Another great tutorial David. No more circling aimlessly outside the glide slope for me. I have watched Philip Ringler's tutorials and they really are another level. I would recommend watching your tutorials first then watch Philip Ringler's a week later when you have a better understanding of VNAV.
Thank you Mark for revisiting the G1000 platform and this video defiantly helped me understand more about the operations of the system and not just a generic workbook. Great video.
After having seen too many Videos where supposed experts are jumping around with their mouse on the dashboard and are just seeking to proof their expertise by explaining too many things at once I am deeply impressed by the cool and focused video and comments from Mark. Chapeau!!
Thank You Mark. Great job done. I found Your tutorial very expressive and clear at pace I can follow as not my native language. Apart from a lot of messy crap found around here.
Thanks Mark. This is where I screw up. I did the same flight. And I caught myself when you had to change to the final approach fix altitude and get to 1900 ft. I had the video going as I flew.
This is a lot harder than it looks. Part of the problem is it builds slowly and crescendos. The closer you get to the approach, the faster things get. It catches you off guard. The secret (and I'm still working on this) is to stay ahead of the action. You need to anticipate what atc is going to tell you to do by having things ready to go. One thing that has helped me lately is to take advantage of the design of the approach. Each phase has a specific purpose and it's during that phase that you need to do certain things. For example, the Intermediate Approach phase (From the IP to FAF) is designed to give you time to get the airplane configured for the glideslope descent so you should get your flaps out and trim for landing always thinking about how to reduce your workload. Having real or mental checklists for each of these phases really makes a difference too. All of these things is what keeps me doing this. It is so much fun, especially when you get everything right. Just keep at it. The reward is great!
Thank you Mark. I really enjoy your tutorials as I'm still learning myself and finding I'm having the same issues as you in trying to learn the G1000 and Pilot2ATC. Great job!
A very clear and concise explanation, and done within 20 minutes. I'd been having some issues after quite a bit of time away from XP, and you brought everything back into focus for me, and I'm sure I'll have a blast with the G1000 now. Thanks very much. A well earned subscription!
Mark. Thank you so much. This is one of the best examples I’ve seen. Everything is explained fully at a slow pace and I need that. BTW your voice rocks man. Calming.
Outstanding work man... Thanks on so many levels. Got my instrument rating on a /A platform. (A cherokee cadet). This makes transitioning so much easier!
Mark. Thank you for this really great video. . This is the best video, thanks to the way you present and explain stuff! I hope you continue to put out training tutorials, as you are an excellent teacher!! :) /David.
So Mark. Now that I understand for the X-plane G1000 (I did this flight on X-Plane 12. really no difference) I'm going to try the same techniques to MSfS 2020. Though I like x-plane better. As you said, stay ahead of the game. Great tutorial. Better the slow explanations than others. Now I am going to try the missed approach. I just wanted land with the glide slope from final fix altitude of which makes sense now to get it captured. And as well I fully understand the OBS technique if off course from your other tutorial videos. Great. Keep coming with other tutorials. I'll keep watch.
Excellent! You should see no major differences with MSFS. Obviously the nxi is a bit different from the X1000 but flying the approach should be identical. Good luck!
A slight amendment to the video: After crossing the IAF, you can either descend to the published FAF altitude (as I do in the video) or just hold the IAF alt (which is what the autopilot will do) as you fly into the glideslope. Either way, what's important is that you don't descend below FAF altitude UNTIL you capture the glideslope. There are two ways you can miss GS capture: If you are too high when you get green needles, you will never cross the beam and therefore never capture. The other way you can miss it is to start descending too early and therefore never cross the glideslope. Always fly level until you get GS capture, then ride the beam from there.
Just to let you know, auto pilot should only be engaged 800ft above ground so when you do a missed approach, make sure you are above 800ft all before engaging AP.
