GNS430 RNAV SID and Approach

hi everybody welcome to another IFR training video in this video I'm going to show you how to use your Garmin 430 to complete an IFR flight from Spring Bank which is near Calgary down to Medicine Hat now this particular video is aimed at my students who will be flying this flight in a king air simulator but it may also be of interest to anyone who is just learning how to use a Garmin 430 so here we have the Springbank Airport and down here you can see Medicine Hat we're going to fly an Arnav sit at a spring back that will bring us around to BA Chow over here and then from BA Cho we'll take Victor 3:05 down to Medicine Hat at Medicine Hat will be doing the Arnav 0/3 approach and then we'll fly the missed approach and that will be the end of the video so let's get started I'll talk you through the whole process to make this video I'm using a set of electronic publications that anyone can buy from gaff Canada and the publication's that I'm using are up to date as of the date of the video I'm also using the Garmin 430 simulator which any of you can download from Garmin's website however the database in the Garmin simulator is out of date so it's not going to exactly match the publication's that I'll be using and I want to emphasize that it would be unacceptable to use an out-of-date database if this was real but my main purpose here is just to show you the process so we start by hitting the flight plan button and see here we're on flight plan page number one but I happen to know that there's a flight plan already stored for us we're going to go to flight plan page number two and here we find all the flight plans notice that the flight plans can be sorted by number see over here on the left are the numbers or they can be sorted alphabetically I have them sorted alphabetically right now but you can we sort them by just hitting menu and sort by number like so and if I put it back to alphabetical sorting sort by comment so this is called the comment here then cyb W to see why XH is at the top of the list that's the one we want so just turn the cursor on and activate this flight plan so there's activate flight plan and now we're back to flight plan page number one and this is now the active flight plan so notice it goes from the springbank Airport to the Calgary vor then down to the Medicine Hat for your wire and the medicine had airport now that's not quite what we want but this gives us a good framework to get started from okay so the next step is to hit the procedure button and we want to select in this case a departure procedure so we select departure make sure it does say Springbank up here so that's good and we of course are looking for the bottle one departure but as I mentioned before the Senedd update database we've got bacio two and so just for demonstration purposes here we'll pretend that it's spa chul one and select that then we have to select the active runway so we check the 8s and let's say the ATIS tells us runway two five is active today so we'll select one way to five and we'll you know so we get a little picture here which we can examine once we're happy with that will load this into the flight plan once you've loaded into the flight plan you should always then immediately go through and check all the waypoints so I turned the cursor on and start going through and we're checking the desired track against the approach plate and the distance now the first one from the the airport out to par piu is not really showing exactly on on the approach plate so don't worry about that one too much but the second one here track 144 and distance 7.4 miles my matches exactly what the plate says and then down to tourney track one two four ten point eight miles that's an exact March the next one this is where we start to see the discrepancy the departure procedure is being changed it should be sattell not third so of course that's not going to match and then over to bat show is not going to match if this was real we'd be dead in the water here we with an out-of-date data base but just for demonstration purposes let's say that that this is okay so once you've checked all your bearings and distances then what's the next thing you should do well the next thing you should always do is check and make sure your departure procedure the dents here in bot shell connects up properly to your enroute procedure and in this case it doesn't you can see after botch Oh the flight plan goes next to the Calgary vor so it wants us to turn to a track of 285 and fly for 35 miles up to the Calgary vor and then do a 180 and come back down to the medicine at view our that's clearly not what we want to do what we want to do is after BOTS show we want to go down to the Medicine Hat via water so this leg is we done dit we need to get rid of it so we just highlight it we go clear and then enter and now take a look and see what we've got after botch oh we've got the track 1:05 the yellow chart shows one zero four but it's just a minor typical discrepancy 101 miles that is the exact correct distance from bacio to the Medicine Hat for you arm so now we're happy so at this point you can turn the cursor off and go back to the moving map and we're we're ready to depart we would get back to the moving map by just clicking the flight plan button so if the passengers on board now we can take off and go and then insert the approach while we're on route let's say the passengers are not quite on board yet so what we're going to do is insert the approach right now just to save a little bit of time later so once again we're going to hit the