G1000 Approaches

Aviator_Bakeek

Aviator_Bakeek

Well-Known Member
Hello my fellow appreciated instructors! I recently got an instructing gig with a company that utilizes mainly C172's with the G1000 and have a question about approaches. I have not used the G1000 for approaches but have used the Primus 10000 and Universal FMS (Citation Bravo/Ultra) for approaches.

If you look at the ILS 17 at KTKI IAP there is a LOM FLUET which I know can be substituted for the actual compass locator (or at least I thought). My instructor today told me that the FAF inbound has to be green needles (tuned to the LOC ILS) until the DA and then can go back to GPS mode for the rest of MAP. I am new to GPS assisted approaches but I was under the impression that unless the the approach specifically states "ILS 17 or RNAV **" that the entire approach can not use GPS other than situation awareness.

When do you need to switch to from OBS to GPS with the G1000? Does the entire approach need to shot with reference to the LOC/ILS from the IAF or FAF?

Any other questions and answers I missed which can be added upon would be helpful, I apologize for my ignorance regarding utilizing the G1000 and GPS procedures along with appropriate terminology.
 
Your instructor is correct. If I recall correctly, the guidance on that matter is somewhere in the beginning of the G1000 user manual-the full one not the little pilot guide. Perhaps somewhere in the limitations section?
 
Roger said:
Your instructor is correct. If I recall correctly, the guidance on that matter is somewhere in the beginning of the G1000 user manual-the full one not the little pilot guide. Perhaps somewhere in the limitations section?
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I will check it out, thanks!
 
I always use green needles for the actual approach (FAF to MAP.). Once you go missed switch back to GPS.
 
DL31082 said:
I always use green needles for the actual approach (FAF to MAP.). Once you go missed switch back to GPS.
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I have no problem with that at all; but if I was to teach my student that would it be legal and passable on a checkride from the instrument to the CFII?
 
Aviator_Bakeek said:
I have no problem with that at all; but if I was to teach my student that would it be legal and passable on a checkride from the instrument to the CFII?
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Yes it would, but as usual don't take some faceless dude on the internet's word for it. Look it up.
 
Well it turns out that I have an opinion about this, but I can't seem to find anything to back it up.
 
Roger said:
Yes it would, but as usual don't take some faceless dude on the internet's word for it. Look it up.
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Thats the problem, I have looked in the AIM and have only been able to find pieces, not the entire picture. A direct reference would be helpful for my investigation.
 
Aviator_Bakeek said:
I have not used the G1000 for approaches but have used the Primus 10000 and Universal FMS (Citation Bravo/Ultra) for approaches.

My instructor today told me that the FAF inbound has to be green needles (tuned to the LOC ILS) until the DA and then can go back to GPS mode for the rest of MAP.

When do you need to switch to from OBS to GPS with the G1000? Does the entire approach need to shot with reference to the LOC/ILS from the IAF or FAF?
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Your instructor is correct. Green needles from the FAF until the MAP. Once you go missed, you may go back to the GPS/FMS guidance. Although, I think it would be an injustice to students to teach them the "magic" from the beginning. I never even taught them the autopilot until just before the checkride. They need to be competent with green needles only. The rest is just icing. Let them eat cake.

I have used P1000/2000. (P2000 has green, magenta, amber, and grey needles ;) ) FSI teaches the same method on the P1000,2000
 
Does AIM 1-2-3 c. (i.e., Allowable [RNAV] Operations) help? There, we read that GPS may NOT substitute for lateral navigation on localizer-based courses (including localizer back-course guidance) without reference to raw localizer data. Also, as you noted: "Pilots may not substitute for the navigation aid providing lateral guidance for the final approach segment. This restriction does not refer to instrument approach procedures with 'or GPS' in the title."

For the ILS 17 approach at TKI, you could use GPS to navigate to the IAF. You could also use GPS to navigate to the hold when executing a missed approach.
 
Is green needle and magenta lingo official lingo?'...curious 'cause it is kind of rubbing me the wrong way for some reason.
 
If you're flying the ILS, you use the Nav radios as your navigation source/course guidance, if you're flying a GPS approach, you use the GPS for that. Why would you want to mix the two?
 
Mike H said:
If you're flying the ILS, you use the Nav radios as your navigation source/course guidance, if you're flying a GPS approach, you use the GPS for that. Why would you want to mix the two?
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The ADF is required for the approach. If you don't have an ADF, you are using the GPS in lieu of the ADF. The only way to go direct to the ADF is using the GPS course guidance for the MAP.
 
still makes no sense.

The missed approach is already loaded in as part of the flight plan and all parts of it would display both on the fltpln window and on the moving map inset on the PFD, and on the big moving map on the MFD. Even in reversionary mode, you still have the moving map inset.
 
Mike H said:
still makes no sense.

The missed approach is already loaded in as part of the flight plan and all parts of it would display both on the fltpln window and on the moving map inset on the PFD, and on the big moving map on the MFD. Even in reversionary mode, you still have the moving map inset.
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The moving map isn't providing course guidance to the NDB. The only way to do that is to have the CDI in GPS mode.
 
The moving map shows the missed approach procedure on the map. It IS course guidance. That's why it's there
 
We're talking missed approaches here, not enroute.

Enroute, using GPS, the G1000 will set the CDI for you. On a missed approach, the moving map will get you to the holding fix, depict the hold, and even tell you what kind of entry to make. The G1000 will also set the CDI for you on the missed approach if that's necessary.
 
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