Garmin has received additional supplemental type certificate (STC) approval of the G950 Integrated Flight Deck (IFD) in the Metroliner and Twin Otter aircraft, expanding the G950 portfolio to six aircraft models.
The G950 includes all of the features of Garmin’s G1000 Integrated Flight Deck, while integrating to select autopilots already approved for the aircraft, reducing cost and installation complexity, according to company officials.
Enhanced situational awareness provided by Synthetic Vision Technology (SVT) is optionally available on the G950, which presents a 3D depiction of virtual terrain, obstacles, traffic and the runway environment. SVT works with Garmin’s Terrain Awareness and Warning System (TAWS) to provide visual and audible alerts to pilots by displaying terrain and obstacles that pose a threat.
The G950 also delivers ADS-B Out compliance, equipping older generation aircraft with NextGen technology. Additional features include solid-state digital radar, satellite datalink, WAAS/LPV approach capability, charts and more,.
Replacement of existing avionics with the G950 can provide an estimated weight savings of up to 250 pounds, according to Garmin officials.
The G950 upgrade is currently available on the Cessna Citation 501, Piper Meridian, Beechcraft 1900D, Twin Commander, Metroliner and the De Havilland Twin Otter.
But the 950 apparently still can’t do RNP .1 …with a tight Baro VNAV based VEB, as real air carrier aircraft could already do nearly two decades ago, and have effectively been using globally since, and that serves as the foundation for all NAV capability in the evolving global airspace system, per ICAO. The 950 also apparently still cant’ do GLS yet, as presently already able to be installed in new production aircraft in Toulouse and Seattle. WAAS is now just an obsolete unnecessary waste of money with 30+ GPS satellites, and Galileo on the way, and very low cost inertial now even in tiny UAVs. LPV is a huge waste of critical use airspace compared to RNP, due to LPVs dependence on angular obstruction clearance criteria and being limited to long straight-in paths. So still having WAAS and LPV is a DISADVANTAGE now, when they could have instead had real RNP. WAAS and LPV are ideas whose time has come, and gone, and is clearly not an advantage compared to what is in every new real air carrier airplane. And the saddest part, is that RNP could have instead likely been done quicker, for lower cost, and been effective and returned great benefit to its users for many decades in the future.
What you mean with VNAV based VEB?
WAAS/APV with GS replaces ILS, so no need for infrastructure on ground.
Not sure what you exactly mean, but EASA has this definitions:
-RNP APCH LNAV (Lateral Navigation only and relies on GPS).
-RNP APCH LNAV/VNAV (with Vertical Navigation added and relies on GPS and Barometric
VNAV). This is also referred to as an APV Baro.
-RNP APCH LP (Localizer Performance only and relies on GPS and EGNOS, the European
satellite-based augmentation system (SBAS)).
– RNP APCH LPV (with Vertical Navigation added and relies on GPS and EGNOS).
This is also referred to as an APV SBAS.
We now have many new app here in Norway APV SBAS on remote runways, its ILS like and a huge cost effective benefit. GA style avioncs as the Garmin 950 can do this type of approches.
i am not sure what you are complaining about??