X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-d03.mx.aol.com ([205.188.109.200] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6542204 for lml@lancaironline.net; Tue, 15 Oct 2013 18:29:26 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.200; envelope-from=Sky2high@aol.com Received: from mtaomg-da01.r1000.mx.aol.com (mtaomg-da01.r1000.mx.aol.com [172.29.51.137]) by omr-d03.mx.aol.com (Outbound Mail Relay) with ESMTP id 21390700000AE for ; Tue, 15 Oct 2013 18:28:52 -0400 (EDT) Received: from core-mta001b.r1000.mail.aol.com (core-mta001.r1000.mail.aol.com [172.29.234.129]) by mtaomg-da01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id D6309E00008A for ; Tue, 15 Oct 2013 18:28:51 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: Date: Tue, 15 Oct 2013 18:28:51 -0400 (EDT) Subject: Re: [LML] Re: STec 30 autopilot To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_f36a3.6494059c.3f8f1ba3_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1381876132; bh=xLUlLzfmDf9BnDfkVzrYW1UJ3n0L0qcCFu5afj8Ycsk=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=YY1Ubac93BzmIkyhLhh7Jd5SYDyiiVthTGmILpGvRocbE9Ph+L8vp3DjNMFe4yrY2 IPm4Hsu71UoKYsISqX43jXD5Mv9tQUJ3oZziMaYxu0e3CYJWmIzpo6joHSBJnHhgp5 yMI9KdihtG+dhA60uIGPdIsgjmd8bQs0Bj5k4u6I= x-aol-sid: 3039ac1d3389525dc1a34f7a --part1_f36a3.6494059c.3f8f1ba3_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit All, During GPS approaches, GPSS converts accurate WAAS signals to heading deviation signals with an AP switch set in the GPSS position (just like using the heading bug). If your AP can receive ARINC precision data generated from a WAAS GPS, use that for GPS approaches. If you are stuck using non GPS approaches (Like archaic Localizer, ILS, etc.), you may want to switch the AP to "approach mode" for greater sensitivity when close in. BTW, the GPS sensitivity is stepwise automatically increased as one approaches any way point, whereas the ground radio method (localizer + glide slope) is in a cone shape that smoothly narrows as one approaches and switching to greater sensitivity decreases the measurement of each deviation needle marking. In other words, if one is on an ILS/Localizer approach, one must switch off GPS management at the IAF. If using a GPS approach (from a device that contains same), GPSS only is advisable down to the DA (DH) or beyond as it is accurate and ready to guide you to the missed approach course if you fail to land after you were expected to land (merely a single button push away). Check the details in the AIM. Grayhawk PS I am a lover of the systematic WAAS GPS approaches that allow consistent management of airplane speeds and configurations.. In a message dated 10/15/2013 10:19:29 A.M. Central Daylight Time, skipslater@verizon.net writes: Angier, I gave an STEC 55 with GPSS steering. I'm not familiar with "Hi Track" mode, but on my A/P, if you're flying an instrument approach, you need to switch the A/P to approach mode and change the GPSS back to heading mode for steering inside the IAF or I believe the A/P will revert to heading mode at that point. If you have GPS output going to your CDI, the A/P will fly the approach just like it would tracking a localizer. Bottom line, GPSS is not used for flying approaches. I'm not sure if the 30 works the same, but check your ops manual to be sure. Skip Slater -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_f36a3.6494059c.3f8f1ba3_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

All,

During GPS approaches, GPSS converts accurate WAAS signals to he= ading=20 deviation signals with an AP switch set in the GPSS position (just like usi= ng=20 the heading bug). If your AP can receive ARINC precision data generat= ed=20 from a WAAS GPS, use that for GPS approaches. If you are stuck u= sing=20 non GPS approaches (Like archaic Localizer, ILS, etc.), you may want to swi= tch=20 the AP to "approach mode" for greater sensitivity when close in. BTW,= the=20 GPS sensitivity is stepwise automatically increased as one approaches = any=20 way point, whereas the ground radio method (localizer + glide slope) i= s in=20 a cone shape that smoothly narrows as one approaches and switching to great= er=20 sensitivity decreases the measurement of each deviation needle marking.

In other words, if one is on an ILS/Localizer approach, one must switc= h off=20 GPS management at the IAF. If using a GPS approach (from a device tha= t=20 contains same), GPSS only is advisable down to the DA (DH) or beyond as it = is=20 accurate and ready to guide you to the missed approach course if you fail t= o=20 land after you were expected to land (merely a single button push=20 away).

Check the details in the AIM.

Grayhawk

PS I am a lover of the systematic WAAS GPS approaches that allow consi= stent=20 management of airplane speeds and configurations..

In a message dated 10/15/2013 10:19:29 A.M. Central Daylight Time,=20 skipslater@verizon.net writes:

= Angier,
   I gave an STEC 55 with GPSS steering= . =20 I'm not familiar with "Hi Track"
mode, but on my A/P, if you're flyin= g an=20 instrument approach, you need to
switch the A/P to approach mode and= =20 change the GPSS back to heading mode for
steering inside the IAF or I= =20 believe the A/P will revert to heading mode at
that point.  = ; If=20 you have GPS output going to your CDI, the A/P will fly the
approach = just=20 like it would tracking a localizer. Bottom line, GPSS is not
us= ed=20 for flying approaches. I'm not sure if the 30 works the same, but= =20
check your ops manual to be sure.
   Skip Slater=20

--
For archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html

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