The thing to note is that on selection of the ils approach it pre populates the radio freq .....when you arrive at the final fix it switches to the VOR ie green needles you need to ensure the switched freq is correct ie both freq are the same
Mark thanks for another great training video.I have talked with you before as I was starting out with xplane 11 and Pilot2atc with the cirrus sf 50 and trying to get it to all work together.What a challenge.You videos have been vary helpful.I would like to learn the missed approach with a holding pattern and the b c on the g1000.
Mark...my head is bursting....got up at 5am....my wife says "You're ATE UP"....I can not disagree with her kind remarks....I was taught many years ago that if a person is older than the person he is addressing it is ok to use the younger persons first name..I'm old, my name is Jeffrey Bennett but for your toil and pain you may call me Jeffro, they call me that because I'm as dumb as Jethro Bodine, and I'm pretty sure your old enough to know who that is.! I'm from So. IN., directly across the Ohio River from Louisville Kentucky..and that's a long story in itself. I ran into this excellent video by just pure accident and lots of watching other videos by I'm sure "ATE UP" people like me..it's actually painful.! Anyhow thanks for your , I'm sure painful, video. This one is the only one I've seen of yours, but I plan on watching many more, and by just listening to your voice you sound like a person that got caught up in this world of painful work that is not exactly "real work", ha ha. I've always wanted to fly planes, but cost and time were not on my side, with all the family demands I had helping raise two costly, and I might add, 2 wonderful daughters with I.Q.'s, well let's just say, much higher than this old man's. I'll be 73 in a couple of months, fighting this most hateful virus, and with other issues. I'm using Microsoft FS2020, with a rather cheap joystick ( I need more time with the sensitivity on it) that is kinda hard to smoothly operate. So I have some problems just to start with. I'm just getting into the OTJ instrument venture and man'o'man I've like crashed and mangled a many of Virtual air'o'plane!! I'm a deadman in sooo many different ways! But Mark I'm a gonna watch your video's until my wife quits "rolling her eyes" every time she walks by and watch until my eyes go completely in a permanent BLUR!! Thanks Mark, I know I'm a very windy old man, so until next time, my best to you sir in your adventures!!
The minimum is given as 2 figures the first is QNH ie regional bar a the second is with QFE ie in ref to the airfield datum often there isn't a big diff between the 2 figures however in the real world approaches are flown on QFE , also note that unless your in good practice you would round up the decision figure ....thanks for the vedio
Off Topic Mark. I love your videos. Very informative. I updated 12.05 recently like this last Friday from a notification to go to 12.06. I did that. When I restarted X-Plane, I am not getting a FPS or any other Data Output. Any thoughts?
Well, you should look in the Developer tab (I think) where you can select data output values to be displayed and see if FPS is checked?? An update certainly shouldn't mess with any of this but that's a good starting place. I updated Friday night too and didn't have anything like that happen to me. The only thing I found was World Traffic no longer worked and I went to their site to see that they had a fix for that.
What I would’ve liked to see you do is get to the missed approach point and enter the hold. I was wondering if the GPS on the G 1000 was set up for an automatic hold, or you would’ve had to do it manually with your heading bug. Maybe you can show that in another video. What are the thing is I would like to see is how to set up and use VNAV for a GPS approach.
Hi Trucker. Yes, the 1000 can follow a hold. If I remember, it's a little buggy at times and it doesn't always enter the hold properly. I usually fly into it by hand and activate it once I get established. I do have a video demonstrating flying VNV on an approach step-down: th-cam.com/video/EcdzN14fHSA/w-d-xo.html
So Mark. Your videos are so easy to follow. You did a ILS VNAV approach. What about an RNAV approach to your runway? And the X-Plane seems more intuitive to use than the MSFS newest g1000 nxi. Yes I know how I would now how to set my distance on x-plane from 10 miles out. But how would I change my MSFS from 10 miles out? X-plane is easier to use in that respect. I love x-plane 11 and 12.Just to see which g1000 is easier to set the flight plans from one to another. If you understand what I am asking. I have all 3 platforms. X-plane 11, 12 and MSFS. I prefer x-plane 11 and 12 over the MSFS platform because MSFS is more eye candy. X-plane is better on flight models accuracy. And X-Plane 12 will just improve over time. Do you aggrege?
