Transfer IFR approach from Seattle Avionics subscription to FPL

[veatch]

My RV-12iS has a pair of Dynon Skyview HDX, along with a subscription from Seattle Avionics for IFR charts. I would like to copy a GPS approach, RNAV Approach for KPWT 20 for example, without having to input waypoints individually. Is that something I can do relatively easily, or does it have to be a laborious task? I guess I'm asking about the degree of connection between the Skyview features and the IFR charts. Can they be integrated into the flight plan system.

 

[airguy]

You can load the charts from a USB to display on the HDX, with your aircraft geo-referenced over the top of the chart and "fly" the airplane along the charted path by using the autopilot and TRK function, but there is not a way to automatically load the waypoints of an approach into the HDX and have the AP follow them, that I am aware of.

 

[Marc_J._Zeitlin]

If you don't have an approved navigator (Garmin GSP-175 or the like) then as @airguy says, you can't do this. If you DO (as I do), then you just use the navigator as the navigation source, and the Skyview will follow the waypoints in it. But if you don't have one, then you'd have to input the waypoints manually for the approach.

This is an advantage the G3X has over the Skyview - although it's not LEGAL to use the G3X as the navigator for IFR approaches, it's POSSIBLE.

 

[airguy]

If you don't have an approved navigator (Garmin GSP-175 or the like) then as @airguy says, you can't do this. If you DO (as I do), then you just use the navigator as the navigation source, and the Skyview will follow the waypoints in it. But if you don't have one, then you'd have to input the waypoints manually for the approach.

This is an advantage the G3X has over the Skyview - although it's not LEGAL to use the G3X as the navigator for IFR approaches, it's POSSIBLE.

Marc - will the G3X supply a glideslope for the vertical navigation? Or do you have to fly step-down altitudes?

 

[Marc_J._Zeitlin]

Marc - will the G3X supply a glideslope for the vertical navigation? Or do you have to fly step-down altitudes?

An interesting question. I have Skyviews in my plane, but I've installed G3X full stack IFR panels in three customer's planes. I THINK that one can fly a full approach with vertical nav with only the G3X, but it is most certainly NOT an approved IFR navigator (and they're very clear to give you that warning on the screen) and I can't guarantee that what I think is correct.

Here's a discussion about this subject:

Redundancy question: G3X approaches with GTN failure?

The question for tomorrow is whether to stick with my GTR205 backup comm or to upgrade that to a GNC215 backup comm/nav radio probably at a cost of another $3500. Talking with my mechanic he asked what the backup is if the GTN650Xi failed. The G3X does have its own GPS and according to Google...

www.pilotsofamerica.com

and it SOUNDS like, if these folks know what they're talking about, that the answer is "partially" and "sometimes". Whereas for the Skyview, the answer is "never".

 

[airguy]

This is a slippery slope, providing the ability to shoot an approach without a certified receiver. I get it that people want it, and the device is capable of doing it, but I also see this is ripe for abuse. Barring a ramp check, which is pretty uncommon, nothing stops a pilot from flying whatever hardware they want - until they screw up and questions get asked. It's like driving without insurance, everything is fine until you screw up, nobody knows until suddenly everyone wants to know.

I'm curious about ramifications with our aircraft insurance in that scenario.

 

[Marc_J._Zeitlin]

This is a slippery slope, providing the ability to shoot an approach without a certified receiver. I get it that people want it, and the device is capable of doing it, but I also see this is ripe for abuse. Barring a ramp check, which is pretty uncommon, nothing stops a pilot from flying whatever hardware they want - until they screw up and questions get asked. It's like driving without insurance, everything is fine until you screw up, nobody knows until suddenly everyone wants to know.

I'm curious about ramifications with our aircraft insurance in that scenario.

My advice to my customers is that if they want to fly approaches, they bite the bullet, purchase an approved navigator, and use THAT to drive the G3X. But in an emergency (and ONLY in an emergency), you use what you have. Hell - if I HAD to, I'd fly an approach using Foreflight on my iPhone and my G5. It would be very ugly, but it would get me on the ground. I NEVER advocate that folks try to skirt these rules, which are there for safety reasons, in the interest of saving $$$. 95% of my customers are VFR only, so this is rarely an issue, and the IFR customers understand that they've got to put out the $$$ for the equipment.

 

[airguy]

Agreed on all points. I'm running an Avidyne 440 for IFR, but the Dynon approach plates from Seattle Avionics with georeferenced positioning would allow in a pinch to fly the lateral limits, and just fly step-down altitudes. Wouldn't be pretty but it would work.

 

[Marc_J._Zeitlin]

Agreed on all points. I'm running an Avidyne 440 for IFR, but the Dynon approach plates from Seattle Avionics with georeferenced positioning would allow in a pinch to fly the lateral limits, and just fly step-down altitudes. Wouldn't be pretty but it would work.

Yes. As a backup, when I'm flying an approach with vertical guidance using the GPS-175, I'll program in the next waypoint's altitude and watch the cyan arc to see if it aligns with the next waypoint. One could use that with judicious adjusting of the vertical descent rate to keep from having to "slam dunk" the stepdowns, and keep a relatively constant descent rate during the approach, if one didn't have the navigator giving vertical info (and on non vertical guidance GPS approaches this is exactly what I do, rather than trying to step down in chunks and level off before hitting the waypoint).