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About richjb2

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    Rich Boll

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    Wichita, KS

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About Me

  • About Me
    Business aviation pilot. CL30, Lear 45. Flight simulator enthusiast since 1988 using Sublogic ATP; Elite, PS1 & PSX; MSFS 2002, 2004, FS9, FSX; P3Dv4, X-Plane

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  1. Nothing against Fenix, I'm just not much of an Airbus person. That's nothing against Airbus, either. Somewhere down the road, I might purchase it. Rich Boll
  2. Your reference is: eCFR :: 14 CFR 61.51 -- Pilot logbooks. § 61.51 Pilot logbooks. (a) Training time and aeronautical experience. Each person must document and record the following time in a manner acceptable to the Administrator: (1) Training and aeronautical experience used to meet the requirements for a certificate, rating, or flight review of this part. (2) The aeronautical experience required for meeting the recent flight experience requirements of this part. As one FAA ASI told me once, you can log your flight time on the back of a cocktail napkin as long as you document the required items in 14 CFR 61.51(b). Now as for storing pictures of the logbook and trying use those as a "legal" logbook, that I'm not sure of. They like to be able to examine signatures and entries. The FAA is always a bit leery of "Parker Pen" flight time. I would recommend contacting your local FSDO for their advice. Rich Boll
  3. For those interested, here's a quick and dirty way to calculate VREF. It was taught for years at FlightSafety and by Learjet. The Lear 35 generally has a base BOW (airplane, stock, and crew) VREF of 105 knots. If you need to, use the chart above to determine the actual BOW VREF speed for your airplane, but I believe 105 also works in the Flysimware Lear 35. To the base VREF speed of 105 knots, add 1/2 of the fuel load. For example, if you are landing with 3000 lbs. of fuel, add 15 knots. Then add 1 knot for each passenger. If you have three (3) passengers, add 3 knots. in this example, the VREF would be 123 knots. Most Learjet 35s, the BOW is about 10,500 lbs. With 3000 lbs. of fuel and 3 pax at 200 lbs. per passenger, the landing weight would be 14,100 lbs. Check the math with the example above. The quick and dirty formula usually works out within about 1 knot of the charted VREF speed. We taught this method and used it in the simulator to save time between approaches. Hope this helps, Rich Boll
  4. Hi Jim, Navigraph charts are working in my subscription. Try going into settings and selecting a chart option, either airline (CAO) or Standard IFR. See if that doesn't reset it. Rich Boll
  5. IRUs are not required for oceanic operations or in the NAT HLA. What is required is two independent long range navigation systems. If both of those are based on GPS, then the system must be capable of Fault Detection and Exclusion, and you must perform a FDE prediction based on the requirements of that airspace. Garmin has an on-line prediction program available to run this prediction. It is similar to, but the same as the RAIM and FDE prediction required for US Domestic operations. Being SBAS/WAAS does NOT relieve you of this requirement to run the FDE prediction. Rich Boll
  6. This one might just bring me back to MSFS! Rich Boll
  7. The US Government makes their aeronautical products in digital form available free of charge. You can download nearly everything for the US, including an ARINC 424 compliant nav-database (the CFIPP file) from AJV-A's website: Aeronautical Data (faa.gov). Skyvector uses the freely available US Government data for their product and offering. Outside of the US, State aeronautical data is considered proprietary and very much subject to copywrite laws. Before 2007, the US National Geospatial Agency (NGA), which provides aeronautical data and charts to the US military services, made available on their website the NGA version of terminal instrument flight procedure charts, enroute charts, and navigational data in electronic format. In fact, many early flight simulator FMS systems like PS1, PMDG, Level D, through Navigraph used this NGA "DIAFF" data to make flight simulator FMSs run. In 2007, the Australian to exception to the fact that NGA through DIAFF data file was openly sharing their State AIP aeronautical data, and that they charge a fee for, basically free of charge. They threatened to withhold their data from the NGA unless they removed it from public access, which of course they dutifully did. if you were around in 2007, you might recall the tizzy this caused in the flight simulator community. Navigraph stepped up with Jeppesen, then Lido, and now again with Jeppesen to fill this gap with aeronautical data provided by these two sources. Aeronautical charts and data may be available in State AIPs. I know that the UK's AIP is available online, but you're forced to use their format. Canada charges for their charts. Some VATSIM communities provide charts, but they may be out of date. Getting free data outside of the US can be problematic. Navigraph is not cheap. However, it is of great value if you are flying instruments around the world or regularly in one location. Trying to piecemeal charts from other providers may be a frustrating and ultimately fruitless proposition. sorry that I can't provide a better answer. Thanks, Rich Boll