Hi cwood, RNAV with VNAV shouldn't be any different from ILS since VNAV stops at the faf so I don't see the value in another video. As for the differences between the X1000 and the G1000nxi with respect to VNAV, I can't say I've noticed anything that kept me from successfully using it. There are some minor things. For whatever reason, the nxi doesn't show ALTV next to the altitude tape the way it did when it was first introduced. That's a bit odd. Also, setting VNAV more than 5 minutes from the TOD seems to work fine in the nxi and doesn't time out the way the X1000 does/did (I haven't tried it lately). Working Title has done a great job with the nxi and at this point, I believe it to be superior than the X1000 in general. I do see LR has made some significant improvement on the X1000 (DirectTo works much more realistically now) and hopefully they are not done. One real aggravation I have with entering flight plans in the nxi is WT did not implement the File Catalog feature which allows you to load flight plans from a saved file. That really stinks! I don't really get much into the "which sim is better" debate. I think both are improving and will continue to do so. I think competition is a wonderful thing and hope both these sims succeed. Hope I've addressed your questions. Thank you so much for watching my videos. UPDATE Just flew an ils approach using VNAV in X-Plane. VNAV no longer times out beyond 5 minutes from TOD like it used to. That is very good news and works like the nxi now in that respect. At this point I would say VNAV works better in X-Plane than it does in MSFS.
Great training video.Thanks.I will watch this several times.I have been trying to fly the ils24 loc into Cleveland with the LLROY trans in the cirrus sf50 I get to the point of picking up the loc and it just goes off course on its own with no glide slope after pushing the approach key on the g1000..Have you had any issues like this .I am going to try it in the 172 to see if that works.I amusing Pilot2atc.
Hi David. The time to hit the APR button is right after green needles and you need to be under glide slope at that point so you fly into the beam. If you are too high you could miss the glide slope lock. You should see white GS in the annunciator part of the G1000 as well as LOC. If both of these are not green, you are not locked. Hope that helps
Another excellent video, Mark! Extremely helpful! The one issue I have with navigation is sequencing the GPS from cross country cruise waypoints to the start of a published approach. In my mind it seems like I should be able to setup the Garmins to go from the last cruise waypoint to the first approach waypoint. But it seems that I must be ready when nearing that first approach waypoint to activate the aproach manually before reaching that first waypoint. Is it not possible for the Garmins to sequence from cruise waypoints to approach waypoints without pilot intervention? Thanks again for all your help!
Hi Scott. Good to hear from you. I haven't been flying the G1000 for a while so I'm a bit rusty and I haven't experimented since reading your comment. My thought is maybe VNAV would give you more the "automatic" behavior you are seeking?? I never have gotten comfortable enough with VNAV to fully trust it. I like to fly the approach more by hand but still using AP but maybe putting those approach alts into VNAV is a better way. I'll do some flights and experiment with that If you do the same, let me know how that goes. I've been flying the G430 exclusively for a couple months now (cause that's what's in the Arrow III I'm flying) so I have gotten a bit out of practice. I picked up the Hold My Beer Cirrus SR22 which has a great G1000 (Perspective actually) so if I can pull myself away from the Piper, that would be a great airplane to practice these techniques. Thanks again for the thoughts on this. Cheers! -mark
No, I don't like having hardware that emulates specific equipment. I just built a panel of dual encoders to replace my knobster. To me, that's a better approach.
