ALF1

In jetliners, who uses wings level ? Vectors after takeoff is usually the norm or LNAV following at 400 ft agl. Setting the heading correctly in the MCP to a "fly runway headind" clearance is much better than wings level.

Is there any news on this ? I am about to purchase a Carenado B200 King Air and want the GNS 530 in it. Will I be able to have the two with crossfill ?

I really like the analog gauges displayed in the photos by Carenado, but their airplanes don't always turn out to be great and fall short of expectations. Seems like a GTN 650 could be had in place of the 430. Has anyone tried it ? Are all the other gauges functional ?

Bert, I have place this gauge where you said to put the ADF (vacuum air gauge) KingAir!Turn_Coordinator, 126,391,118,118 And OK there I would also like to remove the big 3 inch turn coordinator (no longer needed), and put this gauge in its place KingAir!Rmi leaving the numbers as they are. It is not working and I would like that RMI there because I like that setup better can you assist me please ?

OK its the Cesna;s thx !

word for two inch instruments. The small ADF

Thank you Bert, could you include the peanut ADF indicator in lieu of the suction gauge config input please ? sorry to be such a pain.

Good sir, would you mind sharing the process for this ? Thats great!!

TC and GTN brought my 58 to life in the sim, so I wanted to bump this and ask again if there is a solution. We used to have two ADF's in the 80s here on twins. I have seen Bert has an ADF in lieu of the 2 inch suction gauge, but how does he get an indication without the radio ?

Greg,did you ever do your mod ? If not and you would like help I am sure we can do it. I just slipped two 650's in the B58 Baron. It goes right in your GNS 430.

You can create anything you want--airport, waypoint etc. Just go to the PMDG--NAVDATA folder (within the FSX folder), open the airport .txt file. Get the coordinates and plug it in using the proper format (this is easy just copy the same format). restart your sim with the airplane and boom you're ready to go to the new airport.

And Bert, changing that VC Brightness to 10 is superb, as is the TAWS voice set to =1

You are a genius ! The fix was in GTN650.1 set Radios=0 and GTN650.2 Radios=1 Both radios work independent each other. Pressing the Nav1 audio and the nav 2 audio buttons identifies each station separately with its own morse code. The HSI course needle now used for the Nav1 radio on the first GTN650, the other GTN650 works the OBS in the other indicator below the turn and bank.

Thank you Bert, I have installed and works like a charm, except that the com/nav radios default to com2 and nav2. Thus, the nav radio works only on the lower left CDI below the turn coordinator. I cannot get the HSI to work except for the GPS. In essence I only have one com and one nav. How can I have both radios back ?

Hawk thank you so much. The airplane whipped up to FL 240 in about 18 minutes and trued about 240 KTS just like the book numbers. In cruise pulling the power back to 25 in MP lowers fuel consumption from 36 GPH to 28 GPH and airspeed drops only about 22 KTS--range goes up substantially. FANTASTIC !! Nice to see the MP gauges indicating the atmospheric pressure before start.

Bert, thank you so much for all the help, including the 3D Knobs off gauge in separate post. I have now stripped my Baron 58 of all the radio stack including the Audio box, autopilot, transponder and both GNS 430's. I would like to leave the autopilot on the bottom of the stack, and go with a GTN 750 at the top followed on down with a GTN 650, then the autopilot. How can I go about this is it doable ?

I remember reading a piece where Boeing recommends A/T used whenever A/P is engaged--coupled. If the autopilot is disconnected then the A/T should also be disconnected. Supposedly the A/T's reliability is brought into question when one hand flies instead of having the A/P on. This especially when there are wind gusts during the approach and there are power corrections out of sync with the hand flown inputs. (pitch coupling). Ah I don't know I am not a pro like you guys, just what I read. Edited to add: I found the piece. I had replied to a similar thread a while back. This repeats recommendations by Boeing and states differences in airline policy. http://www.flaps2approach.com/journal/2014/9/2/b737-autothrottle-at-normal-and-non-normal-operations.html

Probably to make sure the A/T is on managing speed until committed to land. The way Matt says is the only one to leave the door open for a TOGA in case, but you are on your own for speed management for the rest of the way.

In paragraph 1 above, are you still in VNAV mode ? I would imagine if circling you would already be out of VNAV. I dont fly a 737 or a Gulfstream so I dont know. I am just curious why the VNAV ALT annunciation is a nuissance while circling after minimums.

As long as we are at it Filch or FL Ch is same as LVL CHG or level change. I believe all MCPs have one of the two. Important thing is the function where descent is at idle power while maintaining MCP SPD. Thrust goes to ARM mode, meaning you can add power manually if you wish. In climbs MCP SPD is maintained at N1 power. Now a question, what is this Thrust Ref ? I have Thrust Hold but is only used on takeoff. I have never flown the Honeywell MCP.

Glad to have a Pro confirming what needs to be done. Look no further

How long have u been using the Battery ? Like Dan says maybe not enough juice in it for APU start. Try connecting the GPU and then start the APU. The battery should be used only briefly for the fire check and three green ldg gear and a few checks. Also, if you have a host of things running and did not do a proper shutdown before you will drain the battery very quickly. You should only draw about 9 amps DC (check electrical) on bat alone.

I think Budbud is right on track. Sometimes while on LNAV I press APP but FAC and G/P arm. This does not pertain to your case since you are specificaly arming VORLOC. As Budbud says, Y would arm VORLOC well before intercepting.

Being on LNAV, did VORLOC arm ? Frequency set ? Proper Course set ? For safety reasons, GS cannot be intercepted and active unless on the LOC captured first, but this I believe depends on the airline and you can select in the CDU in the NGX.

Make sure that the FMA pitch indication in the PFD (third from left to right) says VNAV PTH. If you are in any other mode, even VNAV SPD (which you can be in even if you selected VNAV in the MCP), the PFD will still give you vertical profile indications but the autopilot will ignore the altitude constraints set in the FMC. As Budbud says, 8000 is a minimum, did you bust the altitude before the fix ?