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loss if required before commencing the approach. If you do not need to lose altitude and
just want to complete the course reversal for the approach, then you would press the
SUSP key once established inbound. This eliminates the one turn in holding and allows
the system to sequence to the final approach leg.
The problem occurs when you attempt to sequence to the FAF by pressing SUSP prior to
the system sequencing to the hold leg type on the FROM-TO-NEXT line on the bottom
of the flight plan or map page, which may result in not being able to un-SUSPend the
system (i.e. the SUSP annunciator remains on.)
So long as the system indicates the type of hold entry it is currently performing (i.e.
TEARDROP, PARALLEL), do not press the SUSP key. Wait until established on the
inbound course and the system sequences to show “course to fix {name of fix} hold
ONCE” before pressing SUSP to sequence. This resolves the problem and the system
will not SUSPend again.
Should you press the button early and this problem occurs, hit the SUSP key until the
SUSP annunciation clears. This may require several keystrokes. Always make sure the
SUSP annunciation is not displayed after checking the FAF.
We will resolve and enhance this operation in V2.0.
Operating on the Fringes of WAAS Coverage
You may see an increase in Loss of Integrity messages when operating on the very
fringes of WAAS coverage. If your aircraft operations are limited to the continental US,
you will be unaffected. The lower 48 states and Canada are covered except for the
northern extremes of Canada. This may also occur in European operations where the
easternmost WAAS satellite is in view of the western European continent or in Australia,
where the westernmost WAAS satellite is in view.
This is due in part to the requirements in TSO C146a for the selection of satellites.
Primary consideration is given to satellites that the receiver has valid WAAS correction
data for. For instance if you are in Europe you may be receiving data on the WAAS data
stream that covers satellites on the far western horizon in Europe and no data on those
directly overhead or to your east.
If the number of WAAS corrected satellites drops below five, then the engine will revert
to a non-WAAS mode of operation and select other satellites and will begin using a GPS
satellite fault detection scheme. In this instance you will not be able to fly precision
approaches without WAAS corrections in use (V2.0 software with precision approach
capability). Non-precision approaches will still be possible so long as the GPS
constellation is sufficient to allow the engine to calculate a horizontal protection limit of
at least 0.3 NM. Of course the embedded VHF Nav receiver will still allow for ILS
precision approaches as well.