Obligatory panel shot from a trip to Groton, CT, level at 7000 feet, true airspeed about 120 knots, enjoying a slight tailwind with a groundspeed of 126K (145 MPH), getting about 12 NMPG (13.8 MPG).
First LPV approach at Northeast Philadelphia, RNAV 06 taken on the initial test flight. We shot this approach down to LPV minimums of 374 feet above ground. Felt exactly like an ILS.
Although it was a beautifully clear day, I requested ATC clear us direct to STENY for the GPS 24 approach at our home base of Old Bridge to determine if the receiver would provide vertical guidance (LNAV+V).
The new system provides turn anticipation and annunication. It will show transitional segments as a dashed white line and even provide a countdown to the turn, e.g. Turn left 060 in 8 seconds...
Procedure turn inbound, Old Bridge GPS 24 approach, receiver in LNAV+V mode. The 5Hz display updates really make turns easier, since I can practically use the GPS as an EHSI.
Glideslope is beginning to center on my first LNAV+V approach to Old Bridge. The WAAS GPS derived glideslope is much smoother than a regular ILS. It's definitely easier to fly.
My APRS tracker provides a somewhat (!) lower position update frequency and resolution, but it's still cool to see the approach track from this perspective. You can clearly make out the procedure turn and perfectly straight approach course.
Terrain depiction on 25 mile scale a few miles south of the Delaware Water Gap on a trip to the Dropzone. Yellow means terrain is less than 1000 feet below the airplane.
Terrain depiction on a default scale of 5 miles. Note the lighted obstacle to our west. The black gap ahead and slightly to our left is the Water Gap. If faced with an engine out emergency in IMC I could see this page coming in handy.