Mark I appreciate the videos have learned some things from them.I have a question do you use Navigraph and have you had any issues trying to update it to xplane and pilot2atc?Again thanks
Mark thanks for the help in the past.At 3:10 in this video you set the minimum descent altitude.How did you do that as I have to click the mouse for every 10 feet I cannot get it to set it the altitude any faster than that. Also I tried to file an ifr flight plan from Kgsh non towered and a release with pilot2atc and after several tries I got departure and filed after taxing to runway 27 I was never able get a release from act .Have you experienced this and do you have any suggestions? Also after watching your videos I rented a diamond da40 and flew from Kgsh to KORD and back.I felt it necessary to take a flight instructor with me as I have not flown for about 4years and have not flown in actual ifr in probably 15 years.The trip went fairly well except they vectored us to runway 10center at a 90 degree intercept and I flew right threw it .We were close to the faf .I caught it quick but not a good thing to happen there.Thanks for the help Dave Mullet
Hi David. About setting min descent: can't you use the mouse scroll wheel rather than clicking? I use Knobster rather than the mouse for this so it's not an issue for me. As for getting IFR Release from a non-towered airport, I normally use the closest center controller (departure should work too) and say "Ready to copy IFR clearance". That should give you the IFR Release. Odd that a controller would vector you on a 90 degree intercept close to FAF. They normally try to keep you around 45 degrees. What did your instructor have to say about it?
Mark Fletcher We actually had a visual at KORD when at the 90 deg intercept.I activeded the ils to be sure I was landing on the correct runway .The wheel did work thanks.
Mark good video.When I go into Kord I get vectors to final.Then I am cleared for the approach.Pilot2atc already has the ILS loaded.This is where this sometimes goes good or bad??? What is the procedure from that point .I go to autopilot nav then activate approach then then when it goes to LOC I push the apr button to activate the glide slope which I think is correct however sometimes it just goes off to no where.Do you have any suggestions? Another good video thanks.
Hi David, If you are getting green needles automatically then you are certainly in range of the localizer. You haven't mentioned your altitude. Remember, an ILS is BOTH lateral and vertical. Just because you are capturing the LOC, you will only capture GS if you are UNDER it so as to fly into it. You should be careful that you are at the published altitude and hold it there as you leave the IAF so that you will be under GS as you come into FAF. There are two ways to check this: the GS indicator should be pegged at the top when you get green needles. The other way to tell is to zoom into the runway threshold where you should see all red on the PAPI lights indicating that you are truly under glideslope. If you are getting white GS but it never goes green, it is most likely that you are too hign (above GS). You can kick off AP and aggressively descend until you center the GS indicator and then reengage the autopilot or just fly it on in by hand. Next time you try this, watch carefully what you see on the altitude tape. When you get green needles, watch where the GS diamond is (should be all the way at the top) and make sure you keep your altitude constant in the IAF-FAF leg which will ensure you fly into the GS. Hope that helps.
Mark Fletcher Mark I found why xplane has been giving me headaches .There was a box checked in the flight setup that says get me lost.This has been giving me fits I believe.I am a pilot with interment and commercial ratings.I couldn’t figure out what was going wrong.I haven’t used the g1000 much though.Thanks
@@davidmullet1030, Wow! I can imagine that would cause you problems. You have to pay close attention to little boxes that you find checked. I was pulling my hair out the other night because my default forward view suddenly was out the LEFT WING! I took me half an hour to realize I had somehow set the lateral offset in the monitor setup to -60 degrees. Glad you figured it out. BTW, Max Trescott has a good book on the G1000. I just bought it. Highly recommend it.
Mark Fletcher ya it would fly just fine about 25% of the time and la la land.I found it just at a glance in customize flight.It was one of those what the hell is that moments.Now xplane has me on the 11.506 beta I think it is.Probably another adventure with crashes.Thanks for the videos .Keep them coming.Dave
Been watching your video every day, and it has been extremely helpful. I use KDET as my home base and fly back and forth between there and KPTK, I know the land marks in the area. In trying to shoot an ILS approach to KDET RW 04 from KPTK I see on the MFM the initial item in the Proc list is Proc turn, and there is a magenta loop at the beginning of the approach path. If I activate the approach prior to arriving at the Proc turn I pass the turn and head to MADDS but when I get there the plane turns around and look like it going back to the turn but just gets back on the line to KPTK. I have done this any number of times and tried different things but nothing works. When setting up the Approach the only I get 2 vectors one of which is the Proc turn. Have seen this Proc turn before, if so how do you handle it. Or,, a bug??? (I'm betting on pilot error.