  8. Hi GVT, I do not believe the GTN trainer supports loading of subscribed charts or databases. I work with several Garmin engineers, and they have told me that the GTN trainer's database cannot be updated. The trainer comes with a Garmin US Government terminal chart subscription that corresponds to current with the nav-database. Again, I don't believe that there is a way to update the chart database or add the Jeppesen chart database to the GTN trainer. I do not believe that there is a way to get the Jeppesen European charts to display on the GTN trainer. That's my understanding talking with the Garmin engineers. Thanks, Rich Boll
  9. I'm game! 🙂 Good news needs to be repeated!
  10. Congratulations, from the colonies! Seriously, she is the rock upon which Great Britian rests, standing strong for the world to see. Rich Boll Wichita, KS
  11. What finish line??? MSFS doesn't seem to have a "finish line". Further, every time they move the goalposts something breaks and what was once flyable is no longer. That's my fear of buying a study level sim from PMDG for MSFS. One day it works, next day it's a $100 plus door stop. After seeing what has been done with ZIBO, and with the additons of FENIX B747-200, the new HotStart CL650, which is the BEST, most realistic sim add on available on the market, and with FENIX's A320 on the horizon, X Plane may take over for the study level market. I haven't touched P3D in over two months. Same for MSFS. I never thought I would say this, but I am eagerly waiting XP12. Rich Boll
  12. You can look for tell-tail signs. For example, which runway has the most complex runway lighting? That one is likely used for landings. Which runway is longer? That one is usually used for takeoff, especially where heavy Interntional operations are involved. Some examples: KJFK: 4L for departures and 4R for landings. 31L for takeoffs, 31R for landings. 22R for takeoffs, and 22L for landings. KLAX: 24R & 25L for landings, and 24L & 25R for departures. For other airports, it may be a matter of direction of flight. departing traffic in one direction is assigned one runway or runway complex, and those departing in another direction a different runway or complex. KSFO for example, when they are landing on the 28s, they usually depart on the 1s, and which one you get is usually based on your departure direction/SID assignment. None of these are hard and fast rules. In the US, we used runway balancing methods and tools to efficiently use the runways available while also considering the airport's neighbors. If winds allow, airplanes will be assigned preferential runways for noise and may be switched periodically to spread the wealth (or misery as you may view it) around the community. I hope this helps, Rich
  13. Great suggestions, Rob. I'll add a few of my own. 1. Keep the cords out of the way of cat, particularly kittens as they love to chew on things. Be careful of certain plants. NO CHOCOLATES!! 2. Cats throw up. That's part of grooming and their natural response to things they should not have eaten. Carpet cleaning tips: a. Use any carpet cleaner to clean up the mess and the clean the stain. We use Resolve here in the US b. When finished washing up the vomit/hairball and washing the carpet with the clearner, take a damp wash cloth (folded in half long ways) and place it flat over the stained area. Place something heavy on top of washcloth, for example a phone book (if you have one still?) or we use a couple of small bricks. Then let the washcloth dry for a few days with the weight (i.e., book, brick, etc.) on top of it. As the washcloth dries with weight on it, it will "wick" up and draw out the tannins from the vomit/hairball that actually stain the carpet. When the washcloth is dry, pick everything up and vacuum. You won't be able to see the stained area. Our carpet cleaner gave us that trick. 3. Catnip is your friend. If kitty is raucous or stressed, a little catnip can calm them down. Catnip also helps direct them to scratching posts and scratching blankets, which saves furniture. 4. Change water twice a day. Cats like fresh water. Jury's out on the fountains, but I do find it helps. 5. Pay attention to your cat's habits. Eating habit changes, weight changes, even things like difficulty swallowing can all be indications of something serious. Cats are very...very good a hiding serious medical issues. We lost one cat, our youngest (10 years) this past summer to a very aggressive throat tumor. Only thing we saw was some difficulty swallowing, which we didn't pick up on fast enough. We track weights monthly on our older cats. Any downward trend warrants a trip to the vet. We lost a second one this fall to Lymphoma (he was 17, so he lived a good life). 6. Laser pointers are a lot of fun for both you and the cat, and a good way to wear a cat out so they can sleep. If I can think of anything more, I'll post it. Rich Boll
