tomorrow, and this was exactly what I need: a guide on all the specific little buttons to push. Very helpful.*
Thank you for this GREAT video!! EXTREMELY well explained!! I'm an *FAA* Instrument rated commercial pilot. Having recently moved to Canada, and now in the process of converting my US licenses to their Canadian counterparts, this video was doubly helpful!!! I was just looking for a thorough refresher on IFR procedures on the 430W (I had become a bit rusty), and while this video did an AWESOME job on that, it was also incredibly helpful in subtly answering a lot of my questions on _CANADIAN SPECIFIC_ content (differences in rules, charts, procedures etc. between FAA and Nav Canada)!! Essentially killed two birds with one shot! 😀
I have to say this is one of the best video I have seen by far....Please keep making more of them....Outstanding and very informative.
This is great. Returning to flying after 9 years and was looking for something more related to Canadian IFR.
I appreciate the clarity with which you present the subject. Your calm voice also builds the students confidence. Thanks again.
This really is a great tutorial. You're a good instructor....
very thorough, thank you, my friend recently bought an Alarus and this will help us practice with his Garmin 430
Loved this video!! Great detail and Highlighting!!
So simply! Great video.
Thanks Skip wonderful video
Awesome explanation. Thanks
excellent tutorial, learn a lot, better than most.
Very good video, thank you for a comprehensive explanation.
This video was very useful and demonstrated that I still have a way to go before I will be good enough to carry out these procedures in real time. I learned a great deal from this, but will have to look at it several times to get up to speed. Anyway I am very grateful for your wonderful demonstration. I have X-plane-11 and am currently flying a Beechcraft Baron, do I need to get a King Air for the Garmin 430, or can I put it into my beechcraft from somewhere? Thanks for your help.
Excellent!!!
Great vid!
Hi, Great vid, Thx-A-Lot for that.
You are using the Garmin 400W/500W Trainer
I've downloaded this from Garmin website on 2 differents computers (version 3.00)
The VLOC feature doesn't seems to work anymore ...
did you notice that?
Which version do you use?
Thx
N
Very good class captain
My trainer Version 3.0 is missing the Comm panel on top LHS, was wondering which version Garmin trainer are you using or have I missed a setting to activate them?
One question. You say that you can descend when within 25 miles of LODLO since that is what the MSA shows. I'm pretty sure that is just for Situational Awareness. You can't leave an IFR altitude based on what the MSA shows in the U.S. Is it different in Canada?
Fantastic. Very clear. My computer is a Mac so won't load on Macs. Why did it cross EPTEG at 3700 and not 3200? Also if you see a GPS waypoint abbreviation marked as D258G what could that mean? Is it a DME arc or a track between D and G? Thanks.
departure freq is also in page 4 of nav.
When I press MGS key it says approach not active ?
Great Video. You explain things very well. I watched it a few times because I've used this particular GPS only a few times. But I have to ask why you went missed at the higher altitude and didn't follow the level off procedure depicted on the chart? Normally, you would do your best to get down to 2720 and continue to the MAWP before going missed. If you go missed a mile before the MAP, you may never see the runway that you would have otherwise been able to land on. So, was this just a limitation of the simulation and for demonstration purposes?
That´s because you wanna make sure you will descend on a 3 degree glideslope or at least something close to that. Lets say you just level off after a dive pretty soon after the FAF, then you would be too "flat" with respect to the runway and you would continue flying being level until you get to approximately that 3° point (VDP), just where the +VNAV would put you anywhere, but without diving after the FAF as you did. Now, imagine you can´t see the runway at that "perfect" 3° point... well, because its an MDA, you can keep flying at that altitude until the MAP, and if not there yet, once you have the runway in sight (or environment), you can continue the approach. The thing is that you´d be descending at a steeper than a 3° glideslope (depending on how much distance you flew after the FAF until you had the rwy environment in sight). Maybe, for some pilots a 3.5° or 4° slope is not too much because of their airplane performance, but generally, when flying on a high performance aircraft, trying to land after the VDP is not a good idea. So, that´s why you just want to go missed if you don´t see the runway at the VDP, simulate a DA procedure and start climbing at that point. (just keep in mind what he said about waiting till the MAP before any turn). And, the 50ft add is just for safety.
Hope this help even you asked 6 years ago, if not, hopefully will help somebody else.
Trying to improve my english... also hope it´s clear enough and not too full of grammar mistakes.
Cheers
to pull in calgary VOR why not go to page 4 of nav scroll down to the vor of choice and enter into the stdby freq?
I liked the video. My only question is why you had to click DIRECT yo PERPU. Shouldnt the flight plan just fly to perpu once its engaged?
I used to be a bit confused about that too! The flight plan does not change based on where you *_currently_* are. So when you take off from the airport, you are not going to be on the exact route calculated by the flight plan. One way, would be to manually turn your aircraft towards the "magenta line" seen on the NAV page, and then track it as usual. But a *much better* way, would be to press the "DIRECT TO" button, and it will calculate a new "direct" route from your _present_ location to the next waypoint (PERPU, in this case).
Also, many times, when you take off from a controlled airport (like a Class D or C, or even a B), ATC might vector you in different directions for many reasons, like avoiding traffic. Then they might say, something like, _"Cessna 198ME proceed on course"_ Now you are waaay off your FPL calculated course. The "DIRECT TO" button is very helpful here too!
Nice explanation @747