Temporary loss of VOR/LOC signal on approach

On the G1000 there is a point on the IF and FAF which triggers a change , automatically although it is standard operating practice to check it has done so.
On approach it is marked Cxxyq and its only use is to trigger the change from GPS to ILS nav and is checked by looking whether the magenta line has changed to green.
So all you have to do is select the ILS frequency which usually shows the ILS identification and select the procedure as described earlier.

gallois wrote:

On the G1000 there is a point on the IF and FAF which triggers a change , automatically although it is standard operating practice to check it has done so.
On approach it is marked Cxxyq and its only use is to trigger the change from GPS to ILS nav and is checked by looking whether the magenta line has changed to green.

Yes it will show as CF31 in GPS FPL to ILS31 (for final approach course computer navigation fix CF/CNF), it does not appear on paper charts

It does flip between IF FAF exactly at 2nm before FAF (if GPS/VLOC = auto is selected in the menu),
- On IAF clearance (direct), that is the furthest where GPS toggles between TERM & APCH (LNAV, APR, LPV, L/VNAV, LNAV+V) and CDI scale changes sensivity linearly from 2nm to 0.3nm
- On VTF clearance (vector), that is also the furthest where ATC toggles you between Vectors & LOC intercept, ATC can’t vector you earlier than that and if you do and you forget too press GPS/VLOC then you are temporarily flying on OBS +/-2nm without noticing

For the TB10 there is a reference in the IFR Flight Manual Supplement to avoid prop RPM above 2600 for this reason, but would be strange approach profile to end up in that engine speed range. Should also be placarded.

Whiskey_Bravo wrote:

For the TB10 there is a reference in the IFR Flight Manual Supplement to avoid prop RPM above 2600 for this reason, but would be strange approach profile to end up in that engine speed range. Should also be placarded.

What reason? Right thread?