  14. Hi Kayden, What you're seeing is real world. The ILS Z Runway 16R uses RF legs from the HOBDA and KLOCK transitions. RF legs require specific capabilities from the auto flight system, for example a roll steering autopilot. Not all aircraft with the Garmin GTN have this equipment. Even if so equipped, the type certificate (TC) or supplemental type certificate (STC) holder may not have accomplished all of the certification requirements in AC 20-138D Change 2 to demonstrate the capability to fly RF legs. The Lear 75 that I fly has been "capable" of RF legs since its original certification in 2014, just Bombardier never bothered to do the certification on it. However, with the release of Garmin Phase IIIA just last month that RF legs were finally approved in the type certificate and in the AFM. We're actually still waiting to complete the SBs upgrading to Phase IIIA <sigh>. Now I fly RF legs in the real airplane instead of just in flight simulators. The Garmin systems (all of them) handles RF legs at the box level. There is a switch/pin setting that enables RF legs. The Garmin nav-database, the same one that is in the Garmin trainer that drives the RXP simulation, has all the procedures, including those with RF legs, in the database EXCEPT RNP AR APCH (i.e., RNAV (RNP) AR) procedures. If the switch/pin in the avionics is set to enable RF legs, then the Garmin system will display procedures RF legs. In the RXP set up program, the one you set from within the flight simulator, there is an option to enable RF legs. If you set that setting to show RF legs, then you see procedures with non-RNP AR APCH procedures with RF legs. How to do this is in the RXP manual. After you set this to include procedures with RF legs, you will see the KRNO ILS Z 16R, the KCRQ RNAV (GPS Z 24, STAAY RNAV SID at KSNA, and ZEFFR RNAV SID at ATL. These are all procedures in the US that use RF legs. RNP AR APCH procedures are specials. They require special aircraft and aircrew qualification. Further, the nav-database requires special validation. Each RNP AR APCH must be evaluated for the aircraft that will fly it for accuracy and flyability. It is what we in the industry refer to as the "Golden Database" because any slight errors in coding the database can result in unexpected aircraft response. For example, when Alaska began flying the RNP AR APCHs in the early 2000's at PAJN, they found that a slight error in coding of the bearing in and out of fix could result in the B737 doing a 360 degree turn over the fix. Not good when you're trying to fly down the Gastineau Channel to runway 26 at PAJN. Because of the aircraft certification, crew training, and operational procedures required to fly these approaches, the RNP AR APCH nav-database is tightly controlled, in fact it's the most tightly controlled of all databases. FAA says you will not have it in your airplane unless the operator holds the FAA-issued authorization. Garmin and Jeppesen will not furnish the database with the RNP AR APCH procedures unless you show them that you hold OpSpec/MSpec/LOA C384. Also, because of the extra database validation required, RNP AR APCH nav-database costs a lot more than the standard nav-database. Beyond the RNP AR APCH and RF leg restrictions, there will always be certain procedures that will not be coded in the nav-database. For example, the Ft. Lauderdale Eight SID cannot be coded because it has no runway transitions and no common route for the SID. There are multiple routes from different VORs around the KFLL airport that can be assigned, but there is no way to code these using the ARINC 424 specification. Therefore, Jeppesen does not code this departure and similar ones at KMIA and KLAS. Garmin will code them in their database, and you can access that database in the actual GTN trainer application on the Settings page. On this page, you change between the Jeppesen and Garmin database. The Garmin only provide the North American database. There may also be approaches that are not coded, and that's usually because they are not codable per the ARINC 424 specs. These procedures are usually conventional navigation procedures, e.g., ILS, LOC, SDF (particularly SDF for Garmin - I don't believe they code these type of approaches period), VOR and NDB. Don't throw away your green needle, conventional navigation flying skills. You still need those in the US NAS and elsewhere in the world. I hope this helped! Rich Boll Wichita KS
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