SAIB HQ-14-25

For those not familiar,

Here it is for everyones review:
http://rgl.faa.gov/Regulatory_and_Gu...light=hq-14-25

I know from personal experience with a Garmin GTN650 that at least one airport (and likely all) on the list below has GPS approaches missing in the database of my GTN650 due to the issue addressed by this SAIB.

It is my understanding that (for Garmin at least) this effects only WAAS GPS units - i.e. 430W but not 430.

Effected airports / dropped approaches (possibly more now...):

35A, RNAV 05
35A, RNAV 23
3MY, RNAV 18
42A, RNAV 03
4D0, RNAV 09
4J5, RNAV 10
4J5, RNAV 28
7G8, RNAV 11
7G8, RNAV 29
8A3, RNAV 03
9G3, RNAV 07
9G3, RNAV 25
D95, RNAV 18
D95, RNAV 36
I68, RNAV 19
K15, RNAV 14
K15, RNAV 32 KACQ, RNAV 33
KAHH, RNAV 18
KBUU, RNAV 11
KBUU, RNAV 29
KCDI, RNAV 22
KCIR, RNAV 14
KDLL, RNAV 19
KGTG, RNAV 30
KHEZ, RNAV 18
KHEZ, RNAV 31
KHEZ, RNAV 36
KHTL, RNAV 09
KHTL, RNAV 27
KIOB, RNAV 03
KJVW, RNAV 30
KMMK, RNAV 36
KMMS, RNAV 20
KMNM, RNAV 32
KMXA, RNAV 18
KOJA, RNAV 35
KOMN, RNAV 26
KOQW, RNAV 15
KTEW, RNAV 10
KTEW, RNAV 28
KWAL, RNAV 10
MO3, RNAV 19
PACX, RNAV 01
PAHO, RNAV 04-Y
W96, RNAV 11
W96, RNAV 29

I had to check on a few items tonight at my hangar.  I spot checked 6 of the approaches on the list and they are all in the IFD540 with the current nav data release.

Gring, just wondering if you try to load the approach?  Did the IFD reset?

Tony, I don't understand your question. On the six I spot checked, I created a flight plan from my airport direct to the listed airport. I then pressed the PROC key and selected the approach listed above. I then reviewed the FMS against the approach plate on my iPAD. It matched exactly.  Obviously I didn't fly the approaches, so I do not know if the advisory glide slope would appear, but from Steve's post above, probably not.

Edited by Gring - 28 Aug 2014 at 7:59am

Yes, Gring is the man.     He is very savvy and calls it as he sees it.  

I was looking forward to trying this on our KLN-89B to see if it generated a floating point divide by zero fault.  But it doesn't have +V.  And I don't think it has floating point hardware.  Oh well.  In a few short months it will be expunged from the aircraft, to be sold, or given away, or brought to the local rod and gun club...

That's what would happen at the rod and gun club.  Unless you have a more dramatic idea.

Uhh ... yeah ... Steve, can you hear the magic words echoing in memory? ... "AIRGUN 1, CLEARED HOT"

Bob,

In defense of our KLN-89B, it is an IFR rated GPS.  It allows filing /G.  And it is coupled to the autopilot.

I think iit was introduced around 1994, twenty years ago.  At the time Windows 3.11 was the current Microsoft operating system.  The Pentium processor had just come out.  The entire GPS database fit on a floppy.

The user interface is awful.  The speculation is that none of the developers were actually pilots.  The display is orange plasma with few pixels - it has a moving map but that feature is almost unusable.  There is no PROC button.  Strangely enough it has an E6B calculator function.

There is no integration with the COM/NAV radios or functions.  VOR and ILS are handled by a KX-155A.  An external annunciator switches the NAV 1 indicator to the GPS.

Database updates are done using a serial connection.  I have to bring a notebook computer and USB to serial adapter to the plane every 28 days.  I have an old Windows XP notebook which I keep running just for this purpose.

Our KLN-89B developed a serious problem shortly after we got the plane.  The problem was in the power supply board which develops the high voltage needed for the display.  Fortunately the shop we brought it to had a dead KLN-89B with a good power supply board and they charged us $75 for the board and an hour of labor to fix it.  It has had no problems since.

Here are some of the features of the IFD 540 that the KLN-89B doesn't have:

• WAAS
  
• A flight management system.
  
• Color moving map.  The map is very usable.  There's a "magenta line".
  
• Integrated NAV/COM.  The GPS knows the frequencies and provides a convenient way to get to them.
  
• Digital NAV receiver.  There is a VOR approach for the airport where our plane is based.  The VOR is about 35 miles away.  A 1/2 degree error is a half-mile miss.  Steve has flown this approach with the IFD 540 and it is easy with the digital receiver.
  
• Victor airways.
  
• VOR identification.  This doesn't matter much to us because most of the pilots in our plane are ham radio operators an know Morse code.
  
• Ability to drive a GPSS roll steering converter.  The KLN-89B isn't fast enough to do this.
  

I'm sure Steve could add a bunch to that list.  I probably could too if I spend a few more minutes thinking about it.

The KLN-89B was a marvel at the time it was introduced.  But that time has passed.  I don't think I could even remember how to deal with Windows 3.11 any more.