The G1000 doesn’t have DCT DCT ENT because there’s the ACT LEG softkey on the FPL page. Two clicks less.
The G1000 doesn’t have DCT DCT ENT because there’s the ACT LEG softkey on the FPL page. Two clicks less.
Not on the versions I have been flying with. Menu – Activate leg.
The little chart Timothy drew makes it obvious enough – dct dct ent activates the flight plan leg that leads to the selected waypoint, and dct ent ent takes you directly to the selected waypoint.
The one thing that I find hard to remember is under which circumstances the GNS switches to approach scaling, and when it doesn’t.
As far as I can tell, a GNSW final approach leg “knows” its own scaling and simply activating the leg (whether by sequencing or activating) always gives you that scaling.
On the non-SBAS version there may be a way of fooling it out of that switching, but I have never seen that and don’t have a sim to test it on.
Aviathor wrote:
I had something similar happening to me on an RNAV 29 approach to EKRK, except that I was IMC. The controller gave me a DCT to the FAF (RK291) in order not to interfere with traffic at nearby Kastrup. I aimed somewhat east of RK291, the controller did not say anything and the navigator switched to APR mode
That’s not due to poor vectoring though. You will normally get a circle to land if they’re on 29, due to the interference with Kastrup as you mention. If you ask nicely, you can be allowed to fly the last bit of the 29 approach, which I assume was what you did. For flying the full RNAV, they would have to close down Kastrup meanwhile.
I would use RNAV/ILS for either 03, 11, or 21, depending on where I arrive from, and do a circle, they’re pretty flexible on letting you use whatever is easiest for you.
I would be surprised if the 0.3nm setting was specific to a given leg, because the 0.3nm value has to be reached gradually, starting with 1.0nm at the FAF and then gradually tightening in a time-linear (or distance-linear – no idea how it’s implemented) manner as you fly down the approach.
Coming back to my own question:
Or is there any way one CAN fly GPS approaches (i.e. get them activated) with an intercept INSIDE the FAF? Maybe with something more sophisticated than an almost 20 year old GNS430?
Today, I flew this RNAV approach again and asked ATC to vector me on an 8-mile final (a couple of miles inside the FAF, which is EPOMA). During the vectoring, I did what was suggested here, i.e. highlight RWY27 waypoint, and then hit DCT DCT ENT. While this activated the leg from EPOMA to RWY27 alright, it did NOT activate the approach. I immediately got the message that the approach was not active and sure enough, the mode didn’t change from TERM to APCH.
I had a little doubt if maybe it doesn’t work when one does this leg activation too soon, so I did it again when I was much closer to the intercept of the final approach course. I loaded the approach again and then activated the leg from EPOMA to RWY27. Same result. It doesn’t work.
Sorry if I repeat something that was mentioned before – but with my 530W I have to go via the FAF otherwise it won’t change to approach mode.
See this excerpt from FAQs in the Pilot’s Guide:
The unit begins a smooth CDI scale transition from the
2.0 NM (en route mode) to the 1.0 NM (terminal mode)
scale within 31 NM from the destination airport. When
within 45° of the final approach course and the FAF is
the TO waypoint, the 500W-series unit switches from ter-
minal mode to approach mode CDI scaling is tightened
from 1.0 NM full scale deflection to either 0.3 NM or 2°
full scale deflection whichever is less at the FAF. The scaling
change occurs gradually over a 2 NM distance and is
completed before crossing the FAF.
I suppose this is what you are referring to boscomantico?
During the vectoring, I did what was suggested here, i.e. highlight RWY27 waypoint, and then hit DCT DCT ENT. While this activated the leg from EPOMA to RWY27 alright, it did NOT activate the approach.
For the mode to change to APR you need to intercept the FAC outside the FAF.