I'm confused here John. I'm trying to reproduce your flight and there is no RW04 at KDET?? I'm not finding a MADDS waypoint anywhere either?? Am I just having a bad day here? Please rescue me here my friend! What am I missing? Let me know and I'll try to reproduce your situation. Thanks!
I am more confused than you, by far. Flying KPTK (RW 18)to KDET(RW 15). In Proc selected for KDET ILS15 , Vector MADDS , Baro 900. I Load the Procedure. But when I look at the FLP I see at the top of the procedure list the term proc turn which is not on the approach plate for KDET. I have tried activating the proc before MADDDS after passing the turn but then the plane turns back north. If I hit APR prior to the proc turn the plane just circles round and round at the turn. Sorry for the bum info in previous msg . Thanks for the quick response@@markfletcher4579
Hi John, I just made a video on this: th-cam.com/video/BAfH0UrLB9s/w-d-xo.html I used runway 33 rather than 15 because from the North-East (KPTK), you wouldn't need the procedure turn as 15 is along your path of travel anyway. Hopefully the video will make sense to you. Let me know if you have questions.
@@markfletcher4579 Thanks so much for the video, it really helped, but I have a couple of questions: Is there some rule regarding procedure turns that caused you to choose RW 33 rather than 15. Could you have used RW 15. Next, when did you activate the approach? Did you enter and activate the proc before takeoff, or did to activate in flight and when? I learned another thing- hitting the APR button does not activate the approach, I think it just tells to AP to use it. I think that alone caused me lots of problems. Thanks again for your help
Another great tutorial David. No more circling aimlessly outside the glide slope for me. I have watched Philip Ringler's tutorials and they really are another level. I would recommend watching your tutorials first then watch Philip Ringler's a week later when you have a better understanding of VNAV.
Yes, Philip is definitely at another level! He's the gold standard! Glad my stuff has been helpful to you. Thank you
@@markfletcher4579 Apologies are in order here Mark, i called you David by mistake :(
I've been called worse! :)
Thank you Mark for revisiting the G1000 platform and this video defiantly helped me understand more about the operations of the system and not just a generic workbook. Great video.
Excellent for those of us who are not RT aviators. Clearly explained, and the index to the video is a valuable aid. Thanks for this!
It was your explanation that made everything come together for me. Thanks Mark, my IR just got easier!
Great to hear!
After having seen too many Videos where supposed experts are jumping around with their mouse on the dashboard and are just seeking to proof their expertise by explaining too many things at once I am deeply impressed by the cool and focused video and comments from Mark. Chapeau!!
Thanks Arnold. I know just what you are referring to. I thought I was the only one who felt as you do. Nice to know I have company.
Thank You Mark. Great job done. I found Your tutorial very expressive and clear at pace I can follow as not my native language. Apart from a lot of messy crap found around here.
Thanks Mark. This is where I screw up. I did the same flight. And I caught myself when you had to change to the final approach fix altitude and get to 1900 ft. I had the video going as I flew.
This is a lot harder than it looks. Part of the problem is it builds slowly and crescendos. The closer you get to the approach, the faster things get. It catches you off guard. The secret (and I'm still working on this) is to stay ahead of the action. You need to anticipate what atc is going to tell you to do by having things ready to go. One thing that has helped me lately is to take advantage of the design of the approach. Each phase has a specific purpose and it's during that phase that you need to do certain things. For example, the Intermediate Approach phase (From the IP to FAF) is designed to give you time to get the airplane configured for the glideslope descent so you should get your flaps out and trim for landing always thinking about how to reduce your workload. Having real or mental checklists for each of these phases really makes a difference too. All of these things is what keeps me doing this. It is so much fun, especially when you get everything right.
