equipped with a Working GPS, , the suffix would be G.

No true at all. I can have a "working" GPS hand-held and it doesn't count. It must be a GPS unit with both enroute & terminal (approach) capability. I suggest looking into the appropriate FAA regs.

Yep, I can stick my car's GPS in a plane (not that I do =P)but can't fly terminal/enroute for it so I can't consider it as part of my equipment suffix, which is what prompted my question since it was mentioned the 41 isn't allowed on GPS/RNAV approahes.

Also, a follow up question, is there a way in the FMS/GPS to go direct to a waypoint not in the original flight plan? I tried erasing the current flight plan and typing in the fix as a new flight plan but experienced at CTD.

if you press the direct to button, lsk a point and then just type the new waypoint on top, press enter twice and voila (at least thats how the real one work)Rene

the point's moot anyways.the JS41 as normally equipped is type F.<<<DME Updated Flight management system.thats what five minutes of research got me, Otherwise I've never flown the JS41, so I'm not familiar with the underlying equipment.

Doesn't /F fall under:"ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)"If the 41 can't do a GPS approach, then how can it do RNAV? And if it were a /F, shouldn't be a /K for RVSM, or were the 41s not RVSM equipped?

Doesn't /F fall under:

This is the latest definition of F (under Advanced RNAV):Flight Management System (FMS) with DME/DME position updating

If the 41 can't do a GPS approach, then how can it do RNAV?

RNAV and GPS are two different things as I was trying to explain in another thread. You can be RNAV capable and have no GPS. Your basic VOR-DME system with a computer (FMS) can get you RNAV capability. There are RNAV approaches that do not depend on GPS but as we know J41's FMS is not approach certified.

This is the latest definition of F (under Advanced RNAV):Flight Management System (FMS) with DME/DME position updating RNAV and GPS are two different things as I was trying to explain in another thread. You can be RNAV capable and have no GPS. Your basic VOR-DME system with a computer (FMS) can get you RNAV capability. There are RNAV approaches that do not depend on GPS but as we know J41's FMS is not approach certified.

is it certified for RNAV?

This is the latest definition of F (under Advanced RNAV):Flight Management System (FMS) with DME/DME position updating RNAV and GPS are two different things as I was trying to explain in another thread. You can be RNAV capable and have no GPS. Your basic VOR-DME system with a computer (FMS) can get you RNAV capability. There are RNAV approaches that do not depend on GPS but as we know J41's FMS is not approach certified.

Yes, indeed RNAV and GPS are different.Many approach plates in my home airspace are RNAV (GPS) approaches, so my question also now lies with RyanB, is it RNAV certified?

Hate to break it to you guys, but with all the equipment functional, the normal code was T/JS41/G. Talk of the GPS needing to be approach capable has nothing to do with it. Maybe you're thinking of the difference between Basic and Advanced RNAV?If the GPS was deferred but the FMS was still working, we were /I. With the GPS and FMS both deferred, it was /A.Naturally, T/ isn't used in the US anymore, and the J41 can't get to RVSM altitudes.Regards,Nick

Thank you.

Talk of the GPS needing to be approach capable has nothing to do with it.

I am afraid it has a lot to do with it.. The meaning of /G is well defined in numerous sources for example here:https://www.duat.com/library/Issue6.pdfBut ultimately I have no idea what kind of FMS JS4100 is equipped with. We were told here it is not GPS approach capable hence by the rules included above it could not fall under /G.

Well, then I guess the issue conveniently slipped the minds of our FAA Principle Operations Inspector, the Director of Operations, the Chief Pilots, all of our line pilots, all of the dispatchers, the ATC System Command Center, and numerous ARTCC Flight Data and TMU personnel.I should probably go back and give "pen and ink" amendments for the 3,000 or so Dispatch Releases (and ATC strips) I generated using the equipment code T/JS41/G.Or...That's the way it was.Whichever.Nick

Michal, this isn't an argument you'll win.but for what it's worth.......The Piper Archer I fly is /G :(, The Big boys ain't got nothin' on me hahahah.

The Piper Archer I fly is /G :(, The Big boys ain't got nothin' on me hahahah.

Life is easier in GA, these days practically everyone is /G unless you fly some horribly outdated or VFR-only equipment.Love the Archer - got about 50 hrs on it.

Life is easier in GA, these days practically everyone is /G unless you fly some horribly outdated or VFR-only equipment.Love the Archer - got about 50 hrs on it.

yeah, it essentially takes a low cost Garmin Panel mount to bring you up to date *By low cost I'm talking a few thousand, doesn't have to be a GNS 430 or anything, which would run you up closer to 10-15,000**Mutters to self*http://www.aircraftspruce.com/catalog/avpages/gps155xl.php Pretty sure that's the one. It's pretty freakin' cheap as far as avionics go.the 172SP's I trained in had the Bendix/King KLN94+MFD <<<<<I liked it, Nice easy to use color display for the GPS, Good size 5 inch MFD With moving map.Cirrus takes their level of Avionics to "Plain scary", the equipment rivals that of Business jets, and Promotes flight into Adverse conditions *Flight into known icing.......Synthetic vision...etc.*. Top it off with there's a lot of rich in-experienced pilots and their SR-22's.......it's a mix for disaster.