Second GPS? Bearing pointer 2?

[cbretana]

What are advantages of installing a second GPS?
I do not have a NAV radio. The Skyview HDX users guide (pg 4-19), says that you can connect the two bearing pointers on HSI to any one of the nav sources in the system, and the bearing pointer will "point" at the "radio station or waypoint". It also says that a textual info box will appear for the bearing pointer that describes which source it is using and the distance to that source. For the main (Skyview), GPS source this is of course the current waypoint, but what would this mean for a second backup GPS (like a SV-GPS-250), installed on another serial port?

 

[dlloyd]

If you are using the SV-GPS-2020 as a position source for ADSB and navigation, a SV-GPS-250 will do you no good as a second navigation source. The HSI and both bearing pointers can be used by selecting a source for each. If Skyview is selected as a source for the HSI and Bearing Pointer 1, if you are proceeding direct to a waypoint, the HSI will be showing if you are on course or not and the Bearing Pointer will always be pointing directly at the waypoint no matter the position or heading. If you have a second GPS navigator installed on another serial port and Pointer 2 set to that source, it will point to whatever waypoint selected on that GPS. This all is a lot more simple in a flying airplane than trying to explain in writing.

 

[cbretana]

So installing the SV-GPS-250 as a second GPS only adds the benefits of having a backup in the event of failure of the primary SV-GPS-2020?
Then, with only the SV-GPS-2020 installed, is there a way to specify a second different waypoint for Bearing Pointer 2?

 

[airguy]

A second bearing or waypoint has to be provided from a second receiver - such as Garmin 430W or Avidyne IFD 440 or similar. This new device would be Nav2 or GPS2 bearing pointers with the data being fed to the Skyview through the ARINC 429 device. This is also the only way to fly a legal IFR approach via Skyview indicators, since the Skyview itself is not a certified IFR nav receiver, even though it does have the WAAS receiver on the GPS 2020 puck.

 

[cbretana]

Now that Skyview HDX has been certified, Can I legally fly an IFR approach with it ? (I have the WAAS enabled GPS and 2020 Transponder )

 

[airguy]

Now that Skyview HDX has been certified, Can I legally fly an IFR approach with it ? (I have the WAAS enabled GPS and 2020 Transponder )

Not without a certified NAV receiver to guide you. The HDX currently is not certified for IFR navigation, so you would need a certified IFR receiver to feed the navigation guidance signal to the HDX through an ARINC 429 box, then you can fly according to that data and be legal.

The quality of the HDX and 2020 WAAS receiver is very good - in many (most?) particulars better than the 20-year old boxes we are using as "certified receivers" - but they haven't been officially reviewed/approved and sprinkled with the FAA holy water that says they can be used for that. (not yet, anyway - we all remain hopeful that someday.... ). Until then, we must continue to install a "certified" receiver that passes the nav data to the HDX, and then you hand-fly according to that data or couple the autopilot to it.

 

[kellym]

Not without a certified NAV receiver to guide you. The HDX currently is not certified for IFR navigation, so you would need a certified IFR receiver to feed the navigation guidance signal to the HDX through an ARINC 429 box, then you can fly according to that data and be legal.

The quality of the HDX and 2020 WAAS receiver is very good - in many (most?) particulars better than the 20-year old boxes we are using as "certified receivers" - but they haven't been officially reviewed/approved and sprinkled with the FAA holy water that says they can be used for that. (not yet, anyway - we all remain hopeful that someday.... ). Until then, we must continue to install a "certified" receiver that passes the nav data to the HDX, and then you hand-fly according to that data or couple the autopilot to it.

The answer has to do with having IFR approaches loaded in sequence, along with vertical guidance if the approach has it. The FAA wants that to be automatic, just select the approach name and all the waypoints are loaded. To that end they will never approve you creating an approach by loading the intersections. The approach also has to have the missed approach loaded. The receiver has to automatically apply WAAS or RAIM to assure there is sufficient satellite coverage. The FAA then reviews every line of the computer code before certifying the unit. IIRC it took Avidyne around 3 yrs to get their approval. It took Garmin at least two years to get the WAAS version of the 430/530 certified. I don't see any profitability for Dynon to devote the money and resources to add on IFR certification to the Skyview. Better they get more airframes certified for the autopilot. That will sell more units.