MSFS: G1000 NXi RNAV Approach - VNAV Descent / LPV Approach / IFR - Microsoft Flight Simulator

hey this is kip and in this video we're going to do a ifr flight using the new g1000nxi from the working title team that's available in the microsoft flight simulator marketplace so first i'm going to show you how to install it you just go to the marketplace and using the search box on the top right just enter g1000 and hit enter and then at the top here make sure you change from paid to either all or free because this is a free add-on and right here you should see the garmin g1000 nxi by working title so just click on this then down here click on the download button now this is a replacement for the garmin g1000 so it'll affect every plane that has the g1000 so some examples of planes that have g1000s in them are the 208b grand caravan the 172 skyhawk g1000 the diamond da40 and da62 and a few others which i'll show here on the screen so when you install this it'll replace the g1000 from the stock g1000 to this special nxi g1000 which is basically the more modern version of the g1000 software and here in the description what's interesting is you can see they actually say that this new garmin g1000 is early access and then here they also say that it will become the new default g1000 for the simulator eventually so this is basically a beta but eventually we should all expect that this will be what we'll be using by default going forward all right so i've already gone ahead and entered my flight plan here the reason i'm doing this with the world map is because right now the g1000 nxi or it could be a bug with the latest sim update but for some reason i can't request ifr clearance from air traffic control when i manually enter the flight plan in the g1000 so for now i'm just doing the flight planning here on the world map so i've chosen my departure as albany our arrival is manchester this is a new hampshire and i'm specifically choosing the rnav 0-6 approach because i want to do a gps approach for this video and tell you about rnav and gps approaches chosen ifr low altitude airways so it's automatically chosen my flight plan for me so the first thing i want to do is show you the chart for this approach this is the approach plate for rnav gps runway 6. now it's important to know that rnav does not mean gps rnav is kind of an umbrella of several different types of approaches gps is going to be the most common but there is another major one called rnp that is supported by the g1000 nxi but that type of approach is actually more for commercial jets and airliners but for now we're going to do the more common uh for general aviation use gps approaches now another thing to know is what wasp means up here in the top left it says wass and what was is is the wide area augmentation system this is what's known as an s bass a satellite-based augmentation system and in the united states it's called wasp europe has their own australia japan have their own but basically just think of it as a improved gps now as part of wass what we get on this particular approach is a approach type called lpv that stands for localizer performance with vertical guidance like an equivalent of an ils but for gps instead of radio based navigation and the radio based ils system and you can see here that our minimum for this is 250 feet agl so we can fly all the way down to 250 feet above the ground before we're required to have a visual of the runway and that's similar to an ils the lpv can also go down at 200 feet just like an ils this specific one goes to 250. now when you fly a gps based approach these different types of approaches here lpv lnav vnav and lnav these are basically fallbacks so if for some reason the gps signal wasn't as strong as it needed to be to do this approach type when that integrity is lowered and the precision is lowered it falls back to these other types of approaches and you can see that this one has a higher minimum altitude because of that loss of precision lpv is the one that we're going to fly and in microsoft flight simulator there is no simulated like loss of integrity with the gps signal or anything like that so we will always have the best approach type available for that approach for this approach it's lpv so we know that we'll have the lpv now you don't always get lpv you don't always get el nav vnav mattering the approach you're flying at the airport you're flying you may look at this document for your approach and see that you only have lnav and in that case you will not get any vertical guidance so if you've ever tried to do an rnav approach in the past and wondered why it doesn't give you vertical guidance that's probably why it was probably an lnav approach so those do not give you vertical guidance so just to quickly recap these in a in just a little table and kind of compare them what we can do is see the radio based approaches you may be familiar with so an ils instrument landing system that gives us both vertical and horizontal guidance at high precision the same goes for lpv that's basically the gps or actually technically the wasp equivalent approach then below that we have lnavvnav it's not as precise as an ils or lpv it's a lower precision and that's why you have higher minimums and it gives us still though horizontal and vertical guidance now below that i've kind of compared the localizer approach to lp so localizer only it's kind of half