This is fantastic information. Yes, the 430 is dated, but lots of aircraft have them, and with VOR's going away and becoming less reliable this 10+ year old video is more important than ever in my view. Thanks!!
I learned without GPS, and teach accelerated instrument programs, but now I won't fly without at least a good portable GPS unit. With the low expense of these units, coupled with the situational awareness capability and data-link information (wx. and/or traffic), there's not much excuse for any active pilot to not have one. Yes, this can be done quite readily with the VOR, but videos like these are the key to gradually unlocking the potential of the GP units that you will eventually be using.
This is a great video! It is certainty an advanced gps video, and not for a novice gps user, but it gives you an idea of various gps tricks available to accomplish various way point insertions on the fly. It will require watching the video over a few times, and then practising on a flight sum gps, but i love solutions offered by using only a single gps. Thanks for posting.
Wow, great in-depth tips! This one is definitely worth watching a few times. I do agree with jnrolf that it seems overly complicated to do these tasks -- hopefully future avionics will be simpler and more direct, but the FAA's requirements mean that the certified instruments will always lag well behind what's available on (say) an iPhone.
@drumdude46 it will provide a direct line from your current position to the waypoint you selected "direct to" only if you press the "direct to" button once and then hit enter to accept. if you hit "direct to" twice while highlighting the waypoint in a flight plan, it will activate the leg that goes to the highlighted waypoint... ie: it will setup a magenta line between the highlighted waypoint and the previous waypoint.
I just busted on my IFR check-ride for doing basically the exact same thing you're doing here, I was close to the airway and hit direct to the next waypoint, I was in the boundaries of the airway when I did it so I argued the point, the examiner said I was flying to the pink line which is not allowed, he went on to say I should of had the CDI screen displayed on the 430w, not sure why I need that screen when the actual CDI is displaying the same information. He said I should have asked for clearance direct to the waypoint, but he really wanted me to show I could tune the VOR2 to pick up the airway. I feel I will still intercept this way in the future.
Thanks for putting up this tip! I had a very minor situation on my PPL checkride, where I was asked to verify my position via VOR. I said I could, but it would take some flying. Turns out that all but one VOR in the area we were flying in were NOTAM'd out of service. I think the DPE was impressed that I'd checked it. We tried picking them up, and they weren't reliable, so I described the procedure I would have used, and also what I could have done with the single, and we were all set. Hope that helps someone....VOR's are dropping out of service frequently, so can easily see something similar happening to someone else.
If you go direct direct enter will it not go direct from where you are, not the airway. I see you can if it's in your FLP. The user waypoint intersection hand flying is a challenge.
I like the video, but when referring to ANY VOR radial at any time, a radial is ALWAYS outbound FROM A VOR. There is no such thing as a radial to a vor. NDB;s are always referenced by bearing TO the station.
Confusion: your "Second" option of Opening Flight Plan page, cursor to the Waypoint you want to "go direct to", and Pressing the DIR key, Twice. we then saw an Active Magenta line from SEA Vor (V2) to YKM. which confused me...the second you press DIR TO", doesn't the GPS then provide a "magenta line" Active, DIRECT from YOUR PRESENT POSITION, clearing anything before it, and isn't gonna know or Paste a route line matching the V2, 106 radial. we're you already at intercept, crossing it then?
Kinda sad we have to go watch these to learn how to program in Victor airways. You would think in the years these GPS units came out that they would have an ability to recognize victor airways by just typing it in. I know newer ones do but it's painful. I'd love to upgrade mine but honestly money isn't flowing right now to do that.
I learned without GPS, still find it extremely difficult to trust these. I am starting to get better at it, but I still like my learned ways, and tend to only use GPS as a backup.....never primary.
@@mattym8 Yep! Or if the autopilot or linking goes screwy. You can always fly the course deviation indicator on the GPS...not the little magenta line. :)
Thses are not tip? Its a quick way to get yourself cockpit bound. The GPS menu needs to be improved full stop! Too many stages to drill down to so most will be lost just doing this under a heavy load. A touchscreen touch on an intercept point is the go. Using just 1 GPS to do all this is leaves you with no room for error, and errors you will make!
News flash, this is an IFR clearance therefore ATC provides seperation from other aircraft and it may be why you were given this clearance. It may come as a surprise but flights are conducted where 90% of the flight you can't see out of the windows.
Futzing around with the shitty interface with the Garmin 430 with no positive course navigation is how you get fucked up in IFR. 10000x faster to just use a 2nd VOR to tune a radial on a old school NAV and fly that while amending gps FPL. Now if you had a good unit like a GTN 650/750 then I'd say otherwise. 430/530? Please, that shit is confusing and slow when trying to do anything with expedience.
Edgar Xavier You do if its in VMC conditions. The only time ATC keeps you separated from all (VFR/IFR) traffic is when within Class B airspace. That’s why I’m not wild about flying on an IFR clearance in VMC conditions when below FL180, especially without an autopilot.
This is fantastic information. Yes, the 430 is dated, but lots of aircraft have them, and with VOR's going away and becoming less reliable this 10+ year old video is more important than ever in my view. Thanks!!
I learned without GPS, and teach accelerated instrument programs, but now I won't fly without at least a good portable GPS unit. With the low expense of these units, coupled with the situational awareness capability and data-link information (wx. and/or traffic), there's not much excuse for any active pilot to not have one. Yes, this can be done quite readily with the VOR, but videos like these are the key to gradually unlocking the potential of the GP units that you will eventually be using.
This is a great video! It is certainty an advanced gps video, and not for a novice gps user, but it gives you an idea of various gps tricks available to accomplish various way point insertions on the fly. It will require watching the video over a few times, and then practising on a flight sum gps, but i love solutions offered by using only a single gps. Thanks for posting.