procedure button and this time we're selecting an approach okay right here select approach make sure now that it says medicine had up here which it does and then select the active approach in Medicine Hat so we'll say that that's our nav 0 3 so we select that and then we need to look at which transition we'll be doing so we'll be coming in from the north and we will be arriving via Vatsa so we select Bev spa enter and we can look that over here on the preview and then we just want to load it you don't want to activate it yet if you activate it you'd be making the the active Waypoint fehb so we don't want to do that yet so just load it so we hit enter and now again just as with the SID we should immediately turn our cursor on scroll down to the approach which starts here and then check it over line by line against the approach plate so you'll see the first leg 231 and twelve point eight this is from the Medicine Hat Airport out to Bev SWA this is not what we're going to be doing so we'll have to make an adjustment here but then let's just check out the rest of it here so it says zero nine six and five miles and the approach plate says zero nine four so we've got a two degree discrepancy there and then from tab B to F dig we've got zero three zero and five miles the approach plate again says five miles but zero to nine so we've got a one degree discrepancy here and then another two degree discrepancy two Ludlow but we do have the correct distance and then a two degree discrepancy out to set key but we have the correct distance so in each case we've got either a 1 or 2 degree discrepancy that's minor and it's consistent consistency is more important than the actual size of the error sometimes you'll see as much as 4 I've even seen as much as 5 degrees difference between the approach plate and the database but what you don't want is to have some legs that are off one degree and another leg that's off 4 degrees you want it to be consistent if there's a four degree discrepancy they should all be off four degrees in this case we've got one or two degrees that's very minor discrepancy we can accept that okay so what's the next thing we should do well just as we considered how the SID had to be connected to the enroute section we should give some thought to how the enroute section of our flight plan will be connected to the approach in this particular case it's not going to connect very well at all but let me show you an example of one that can be connected here we have the our nav alpha approach in castle guard and this approach has transitions from the West we have a transition from Gatsby over to Tikes and from the East transition from Earvin to Tyee so whichever direction you're coming in if this is the approach that you're going to do you should be sure to end the enroute section of your flight plan at Dazz B or Earvin then the approach starts at types or tight depending which way you're coming and the enroute section will automatically roll right into the to the approach this is the the simplest way to transition from the enroute into an approach but it won't always work so returning to the Medicine Hat example there is no transition published off Victor 3:05 down to the initial approach fix and therefore we're in a situation where we're going to have to leave this approach essentially floating like an island it's a separate entity in your flight plan and when the time comes we'll have to activate the approach so in this case there's nothing more to do and I'll show you how to activate the approach here in a few seconds we're ready now to take off and fly the approach ok so now that we've decided that we can't do anything with the approach in this case we're ready to to depart so we'll just turn the cursor off hit the flight plan button to get back to the moving map and we've got a message here the GPS is telling us to set our course 2 to 3 7 which is the current course out to per pou and we should really tune our Volokh frequencies so we'll just tune the category view are here and we've got the medicine at vor standing by we're on ground we'll get permission to taxi so taxi out for runway two five alright so we'll assume we've taxied out now we're ready for takeoff we can switch to the tower frequency and get the departure the departure frequency standing by five to five okay so we're ready to take off at this point let me just give you a quick departure procedure before departure briefing before we go so all runways maintain 7,000 feet runway two five not authorized when cya two six three CR is active let's assume that it's not requires minimum climb gradient of 210 feet per nautical mile to 4700 that's no problem in the king year if to climb heading to five three to four thousand three hundred and forty feet and then make your climbing left turn direct to pair boot so at four thousand three hundred and forty feet we'll have to hit the direct button and then we'll go to pair poop after pair poo then to rig it and a track of 144 then to turning on a track of one to four then to saddle and a track of zero eight eight and then to botch oh and a track of zero four five to the assigned route okay so if there's no questions we'll assume now that the tower has cleared us for takeoff and we have the autopilot on heading mode we're going to fly heading two five three that I have set here so here we go roll down the runway hand okay so we're through four thousand three hundred and forty feet there and we just hit the direct button confirm it does say per poo and then hit enter and enter again so you see the desired track changes to two three