of an ils that just gives us horizontal guidance and the same goes with lp that just means localizer performance notice it doesn't have the v so the vertical guidance is not part of this approach type so we just get localizer performance a popular one that people reference for an lp approach is telluride in colorado if you look that up it is an lp approach no vertical guidance and then finally we have lnav which is kind of comparable to like a vor approach it's not very highly precise but it gives you lateral guidance no vertical guidance all right so i hope that is less confusing hope you get a little idea of the different types of approaches there so the key thing to remember is that when you fly an rnav gps approach you need to know what type of approach you're actually going to have which of these subtypes lpv lnavvnav or lnav and that's how you know whether you'll get lateral guidance and or vertical guidance during that specific approach and also the minimum altitudes for those approaches change for each one of those so make sure you look them up all right so now that we've covered that nerdy stuff i just want to say if you have not flown an ils approach before or something similar and you want to learn how to read that approach chart a little better go ahead and check out the video linked below and linked in the corner right now which is my ils video and that'll go through in more detail how to read those approach documents all right so now i'm going to load into the cockpit we're going to go straight to the runway for this one i'm going to show you a couple things and then we'll take off now this is some great ifr weather okay so the first thing i want to show you really quickly is that by default this is not set to gps mode as the navigation source so i need to use the cdi button down here to change from localizer 1 over to gps and something i can show you right away is right here you see where it says term this actually is for the terminal phase of our flight we're in a terminal area and this will show the phase of flight accurately and when we get to the approach it'll actually show the type of approach we're flying when we get there so in this case since we're flying that lpv approach this will say lpv once we get to our approach phase so here we can see that they gave us our clearance cleared to manchester airport take off runway one niner climb and maintain 900 000 feet they gave us our departure frequency and squat code which is done automatically for us alright so i've set up our autopilot here so we're in heading mode i've synced the heading bug to straight ahead set our altitude to 9000 feet which is the instruction they gave us now i'm turning on flight level change mode and prepping that setting that at 95 knots which matches our best rate of climb speed right here 95 is our v y speed that's the best rate of climb so i'm going to do 95. you could go higher if you want to if you want higher ground speed but just keep it simple i'm just gonna match it with 95 and we're going to take off and then enable autopilot when we can fly runway heading until they tell us we can continue on to our route and we're looking for 70 for our rotation speed and the grand caravan wanted to come up even sooner all right so there's our rotate so we're airborne a positive rate of climb and try to get over to the right here it's pretty windy try to fly that runway heading all right over to boston center one two one three five going to one two one decimal tree five cessna kilo india zero decimal zero zero continue oh we're out of the soup almost all right altimeter three zero zero zero so we're good we're leveling off at ten thousand feet right now all right so now that we're on route i'm going to bring up the approach document and brief the approach really quickly so here we're landing at manchester airport new hampshire runway six we're doing the arnav gps approach and down here we can see on the map view our initial approach fix that's in our flight plan is right here it's fosan and when we get to fosan we need to go down to 3000 feet by hedgie then we'll make a left-hand turn onto course zero five seven then we need to go down to two thousand feet by the final approach fix which is called custa and once we get to custa because this is an lpv approach type we will get vertical guidance on a glide path right here when we get to custa at 2 000 feet and that's what that little maltese cross symbol and the lightning bolt signify right there is that that's the final approach fix and that's where we can expect to get that vertical guidance with the glide path now what i want to show you is that if you go to the flight plan and scroll down to our approach section here you can see each of those altitudes are programmed in automatically for us in the future you'll be able to override these as you wish and enter your own altitudes but we don't really need to do that for this anyway because these are predefined for us as part of the approach procedure but here you can see it's having us go down to 3 600 feet by the time we get to fosan and then hedgie again what it showed in the approach plate 3000 feet by hedgie and 2 000 feet by custa and when we get to custa we'll then get our glide path that'll take us down the rest of the way to the runway and what's new here is v-nav so these altitudes are used by the v-nav features and the nxi and it will show us where