Great video -- these tips are extremely useful and much appreciated.
Wow, great in-depth tips! This one is definitely worth watching a few times. I do agree with jnrolf that it seems overly complicated to do these tasks -- hopefully future avionics will be simpler and more direct, but the FAA's requirements mean that the certified instruments will always lag well behind what's available on (say) an iPhone.
@drumdude46 it will provide a direct line from your current position to the waypoint you selected "direct to" only if you press the "direct to" button once and then hit enter to accept. if you hit "direct to" twice while highlighting the waypoint in a flight plan, it will activate the leg that goes to the highlighted waypoint... ie: it will setup a magenta line between the highlighted waypoint and the previous waypoint.
I just busted on my IFR check-ride for doing basically the exact same thing you're doing here, I was close to the airway and hit direct to the next waypoint, I was in the boundaries of the airway when I did it so I argued the point, the examiner said I was flying to the pink line which is not allowed, he went on to say I should of had the CDI screen displayed on the 430w, not sure why I need that screen when the actual CDI is displaying the same information. He said I should have asked for clearance direct to the waypoint, but he really wanted me to show I could tune the VOR2 to pick up the airway. I feel I will still intercept this way in the future.
Thanks for putting up this tip! I had a very minor situation on my PPL checkride, where I was asked to verify my position via VOR. I said I could, but it would take some flying. Turns out that all but one VOR in the area we were flying in were NOTAM'd out of service. I think the DPE was impressed that I'd checked it. We tried picking them up, and they weren't reliable, so I described the procedure I would have used, and also what I could have done with the single, and we were all set. Hope that helps someone....VOR's are dropping out of service frequently, so can easily see something similar happening to someone else.
These are great vids! Keep them coming!
If you go direct direct enter will it not go direct from where you are, not the airway. I see you can if it's in your FLP.
The user waypoint intersection hand flying is a challenge.
I like the video, but when referring to ANY VOR radial at any time, a radial is ALWAYS outbound FROM A VOR. There is no such thing as a radial to a vor. NDB;s are always referenced by bearing TO the station.
12Jetdiver55 NDB can be either qdm or qdr...
What does the number 101 stands for at, for example at COLTS NECK VOR just before morse code after COL (vor ident)?
Sir,
The Activate nob is it the same as the Enter nob.
Thanks.
Confusion: your "Second" option of Opening Flight Plan page, cursor to the Waypoint you want to "go direct to", and Pressing the DIR key, Twice. we then saw an Active Magenta line from SEA Vor (V2) to YKM. which confused me...the second you press DIR TO", doesn't the GPS then provide a "magenta line" Active, DIRECT from YOUR PRESENT POSITION, clearing anything before it, and isn't gonna know or Paste a route line matching the V2, 106 radial. we're you already at intercept, crossing it then?
Great video.
Kinda sad we have to go watch these to learn how to program in Victor airways. You would think in the years these GPS units came out that they would have an ability to recognize victor airways by just typing it in. I know newer ones do but it's painful. I'd love to upgrade mine but honestly money isn't flowing right now to do that.
this is great. does this work on a G1000? seems like it should.
Anything works with G1000. You can virtually do anything with that beast provided you know it really well.
very cool tips
it looks kinda difficult
more please
I learned without GPS, still find it extremely difficult to trust these. I am starting to get better at it, but I still like my learned ways, and tend to only use GPS as a backup.....never primary.
PROG CHANGES THE LEG
CURSOR THEN MENU THEN RNAV OR ILS THEN ENT SETS THE SCROLL FEILD
*this was extremely helpful...but what about for those of us who don't have auto pilot?* 😂😂
In that case You are the autopilot. Follow what the GPS says. 😀
@@mattym8 Yep! Or if the autopilot or linking goes screwy. You can always fly the course deviation indicator on the GPS...not the little magenta line. :)
Lol. I used it on FSX.
FPLN SHOWS THE FLIGHT PLAN
All that can be done with VOR, this GPS menus looks too confusing and time consuming.
"Ain't nobody got time for that."
ODR ADDA FLIGHT PLAN
Thses are not tip?
Its a quick way to get yourself cockpit bound.
The GPS menu needs to be improved full stop! Too many stages to drill down to so most will be lost just doing this under a heavy load. A touchscreen touch on an intercept point is the go. Using just 1 GPS to do all this is leaves you with no room for error, and errors you will make!
O
I prefer the old fashioned way. This GPS seems too long winded and complicated. I would worry about messing something.
It's great if the VOR isn't working, though. That's pretty common these days.
Nice bacon collar
Wow, way to difficult & requires way to much attention to the radio & not outside the cockpit. Can anyone say "Mid-Air Collision"..
Oh wow
News flash, this is an IFR clearance therefore ATC provides seperation from other aircraft and it may be why you were given this clearance. It may come as a surprise but flights are conducted where 90% of the flight you can't see out of the windows.
Futzing around with the shitty interface with the Garmin 430 with no positive course navigation is how you get fucked up in IFR. 10000x faster to just use a 2nd VOR to tune a radial on a old school NAV and fly that while amending gps FPL. Now if you had a good unit like a GTN 650/750 then I'd say otherwise. 430/530? Please, that shit is confusing and slow when trying to do anything with expedience.
this is for IFR only. you dont need to be looking outside.
Edgar Xavier You do if its in VMC conditions. The only time ATC keeps you separated from all (VFR/IFR) traffic is when within Class B airspace. That’s why I’m not wild about flying on an IFR clearance in VMC conditions when below FL180, especially without an autopilot.