Canuck
David Megginson
- Joined
- Mar 31, 2016
- Messages
- 7,085
- Reaction score
- 3,903
Reading the manual, it looks like it's going to be an easy mistake to forget to switch the CDI on an ILS approach from GPS on the transition to VLOC on the final approach.
The GTN 650 does the switch automatically within 1.2 NM of the localiser track, but only if you intercept more than 2 NM back from the FAF. When I'm flying the ILS at a busy airport, 2NM is about the furthest back I ever get to intercept, because they want me out of the way of faster airline traffic ASAP, so I doubt I'll be able to count on the automation.
How's that been working out for people who use GPS navigators? Is the workload a lot worse for an ILS approach when you still have to tune and identify all the conventional navaids as well as operate the GPS, or do you get into an easy flow?
D
The GTN 650 does the switch automatically within 1.2 NM of the localiser track, but only if you intercept more than 2 NM back from the FAF. When I'm flying the ILS at a busy airport, 2NM is about the furthest back I ever get to intercept, because they want me out of the way of faster airline traffic ASAP, so I doubt I'll be able to count on the automation.
How's that been working out for people who use GPS navigators? Is the workload a lot worse for an ILS approach when you still have to tune and identify all the conventional navaids as well as operate the GPS, or do you get into an easy flow?
D