our top of descent is meaning when to start descending it'll show us the bottom of descent meaning where we will end up at our target altitude and as you can see down here it actually tells us what our descent rate should be in fee per minute this is based on a default of a three degree angle of descent so here it's saying in 15 minutes we'll be at the top of descent so in 15 minutes we will start our descent from 10 000 feet to get down to 3 600 feet so we know exactly when to start that descent now if i hide the flight plan really quickly and zoom in a little bit you can actually see the top of descent is coming up right here along our flight path right here you can see on the white line there's this little dot and it says tod so that's top of descent which is where we start our descent and so we'll start descending when we get to that point to get down to 3 600 feet by the time we get to this waypoint fosan now the coolest thing is that we can use autopilot and enable vnav mode to let the autopilot start and maintain this descent for us so all i have to do is click the vnab button to arm that and then over here on the pfd at the top here what appears is this v path text and that means that it's going to follow our planned altitudes in our flight path for vnav so it's going to follow the flight plan to go down to 3600 by that specific waypoint then 3000 and then finally 2000 now it's very important though that you give it permission to go that low so how vnav mode works in autopilot is it will stop at your selected altitude on this teal selected altitude number so you have to give a permission to go all the way down as far as you want it to so in our case over here in our flight plan remember we're going to go all the way down to 2000 feet if i set my selected altitude to 3600 feet v-nav mode will not go lower than 3600 feet even though we want it to go all the way down to 2000 so what we're going to do is set it to that lowest altitude of 2000 feet so i'm going to use the altitude selection dial here this knob and turn it all the way down to 2000 feet so we're giving it permission to go all the way down to 2000 feet now some new things here you probably haven't seen before here in magenta this 3600 number this is our next v-nav target altitude so the first one we're descending to is 3600 right here on the right this is our vertical speed indicator we're kind of bouncing up and down a little bit because of the weather but down here this magenta arrow right here on the left this shows us our required vertical speed or rate of descent to do this descent to 3 600 feet so if we were doing this manually we would just keep our vertical speed down around 1100 feet per minute to get down to that waypoint precisely as we cross over that waypoint we would get to 3600 feet and then here on the left we have a vertical deviation so this basically shows us at this moment are we too high or are we too low but this will come down to the center and that's how we'll know to start our descent is because this little left arrow here that's kind of cut off will move down to the center and then if we see that it's below us then we know we need to speed up our descent and catch up to that little arrow now because we have vnav armed for autopilot it's going to take care of all that for us so when we get to top of descent the autopilot is going to automatically pitch us down and it's going to descend at a 3 degree descent angle which is a standard angle of descent until it gets down to the bottom of descent and right here you can see that precisely on the waypoint fosan where we need to be at 3600 feet that's also where the bottom of descent marker is so it's automatically calculated that for us and it knows based on our plane's capabilities the speed we're traveling and all of that it's automatically calculated for us when to start the descent at that top of descent marker so we just crossed over the waypoint and our descent got started automatically because of vnav mode being armed so this new status here you probably haven't seen v path that means that it's following our flight plan altitudes and as usual you need to maintain your throttle because we don't have auto throttle or anything like that in the grand caravan so i'm pulling my throttle back to make sure we're not over speeding you can see our speed is getting pretty high right there now over here you can see that the vertical deviation indicator right here is being held steadily right in the middle so we're right where we should be in terms of altitude the autopilot's handling that for us and it's doing that by holding this negative 1000 feet per minute rate of descent you can also see the little triangle behind that so it's matching that to keep our required rate of descent going to keep us precisely on that three degree angle of descent okay descend and maintain three thousand and it said to expect arnav okay so sorry it kind of interrupted me there so uh descendant maintained three thousand feet before that it said four thousand so i was going to update this to hold us at four thousand so it wouldn't go below that but now they said we can go all the way down to three thousand so we're gonna acknowledge that maintain three thousand feet and it told us to expect our nav runway six which is the one we selected via the focin transition cleared to focin so that means right now we can go directly to focin so if