How can I determine which aircraft and/or avionics suites have WAAS capability for LPV approaches? The WT G1000 seems to be equipped for WAAS and works for me on some GA aircraft, but I’m not certain whether all aircraft using the WT G1000 are so equipped. And what about the GTN 750 and the airliner-class avionics?
1 Like
The G1000 NXi limits are pretty much identical across all such equipped planes. As long as there is minima defined for the LPV and LNAV, you’ll have GP guidance. The exception is RNP, which is mostly the domain of airliner FMS (Smith, Thales, etc) and high end Bizjets (like the G5000 on the Longitude).
1 Like
Thank you so much for your response! So, as long as there are minima defined (on the charts, I presume) for the LPV and LNAV, we can expect GP guidance utiltilizing the G1000 NXi. This must apply to all MSFS aircraft equipped with the G1000 NXi - correct? I have learned to fly airliners (and regional jets) utilizing ILS approaches (as opposed to RNAV (GPS), and I am unable to intelligibly inquire about RNP at this point, but it seems like you say defined minima are not required for RNP?
I llke the “almost vintage” airliners/regionals like the BAe 146, ATR42-600, and Fokker F28. How can us simmers deternine which are capbale of utilizing LPV and other levels of GPS technonolgy?
I apologize for my lack of knowledge while providing gratitude for your help. I will now go to study RNP approaches…
RNP requires accuracy, hardware and certification beyond the scope of General Aviation planes, hence those Approaches don’t appear as available to the G1000 or even certain aircraft carrying the G3000.
1 Like
Is there a way to ascertain whether an airliner in MSFS is RNP capable other than attempting the approach? Thank you!
Most of them can perform RNP approaches. You could just start Cold and Dark, power up the Avionics and try to load the approach while parked at the ramp.
There’s are a few technical service orders (TSO) and several advisory circulars (AC) that establish the different levels of operational requirements for enroute, terminal, and approach RNAV gear.
Whether the specific gear is approved at a specific level depends upon what is called for in its certification and indicated in the operating manual for the equipment. The level might also vary when coupled with other equipment requirements on a specific aircraft and could be subject to the aircraft certificate itself as it has to be installed (and not handheld).
Required Navigational Performance (RNP) equipment falls under the RNAV umbrella, but takes it a step further and has to be able to monitor and alert the crew if performance fails or degrades. This includes the G suite with which we’re familiar.
Then, for the RNP AR (authorization required), there are more standards regarding aircraft and aircrew, as well as activation, maintenance, and monitoring of the procedure database that really only come with certain gear and operators. This is the FMS systems on various airliners and bizjets.
Generally, in the sim, much like their real-world counterparts, the GTN650/750, GNS430/530W, and G1000 systems are all RNP, WAAS capable, good to LPV approach standards. I think in some circumstances you can do RNP AR approaches using the G1000 in the sim, but that’s not standard kit in real life.
This is one area in the sim that plays a little fast and loose because we’re not really bound by the manuals and limitations, as it were. Slap it in and go, haha. But as @CasualClick said, the only way to know for sure is to load up the airplane and try it.
Okay - thanks for your help!
Very helpful. Endless opportunites to learn. Thank you very much.
Right? I know it seems boring or tedious to some, but there are so many combinations of things possible in aviation, and there’s usually a good operational or at least evolutional reason for the laws and requirements behind them. A pilot certificate is a certificate to continue learning, every day, and while not required for simming, obviously, you can apply it for better realism.
For some good info on RNAV, from a US perspective, see AIM 1-2-1, or AC 90-100A.
The list you’re looking for, though, might be the old AC 90-100A Compliance, which has been archived and is no longer valid for operational use. But it might give you insight as to how this was organized as it evolved into the current standards.
2 Likes