RedSpinnaker

You're right...Damn attention to detail after a bottle of wine...

Stepping out of CONUS...and a non-circling... I see your 6.8 degrees, and raise you 9.3 degrees: VNKT VOR DME RWY 02 BTW: Thanks for the ARINC clue... Didn't think about encoding fixes in the database...

The VOR/DME or TACAN Z RWY 15 into MTN is not a military only procedure. I don't know why it's not in the raw database, but that doesn't preclude it being available for civilian use. Without doing more digging, the only thing that immediately comes to mind is AC 90-108 - Use of Suitable Area Navigation (RNAV) Systems on Conventional Routes and Procedures which is what allows using RNAV (GPS) in lieu of DME. The language has made it into the AIM, specifically 1-2-3-c (Note: 4): MTN is a rare approach (with an arc as the final approach segment). Here's my blind leap (which may be incorrect)...Since RNAV/GPS is being used in lieu of DME, and DME is what is providing lateral guidance on the final approach segment, it's not authorized. This still doesn't necessarily explain why it's left out of the raw database. It's been awhile (years) since I've dug into RTCA specs & requirements. I'm not sure if there is a database flag that prevents an approach from being flown until certain sensors are present (i.e. what if I'm in a a/c WITH a separate DME, and want to display an approach overlay for SA?). Perhaps they don't include it in the database to prevent someone using the approach in GPS mode when it's obviously not authorized due to the final segment? Don't know.. spitballing here. Would need more time to dig deeper.

Yeah, 11.. sorry... typo... was still on my first cup of coffee.

1200 ft has nothing to do with it. You can abandon an instrument approach and proceed visually at any point (assuming certain criteria are met). However, yes, on this approach, if I saw the airport and could proceed visually to land. I wouldn't forget about the arc, rather I'd probably be thinking about the 10 DME arc in the back of my mind. Though outside of training, I'd shoot one of the other approaches (LOC/LDA/RNAV) as they all have lower mins.

You'd continue flying the 14.7 DME arc and descending to 900'. Upon crossing the BAL 060 radial at or above 900', then you'd execute the missed. The MAP is ~3.3 miles from the 047 radial (ZOVAP), and with the lowest mins requiring 1 mile, still need guidance to get closer. Remember flying this years ago during my multi- training. Losing (simulated) an engine inside the FAF, and then shooting the missed onto another arc and the hold was sporty...

Oh, please don't take what I was saying as a complaint. I have the V2 Legacy and love it. I was just commenting in reference to the turbocharged variant. Experimental + Fast = Someone will always find a way to make it go faster.

I don't want the turbocharged Legacy... I want the turboprop Legacy... http://generalaviationnews.com/2015/08/06/around-the-field-at-airventure-oshkosh/

Bryan, My fault, sorry about that. Although the Approach Brief did have ASDEX selected, the TARA ASDEX option was turned off. Must have missed it when clicking through all the individual options.

Bryan, Could this bug also contribute to not leaving the transponder ON after landing, despite briefing that the airport does have ASDE?

Obviously you're not a lawyer, or have had experience with them post incident.

http://www.avsim.com/topic/481134-virtual-avionics/

I REALLY miss FSRecorder's rendering mode in the alpha version for FSX...Too bad development didn't continue through P3D That was truly a have your cake and eat it too tool...

I think it means there is a side-quest available at that location.....

Gotcha... That's what I thought you were saying.. Thanks!