we go over here and look we actually just switched to go directly to focin anyway so the timing just worked out perfectly so we are direct to focin right now you can see bottom of descent is there and remember in our flight plan at foster we need to be at that 3600. so as far as v-nav goes it still has that 3600 as our next target altitude all right now they're sending us over to boston approach good day one two four decimal niner kilo india and i'm replying just by hitting a shortcut i have one on my stick for atc response number one or you can just hit the number one on your keyboard a couple times that'll automatically reply because it's the first option in the window and then one again we'll change the frequency and now i'm going to hit one again to contact the new controller so you can almost think of v-nav as almost like um an extended really really long glide path that's just handling the descent very precisely for you all the way from your cruising altitude and in this case down to our final approach fix once we get to the final approach fix we'll really use the the actual glide path at that point you know this is not considered a glide path but it's almost like the same thing the autopilot and the gps are working together to take us down precisely just a very smooth descent at that three degree angle of descent and if we had passengers i'm sure they would be really appreciative of how smooth this is compared to if we were doing it manually so if you're doing this manually you probably overshoot it or undershoot it a little bit where you get down to the next altitude a little sooner than you need to or maybe you're not low enough so you have to increase your rate of descent to go faster to kind of catch up to where you're supposed to be and none of those problems exist when you're using vnav because the magic of the autopilot it just keeps it very very stable all the way down all right one thing i haven't set up yet is my minimum so i'm going to do that really quickly it's 474 feet msl so that's our altimeter reading 250 is agl so we use this one here because it's based on the barometric altimeter so 474 msl and we're going to put that into the g1000 right now so i'm going to do that over here on this left screen you can go to the timer and references menu and then scroll down with this outer knob down to where it says mins and rotate that so barometric pressure for the minimums and what we do with minimums is round them up because you don't want to be lower than you should be ever so it's safer to round it up so 474 will round up to 480. so there's 480. now we just close that menu and right here you see barrow minimum set 480. and you can kind of see right here peeking out this little thin blue line there's like this little squiggly line and once we get lower when we get to 480 feet that's actually right there stuck at 480 feet as a reminder that that's our minimum so if we didn't have a visual of the runway when we get to 480 feet we should technically go missed so abort the landing and follow what's called the missed approach procedure which is also in that document in the approach document the mr approach procedure is described up here in the top right climb to three thousand feet go directly to the waypoint kuksov and then on track 139 to this waypoint chris and then hold there so there's all these instructions to follow for missed approach that isn't the topic of this video but just know that that's what minimums relate to it means that if we cannot have a if we don't have a visual of the runway clearly and where we're going to be landing by the time we get to that altitude of 480 degrees for for this approach then we are technically supposed to go mist but of course with the simulator you can take it as seriously as you want i almost never do the mist thing unless i'm practicing it um and that's something we cover in a future video but for now we're just going to land it no matter what and hopefully the cloud coverage is higher than 480 feet all right let's so let's see where we're at now so we're at 3600 feet still and that's because we haven't reached the next top of descent so we're about to reach that next top of descent right here so it's going to go down 600 feet by the time it gets here so here's the other 600 feet that it's dropping to get us to 3 000. and that's to get to 3 000 by hedgie all right we're making our last left-hand turn here and we'll pretty much be somewhat lined up with the runway once we make this turn so what i'm going to do is actually arm approach mode because once we get to our final approach fix which is where we'll get the glide path so that happens right here at custa at custa the final approach fix which is what we're heading to right now you can see again the v-nav is about to take us down to 2000 feet and what i'm going to do is arm approach mode when you arm approach mode that gives the autopilot the ability to capture the glide path because we have a glide path in this case like you would on an ils arming approach mode will give it permission to use that glide path so i clicked it and there's no light and the reason for that is over here it's still using vnav so vnab is going to take us down to 2000 feet and actually if we look over here for our top of descent that's going to start momentarily it's going to start that descent down to 2000 feet and also it says v-path and then it says gp so it's