G1000 DA42 RNP

[surfinsight]

Hi everyone,

I'm currently finishing my IR on DA42. We've been advised that gnss was to overtake the conventionnal radionav equipment and would be a reminicent question at practical test. Hence, I'm trying to understand what are the DA42 certification (BRNAV? PRNAV ? Which RNP? And for approach LNAV/VNAV baro aided or LPV ?)

I have to admit i'm loss in all that technical vocabulary and i don't really know where to start learning.

I don't know if I should look at the G1000 certifications or the Diamond certification....

Can anyone help me ? Request vectors.......

[500 above]

Check AFM page 1-20

Link http://www.diamondaircrafthungary.hu...m/DA42_POH.pdf

It is certainly RNP5 (BRNAV)

It's AMC EASA 20-4 compliant

You're answer will remain within Diamonds certification, as it's part of the 'overall' package.

I don't think it will be PRNAV approved. Do you have an operators LOA for PRNAV and a company or school manual for this? The aircraft is, but are you guys? So, it COULD be LNAV/VNAV and LPV if you have approval.

I would urge you to do your own research on this. Take your instructor for a beer.

Also can you do a RAIM prediction on a DA42 panel fit?

Read page 18 http://www.ecacnav.com/downloads/P-RNAV30-07.pdf

P-RNAV approval here page 9- something http://www.diamond-air.at/fileadmin/...15e-A33-r1.pdf

Hope this helps

[FlyingStone]

Originally Posted by 500 above

Also can you do a RAIM prediction on a DA42 panel fit?

You can do it even on the "cheap" and small 430, no reason why you couldn't do it on G1000

[Denti]

Don't need any RAIM ability to be PRNAV approved, or even further. Us boeing drivers don't have access to RAIM and we don't need it, we sill can fly every RNAV procedure

Sorry for being OT.

[500 above]

It's all here

Denti, he is talking GA types, not a mult crew EFIS/FMS jet like yours or mine.

The guidance material from the CAA is here for ga

http://www.caa.co.uk/docs/33/CAP773.pdf

Also interesting reading

http://www.terps.com/ifrr/jan97.pdf

RAIM is for the approach phase, terminal and en route. Doesn't your ops manual containing the PRNAV approval say anything about RAiM for PRNAV arrivals etc? Our FMS's are using DME/DME, DME/VOR and so on as well as GPS and or inertial. Hence, for RNAV arrivals and departures not required, but PRNAV I believe it is. It's possible your ops people do a ground based RAIM prediction for you. If GPS equipped, I believe it's criteria to alert crew if RAIM is lost, you're boxes may be more intelligent than mine and do it for you?

One airport example is EKCH 10_2 F

Willing to learn!

All the best mate.

[Denti]

I believe RAIM is only needed for GPS only navigation. On the boeing (well, 737) there is no RAIM indication at all, we simply do not need it. We do have ANP indication though (on the LEGS page in the CDU, on the ND and as performance navigation scales on the PFD), and that seems to be sufficient even for GLS precision approaches, not to mention all the usual RNP 0.1 stuff we are approved for. Check CAP 773 2.2 b). It might well be true that the GPS receivers use RAIM internally to check if their output to the FMC is still valid. Funny enough i have never seen a dual GPS failure so far, however occasionally i do get a message GPS 1/2 INVALID which indicates that one GPS is not used anymore. The remaining GPS is enough for RNP 0.1 operation, for PRNAV no GPS at all is required.

As GA navigation relies usually solely on GPS for that kind of stuff RAIM is necessary, but that is not a general rule for all kinds of aviation.

[500 above]

Denti

Sounds plausible to me.

500A

[surfinsight]

Thank you chiefs !
I've found something interesting in the AFM :


4. Provided a Garmin G1000 GPS receiver is receiving adequate usable signals, it has
been demonstrated capable of and has been shown to meet the accuracy specifications
for:

(a) VFR/IFR enroute, oceanic, terminal, and non-precision instrument approach (GPS,
Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV) operation within the
U.S. National Airspace System in accordance with AC 20-138A.

(b) RNAV (GPS) Approaches - The G1000 GPS meets the requirements of AC
20-138(A) for GPS based RNAV approaches. This includes RNAV approaches
labeled as RNAV (GPS), provided GPS sensor data is valid.

(c) The systems meets RNP5 airspace (BRNAV) requirements of AC 90-96 and in
accordance with AC 20-138A, EASA AMC 20-4, and FAA Order 8110.60 for oceanic
and remote airspace operations, provided it is receiving usable navigation
information from the GPS receiver.
Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference datum.
GPS navigation data is based upon use of only the GPS operated by the United States
of America.

I'm currently fling this aircraft . You send me the supplement A33 to the airplane flight manual for DA42 NG . I've read that for this version the garmin is PRNAV approved. I'll try to find the supplement for the classic version.

You asked me about my school's LOA, but nothing about the garmin 1000 certification or Rnav operation is in it . I guess they'll have to work on it and tomorrow i'll find the head of IFR department.

thank you and i'll keep you advised

[surfinsight]

(i'll find him and just ask questions about my concerns, when reading my post it sounds not like i meaned it...)

[aterpster]

Denti:

As GA navigation relies usually solely on GPS for that kind of stuff RAIM is necessary, but that is not a general rule for all kinds of aviation.

Within the 48 continential states and parts of Mexico and Canada, As well as Alaska (I'm not certain how much of Alaska) the G-1000 is a WAAS navigator, thus does not require RAIM so long as WAAS is available.

When SBAS is operational in Europe, the G-1000 will then be a WAAS navigator there as well.

[FlightPathOBN]

RAIM is needed for RNP. Depending on RAIM availability, the FMS can degrade from .1 to .3, and sometimes .3 is NA...

there are several sites which predict RAIM availability...


GPS Availability - Operations Based NavigationOperations Based Navigation