When flying VFR (or a visual approach) into a new airport (especially when there are parallel runways or at night), I like to tune in the ILS and use the LOC/GS for supplemental lateral & vertical guidance - when these are available.
I've looked into doing the same thing with the LPV GP capabilities of the G1000, but it appears that unless you are intercepting the final approach course outside the FAF (after activating vectors-to-final), you will never see a glidepath.
When Diamond eventually supports Garmin's visual approaches on their NXi-equipped models, I anticipate that this 'outside the FAF' limitation will go away after activating a visual approach.
Until then, I'll keep asking approach or center to vector me onto the approach course outside the FAF when I want to use the LPV GP.
Is this consistent with your experience and practice?
ILS and LPV for supplemental visual approach guidance
Moderators: Rick, Lance Murray
- chili4way
- 5 Diamonds Member
- Posts: 524
- Joined: Fri Jun 08, 2018 10:51 pm
- First Name: Paul
- Aircraft Type: DA40NG
- Aircraft Registration: N718NG
- Airports: KADS
- Has thanked: 1063 times
- Been thanked: 483 times
- Scottsware
- 3 Diamonds Member
- Posts: 66
- Joined: Tue Nov 27, 2018 12:59 am
- First Name: Scott
- Aircraft Type: DA40
- Aircraft Registration: N343SG
- Airports: KAPA
- Has thanked: 11 times
- Been thanked: 42 times
Re: ILS and LPV for supplemental visual approach guidance
I think you can just activate the leg from the FAF to the runway. I think this is done in the flight plan page, select the leg you want, press the menu button and activate leg. I think I did this twice this week
Sorry for the “I think”s but I’m not positive on this, just pretty sure.
Sorry for the “I think”s but I’m not positive on this, just pretty sure.
- chili4way
- 5 Diamonds Member
- Posts: 524
- Joined: Fri Jun 08, 2018 10:51 pm
- First Name: Paul
- Aircraft Type: DA40NG
- Aircraft Registration: N718NG
- Airports: KADS
- Has thanked: 1063 times
- Been thanked: 483 times
Re: ILS and LPV for supplemental visual approach guidance
Scott, thanks! You are correct, you have to activate the post-FAF leg you're going to intercept and be within about 3.5 miles cross-track error of the intercept before the GP will show up. I tested this on the Garmin G1000 PC trainer, and will also flight check it next time I'm flying.
- Colin
- 5 Diamonds Member
- Posts: 2006
- Joined: Sat Aug 21, 2010 8:37 pm
- First Name: Colin
- Aircraft Type: DA42
- Aircraft Registration: N972RD
- Airports: KFHR
- Has thanked: 319 times
- Been thanked: 527 times
Re: ILS and LPV for supplemental visual approach guidance
That's exactly what I do. And did just recently landing in Cleveland.
Colin Summers, PP Multi-Engine IFR, ~3,000hrs
colin@mightycheese.com * send email rather than PM
http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
colin@mightycheese.com * send email rather than PM
http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
-
- 4 Diamonds Member
- Posts: 313
- Joined: Thu Feb 16, 2017 5:16 pm
- First Name: John
- Aircraft Type: OTHER
- Aircraft Registration: N2691Y
- Airports: KPTK KDTW
- Has thanked: 51 times
- Been thanked: 143 times
Re: ILS and LPV for supplemental visual approach guidance
Great to do this! Also, by knowing the distance to the runway, you can apply the "3 to 1 rule" to give you "target altitudes" (no matter how far out you are from the runway). 1 mile out - 300'AGL, 2 miles - 600'AGL, 3 miles- 900'AGL etc.....chili4way wrote: ↑Sat Jun 20, 2020 5:40 pm Scott, thanks! You are correct, you have to activate the post-FAF leg you're going to intercept and be within about 3.5 miles cross-track error of the intercept before the GP will show up. I tested this on the Garmin G1000 PC trainer, and will also flight check it next time I'm flying.
Even on a "visual approach" in an airliner, most airlines REQUIRE the underlying instrument approach be loaded as a reference.
Stops you from landing at the near by, but wrong, airport too!!!
Looking!
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)