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Date: Tue, 25 Oct 2011 14:01:22 -0400
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Subject: Re: [LML] Re: iPad
From: Terrence O'Neill <troneill@charter.net>
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Hah!  Gary, a multitude of thanks for your efforts to comb straight the =
curley-cues of C129a and C146a regulations regarding all the details and =
nuances of  safe GPS approaches.

So, in the FAQs at the hiltonsoftware site for WingX ($100)in an iPad2 =
($500) , it says the Seattle Avionics  is the only company to have the =
"...FAA certify their approach chart geo-referencing data for AeroNav =
(NACO) charts ($75).
It also says those charts enable WingX to display the aircraft's =
position on the approach charts" using a SkyRadar ($1000) WAAS enabled =
ADS-B receiver.=20
After reading the 14 pages of GPS in small type in my AIM, I'm awash in =
qualifications and caveats.
So what else would be needed if the loaded iPad and the SkyRadar =
receiver were mounted to the panel?  An FAA guy with a rubber =
'certified' stamp?
I think I'm missing something....
Maybe I could just return to the ADF equipment and approaches of old, =
which we used in the Navy in tghe early '50s before Omni was invented.  =
Is AFD more accurate and safe than a hand-held GPS?

 : )

Terrence


On Oct 25, 2011, at 6:50 AM, Gary Fitzgerald wrote:
c
> Terrence,
>=20
> Ah - once again, my less-than-adequate explanation has caused =
confusion.  To
> clarify:
>=20
> In order to legally fly IFR GPS approaches, your equipment needs to =
meet
> TSO-C129a Class A1 for non-precision approaches, or TSO C-146a Class 3 =
for
> use as primary navigation on LPV approaches (which are only available =
if you
> have WAAS).  C129a references RAIM directly, and C146a references =
several
> other documents, and I'm betting one of them has a RAIM reference.  =
The last
> time I checked (which admittedly was several months ago), no handheld =
GPS or
> tablet/laptop/smart phone/PDA based GPS and software combination was
> certified to either C129a or 146a, and the only GPS receivers that =
were
> certified to these standards were panel-mount receivers, among them =
the ones
> that I mentioned.  C129a has a bunch of stuff about integrity alarms,
> notifications, and annunciations, and C146a has a section on software
> qualification, so I'm guessing that situation hasn't changed.
>=20
> As I understand it (and I could be wrong here), RAIM applies to both =
WAAS
> and non-WAAS approaches.  If a combination of satellite geometry and
> satellite/ground station outages can't guarantee a certain accuracy, a =
WAAS
> LPV approach will get downgraded to an LNAV (reduced-precision) =
approach.
>=20
> You now know everything I know about TSOs, GPS receivers, and IFR
> approaches. Hopefully this clarifies my previous reply.  If not, we =
may need
> Brent to bring his sock puppets and educate both of us.
>=20
> I was at Branson also, and I was hoping the GAMI talk would have =
covered
> more engine operation, but I must say I learned more about combining =
benzene
> rings and carbon atoms to make either solvent or gasoline than any =
time
> since high-school chemistry, and was informative as to the economics =
of a
> 100LL replacement. May give me a project to work on when I finally =
finish
> this plane.
>=20
> That restaurant at Smartt Field changes ownership on pretty much a =
yearly
> basis, which is a shame since they usually had some decent food.  =
Since the
> local EAA chapter moved their meetings from Sunday afternoon to =
Saturday
> morning, my attendance has, uh, sorta fallen off, so I don't get to =
the
> restaurant as much as I have in the past, but I can't remember that
> restaurant going more that 3 years under the same ownership.
>=20
>=20
> Gary Fitzgerald
> LNC2 ~70%
> St. Charles, MO
> Looking for a good deal on=20
> a rebuildable (I)O-360
>=20
>=20
>=20
> --
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