three and we can now turn and start to go out to poopoo and switch over to nav mode and it's just as simple as that so from here the rest of the way around the CID it's just a matter of following the instructions that the the GPS gives us continue our climb to 7,000 we would switch to two departure now and they'll undoubtedly clear us up a little further so I'm just going to go into a time compression now and we'll come back to real-time as we approach ba ciao you okay so here we are approaching ba Chao and the Garmon will flash is a message here in a second as it does on all the turns to give us a countdown for the turn alright so there we are making the turn onto Victor 3:05 let me just rearrange the the screen a little bit here I'll move the simulator up to the top right and bring the RNAV approach plate in and then what we should do is a rain prediction so we go flip over to the aux pages and the second page here and there's rain during the cursor on select rain Garmin puts the time in for us automatically we just check it and then click on compute rain here with the computer simulation it doesn't work but in the real airplane it would tell you that you do have rain with the wash GPS it's really a bit less important to confirm Ram then with the 4:30 alpha non wasps GPS but anyway certainly doesn't hurt to do it even with the wasps GPS and it's compulsory if you don't have a lost GPS ok so now we're on route cruising at one 7,000 feet and we'll just do a little time compression again until we're about 50 miles or so out from Medicine Hat and ready to start down for the approach during the time compression portion you'll see me switch over to Edmonton Center and you'll notice as we reach the halfway point on the airway also switch over to the medicine head for you are and as we return to real-time we're closing in on ms and let me just briefly for the approach because we should be cleared pretty soon here so once cleared we'll be act being approached then we'll go direct VESA we're already within 100 miles so our safe altitude is nine thousand feet once we're within 25 miles of LOD low we can descend to six thousand feet after valve sled the track is zero nine or four to tab fee minimum altitude is four thousand one hundred feet but what I'm thinking is that tab fee is nine miles back from the missed approach Waypoint and using our three miles per thousand foot rule the glide path would be about three thousand feet above ground level at AB fee which would make it about fifty three fifty four hundred feet so I want to be just comfortably below the glide path at AB fee so I'll just descend to five thousand feet between bets fun tab fee intercept the glide path at tad V and follow it down we'll confirm that we're three thousand two hundred or above at epic and the minimum descent altitude is two thousand seven hundred and twenty feet since we're going to be following a glide path will establish a decision altitude of two thousand seven hundred and seventy feet that will ensure we never go below the MDA so at Ludlow if we have to execute the missed approach we climb to three thousand nine hundred feet on a track of zero to nine ur that is straight ahead how to set T where will hold at 3900 till we get further clearance okay so we're ready now to start the approach once the controller clears us for the approach all we do is hit the procedure button and on the menu that pops up activate the approach is at the top of the list so we activate the approach that says now the active Waypoint and the grandma will give us a revised desired track just make a little adjustment and away we go heading over towards WebSphere now and we can start our descent down to 9000 feet okay so the next thing we need to do is figure out when we're within 25 miles of LOD low so that we can descend further now you'll notice at this point that we're still in enroute mode but once we come within 30 miles of the airport it will switch over to terminal and since Ludlow is essentially at the airport there's no sense even checking until we switch to terminal mode so once we come back to terminal mode I'll show you how to use the garment to figure out your distance to Ludlow ok so I zoomed in now and skipped over four or five point boring minutes we're on our way to deaths for now just 25 miles back from that still in enroute mode but we must be getting very close to terminal mode and as we switch to terminal mode then I'll show you how to measure distance you see the garment just kicked into terminal modes we're 30 miles from the airport now still 22 in a bit to VESA okay so to measure distance you've got two ways to turn measure distance mode on I'll show you the hard way first a hard way is you tap menu key and you get a menu and see measure distance is one of the options select that hit enter and we're in measure distance mode but all you've really done is turn the cursor on and you see here at the end of the button it says push for cursor so I can turn it back off or turn it on just as simple as that so really all you want to do is just reach over tap the end of your lower right hand knob here and we're good to go now by turning the the knobs the small knob will allow me to move my cursor up and down like so and then the big knob will allow me to move it left and right I want to move it over here and trying to find LOD low now once you get the cursor where you want then just zoom in and it will zoom in on the cursor see I went a little too far to be so I'll bring it back over and I'm just looking for LOD lo here oops there's a lot little right there and we