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rkaplan Administrator 
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If you were assigned a heading with "vectors to the final approach course" how would you set it up on the Garmin 430/530? (Answer in the next 2 posts.) Attachment: MGW_ir18.gif (Downloaded 67 times) |
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rkaplan Administrator
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The most common way to set this up would be to choose "Activate Vectors to Final" as shown here. However, if you set up the GPS in this fashion then TIPLE disappears from the flight plan and from the map and therefore in order to determine whether you have been vectored outside vs. inside TIPLE you need to monitor your distance from DIXIN. Attachment: mgw1.jpg (Downloaded 68 times) |
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rkaplan Administrator
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An alternative (and in my view preferred) technique is to load the full approach starting at TIPLE and then go to the flight plan page, highlight DIXIN, and press DIRECT DIRECT to activate the leg leading to Dixin. This has the same effect as programming the waypoint/course for vectors to DIXIN but it has the advantage of keeping TIPLE in the flight plan and thus on the map for ease in determining when you are inside TIPLE and can descend to 2800 feet. Attachment: mgw2.jpg (Downloaded 66 times) |
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JimP Member
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Richard, Would you usually descend to 2800, or would you remain at 3000? Generally, I stay at the higher altitude until I intercept the GS. /Jim |
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rkaplan Administrator
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JimP wrote: Richard, Yes, I would descend to 2800, although this one is tough to be convinced of until you try out the following in the airplane. The question is whether you verify the glideslope crossing altitude by flying the glideslope down to 2800 until DIXIN or by flying level at 2800 until DIXIN. I have tried this in the airplane frequently with students by adjusting the altimeter 200-300 feet high when the student is not looking. What I find is that when a pilot flies a constant altitude to DIXIN, usually he identifies the wrong altimeter setting about 80-90% of the time. But when a pilot flies the glideslope to DIXIN, the pilot usually identifies the wrong altimeter setting only 20% of the time -- it is easy to fly a constant altitude but harder to fly a perfect glideslope. If the glideslope is slightly off at DIXIN then the required glideslope intercept altitude would be different and in the end most pilots just figure it is "close enough" even though "close enough" can well be over 200 feet of error. When I have a student fly down the glideslope to DIXIN and miss the altimeter that is off by 250 feet, it leads to quite a surprise when I ask the student to take the hood off at 300 feet and he realizes DH would have been below the ground. That is usually quite convincing as a reason to thereafter descent to 2800 feet prior to DIXIN. (As an aside.. because of the above, I think a more accurate additional crosscheck is to compare your barometric altitude at DIXIN with WAAS GPS altitude, perhaps from your Garmin handheld for example.) |
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