![]() ![]() It says, in part, with the boldface type from the AIM itself: For both the Garmin and the KLN units, if the sensitivity has been manually set to 1.0 nm, the unit will go to a more sensitivity setting (approach mode), but it will not go to the enroute sensitivity (5 nm) until it has been reset to AUTO (Garmin) or 5.0 nm (KLN).ĪIM 1-1-19(f)(c)(2)(b) talks about using GPS to fly a DME arc, and this is the one that is probably most frequently violated, albeit unintentional. The KLN94 CDI sensitivity is selected in the same manner. Unlike the Garmin units, there is no AUTO mode. When the KLN89B is in Approach mode, it is not possible to select a less sensitive scale that the current one. Press CLR to return the display to the CDI Deviation Indicator and turn the cursor off. Use the small knob to select the 1.0 nm sensitivity (ARM mode). Position it on the CDI Deviation Indicator and press CLR until it says CDI scale. To manually select the CDI scale for the KLN89B, go to the NAV1 page. The caveat here is that you must not forget to restore it to AUTO once you no longer need it forcibly set to 1.0 nm sensitivity. This will allow you to manually select the CDI sensitivity. To do this with the Garmin 400-500 series, go to the Aux 3 page and select CDI/Alarms. However, if it isn’t, then you will need to manually select terminal mode. In most situations, the GPS receiver will already be in terminal mode. ![]() This is normally 1 nm full-scale deflection. It says that in order to use the GPS for DME, the course deviation indicator (CDI) must be set to terminal sensitivity. The first point to note is in AIM 1-1-19(f)(5). Having said that, I will jump into this discussion, hoping I have the numbers right. I confess to having a difficult time following the AIM numbering scheme. Let’s look at the DME requirements first. ![]() Before jumping into this discussion, it must be noted that your GPS must have a current database card. Specifically 1-1-19(f) talks about the substitution of an IFR GPS for DME or ADF. The 2007 AIM, section 1-1-19 has information that every pilot flying with an IFR GPS should take the time to read. After all, the IFR GPS can be used in place of DME – right? Yes it can, but you had better have a clear understanding of how that substitution is to be done if you want to stay squeaky clean with the FAA. I work with a lot of plane owners, and I have found the trend is to install an IFR GPS and skip having a DME in the plane. ![]()
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