can tell that because it says LOD lo up here gives us our distance to LOD low which as we suspected is now a little bit under 30 you don't really want to keep this mode up for for too long that's why I recommend waiting till you're in terminal mode so you can see we're twenty five point seven now once it gets down to 25 we're safe to descend to 6,000 feet another couple of seconds here so there we go 25 miles we can now start our descent we'll just turn the Kirsch back off we set the range to something reasonable maybe 35 is good now and we're now descending to 6,000 feet and we'll carry on from there okay so we're just coming up to webs fed now and we're down to 6,000 feet slowing 240 knots approach flap extended soon the map in a little bit there not to say that I don't really like the auto zoom feature on the Jas 430 but on the the GTM simulators you can set the the minimum and maximum zooms in the menu and that makes it a lot nicer so I really like auto zoom with the GT NS but not so much with the GN s okay in a couple of seconds we'll get the message telling us to make the turn at Bev spa we're expecting according to the plate zero nine or four and we get zero nine or six and three two one and make the turn all right so we're now safe down to 4100 but we decided to descend only to 5,000 so we'll start a descent now to 5,000 we've got five miles to get down so that would be no problem now you notice that we're still enunciated terminal mode but as we make the turn at tab fee we're entering the intermediate segment and the garment should switch over to L nav + V so this is an illinois approach but the garment will generate a glide path that's what the plus V indicates and has previously discussed that's why we have to come up with a sudo decision altitude see in my view I've got the zoom set to 15 miles now so I have good situational awareness if you were in auto zoom this would be zooming right in would eventually zoom down to less than a mile I should go by the Waypoint and in my mind that diminishes your situational awareness a little bit too much okay about a minute now to the turn and there's our indication to turn in seven seconds and we make the turn okay so watch the annunciation switches we roll out from terminal to L NAB + V and then at that point the glide path will pop up so there it is l only have plus feet and the glide path above us can activate approach mode on the autopilot at this point to intercept a glide path here on this computer simulation if you tab the altitude key the computer simulation will follow the glide path for you so glide path just centering now and will start to follow it down so we're just coming down to three miles back from a peg we'll probably lose about another thousand feet between here and epic so that right now we're 48 so that would be 38 which is well above the 3200 minimum on the approach plate and that's good but we'll just confirm that so notice again in the good old days of diving and driving pilots would be dropping like a rock down to 3,200 feet here but now we're following a stabilized approach with we'll cross F tag above 3200 but on a glide path you so mile-and-a-half back from a pig will probably loose about another 500 feet between here and f tag all of our checklists are now complete slow to veer F plus 20 okay so here we are crossing up tag you see the flag will flip for just a second there's the flip and we cross it at 3,800 so as predicted we're safe so now we're descending to our pseudo decision altitude of two thousand seven hundred and seventy and we will reach the decision altitude before we get to Ludlow that's very important to realize and so we will be initiating the missed approach not at Ludlow but at a decision altitude of two thousand seven hundred and seventy and then we need to climb straight ahead to the missed approach point now in this particular instance the missed approach is straight ahead anyway but regardless of any turns called for in the missed approach none of those turns should be made until after the missed approach point so when flying these L nav plus V approaches the initial missed approach is always straight ahead to the missed approach point okay so final checks complete the gear is down and locked so 200 feet above 100 above decision altitude and we start the mist approach so we start climbing notice that we're still 0.4 miles back from LOD low as we initiate the climb so as we reach LOD low then the GPS will go in to suspend mode we're already climbing out so we're just up there we are we passed LOD low we see it says suspend here so since we are doing the mist approach we hit the OBS button right below the suspend and the GPS now cycles to set key if we were required to make any turns now would be the time to do it this particular one there are no turns so we're just climbing straight ahead up to 3,900 and we would of course switch back to Edmonton Center and get further clearance so now we're level at 3700 might put our approach flaps back down maintain hundred and forty knots and settle in for a hold if Edmonton tells us there's going to be a delay but for the purposes of this video we have now successfully completed the approach and the missed approach and presumably we're going to get a clearance on to to our alternate now so hope you enjoyed the video and we'll see you next time

Channel: Ray Preston

Views: 109,073

Keywords: Ray, Preston, Selkirk, College, aviation, pilot, training, learn, to, fly, Canadian Instrument Rating, IFR, Garmin, GNS 430

Id: zGnOQpfbYnc

Length: 32min 32sec (1952 seconds)

Published: Mon Jan 21 2013