also on standby to capture the glide path as soon as it's available and it may be available sooner than getting to that and yep it's available already so right there instead of the arrow and the v we now have the g right here for glide path glide path is in green we have the glide path diamond centered right here and so v nav is not taking us down anymore it's actually using the glide path and that's because we're on an lpv approach and we get that glide path kind of like you would on an ils so i'm going to slow down a bit and prepare for landings we're just a few miles out here so we're at 150 knots i'm going to slow down to get into flap range we're two miles from the final approach fix once we get to custa we just have let's see here 5.4 miles until we're at the threshold for the runway so we're going to get configured for landing in just a minute so i'm just slowing down to get us within full flap range and it's handling the descent for us and once again i'm just gonna update my altimeter by hitting b on my keyboard just to make sure that it's accurate and it's still the same from when we changed it before so no update there all right so i'm slowing down here to get within full frat flap okay now we're crossing over acosta right now that's our final approach fix so 5.3 miles until the runway i'm slowing us down and getting us within full flap range you can see that over here on the airstrip the airspeed indicator strip right here that white bar right there starting means our full flap range and remember our minimums for this are 480 feet so i'm just interested to see if we have a visual the runway i think we will be because it looks like we're about to be out of this layer of clouds soon so we'll see how that works out and i'm going to put our first notch of flaps in now there are two notches of flaps on the cessna grand caravan this first notch is actually the take off flat position but i'm putting that in and letting it get stabilized then we check here we have 3.5 miles left and we can see the runway in front of us so we already have a pretty good visual of the runway it could be a little bit better but we're not worried about the minimums um because we can go all the way down to 480 feet and we're at 1200 feet right now i'm gonna put in the second notch of flaps in a moment if we zoom in a little bit we can see the papi lights right there so we have two white to red so that's another good indicator that we're on a good descent now i'm going to put our second notch of flaps in and then raise our throttle a little bit to compensate because it'll slow us down quite dramatically all right we're at 1000 feet we can take this all the way down to 480 feet so there we are at 9 at 20 now you can see we're still on the glide path our speed's looking good i'm going to slow down just a little bit more so i'm just slowly pulling our throttle back so we have three reds now so we may be a little bit too low the papi lights and our approach glide path don't always coincide perfectly but if i see four reds that's going to worry me a little bit so it just said um 5 did it just say 500 i didn't hear what it said i don't think it said minimums because we're still 200 feet above our minimums and it looks like we're off to the left a little bit here so we have a visual i'm going to disconnect the autopilot and get us over to the right a little and we're a little low so this hasn't been the most precise lpv approach your mileage may vary right now when it comes to these approaches ils still seems to be the most stable the most consistent and it looks like the wind information might just be wrong so i think it was it was actually good keeping us a little left because of the wind but we are definitely a little too low it's a little bit of a shallow uh approach or a shallow landing right here now that papi's they were too high i don't know what to believe anymore all right that was decent i felt like we were a little too low when we were coming in and a little too far to the left so i disconnected the autopilot um i was going to see how far it would get us down to the minimums there but um yeah it looked a little too shady so i decided to disconnect it and uh move over to the right there and i totally forgot to contact the tower while i was going over all the minimums and stuff like that so i definitely got distracted there didn't contact the tower so probably be police waiting for us here at the parking spot unfortunately faa police all right so we're here at parking and i hope you guys found this useful as kind of an introduction to using vnav flying rnav approaches or gps approaches and the g1000 nxi so make sure you go to the marketplace and download the nxi and try it for yourself you can use it in any plane that has a g1000 and if you find that you don't like it or it doesn't do something that you want it to do yet you can always remove it by going to your content manager in the sim and then looking for the g1000 there and then deleting it you can always redownload it later so i hope you guys found this useful as always please leave any questions comments suggestions below and i'll see you in the next video

Channel: Kip on the Ground

Views: 60,051

Keywords: tutorial, fs 2020, mfs 2020, msfs 2020, mfs, fs, msfs, sim, g1000, nxi, working title, ifr, rnav, lpv, vnav, Approach

Id: C-nlNQYdx9c

Length: 29min 44sec (1784 seconds)

Published: Thu Jul 29 2021