![]() This is especially important in busier airspace where ATC may have given you specific missed approach instructions that are not the same as those published. Don't turn the airplane navigation over to the idiot box until you're sure it has the proper instructions. I find that dropping down to a "dumber" autopilot mode means that at least the airplane is doing what I told it to, rather than following the commands of a GPS sequence that I may not be fully confident of. I can then use the heading bug to fly towards the waypoint as soon as I'm confident that that is where I want to go, and I can then switch the nav source to the GPS when I'm happy with what's in the flight plan, and then tell the autopilot to follow the CDI. The Cat 6 (or Cat 5) patch cable going from the switch to the patch panel (See Note 1 below) The rear 110 connection corresponding with the RJ-45 jack on the front of the Patch Panel. The RJ-45 Jack on the front of the switch that corresponds to the port you are connected to. I have the GPS bearing pointer that will point to my next waypoint as soon as I hit the SUSP softkey. Let's start from the Network Switch and name each link. Then, when I go missed, I get away from the ground, and if I engage the autopilot at all during the first segment of the missed, it's in HDG/VS mode, so that I'm forced to consider where I'm going instead of just following the nav pointers. I sync my heading bug to my heading on final. When conducting an ILS/LOC/BC approach, I always set the CDI to the LOC/GS (duh), but I set one of the bearing pointers to the GPS.
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