Just keep at it. The reward is great!
Thank you Mark. I really enjoy your tutorials as I'm still learning myself and finding I'm having the same issues as you in trying to learn the G1000 and Pilot2ATC. Great job!
A very clear and concise explanation, and done within 20 minutes. I'd been having some issues after quite a bit of time away from XP, and you brought everything back into focus for me, and I'm sure I'll have a blast with the G1000 now.
Thanks very much. A well earned subscription!
Errrr Cecee
Super informative video! Thank you for making it!
Glad you enjoyed it Dean
Thank you Mark. Things I've struggled with approaches you summed up and explained brilliantly. definite thumbs up.
Mark. Thank you so much. This is one of the best examples I’ve seen. Everything is explained fully at a slow pace and I need that. BTW your voice rocks man. Calming.
thank you this is the first video to show me what i needed to learn. Thank you for being thorough.
Thank you
You are the best trainer I watched.
Outstanding work man... Thanks on so many levels. Got my instrument rating on a /A platform. (A cherokee cadet). This makes transitioning so much easier!
Mark. Thank you for this really great video. . This is the best video, thanks to the way you present and explain stuff! I hope you continue to put out training tutorials, as you are an excellent teacher!! :) /David.
Thank you David. Glad you enjoy it.
Very clear, very helpful, thank you so much.. Chris
So Mark. Now that I understand for the X-plane G1000 (I did this flight on X-Plane 12. really no difference) I'm going to try the same techniques to MSfS 2020. Though I like x-plane better. As you said, stay ahead of the game. Great tutorial. Better the slow explanations than others. Now I am going to try the missed approach. I just wanted land with the glide slope from final fix altitude of which makes sense now to get it captured. And as well I fully understand the OBS technique if off course from your other tutorial videos. Great. Keep coming with other tutorials. I'll keep watch.
Excellent! You should see no major differences with MSFS. Obviously the nxi is a bit different from the X1000 but flying the approach should be identical. Good luck!
Nice clear instructions - helped me confirm a few things. Thank you!
Very helpful. Many thanks.
A slight amendment to the video: After crossing the IAF, you can either descend to the published FAF altitude (as I do in the video) or just hold the IAF alt (which is what the autopilot will do) as you fly into the glideslope. Either way, what's important is that you don't descend below FAF altitude UNTIL you capture the glideslope. There are two ways you can miss GS capture: If you are too high when you get green needles, you will never cross the beam and therefore never capture. The other way you can miss it is to start descending too early and therefore never cross the glideslope. Always fly level until you get GS capture, then ride the beam from there.
Great job, I like the way you explain things. :)
Just to let you know, auto pilot should only be engaged 800ft above ground so when you do a missed approach, make sure you are above 800ft all before engaging AP.
The thing to note is that on selection of the ils approach it pre populates the radio freq .....when you arrive at the final fix it switches to the VOR ie green needles you need to ensure the switched freq is correct ie both freq are the same
Mark thanks for another great training video.I have talked with you before as I was starting out with xplane 11 and Pilot2atc with the cirrus sf 50 and trying to get it to all work together.What a challenge.You videos have been vary helpful.I would like to learn the missed approach with a holding pattern and the b c on the g1000.
Excellent
Mark...my head is bursting....got up at 5am....my wife says "You're ATE UP"....I can not disagree with her kind remarks....I was taught many years ago that if a person is older than the person he is addressing it is ok to use the younger persons first name..I'm old, my name is Jeffrey Bennett but for your toil and pain you may call me Jeffro, they call me that because I'm as dumb as Jethro Bodine, and I'm pretty sure your old enough to know who that is.! I'm from So. IN., directly across the Ohio River from Louisville Kentucky..and that's a long story in itself. I ran into this excellent video by just pure accident and lots of watching other videos by I'm sure "ATE UP" people like me..it's actually painful.! Anyhow thanks for your , I'm sure painful, video. This one is the only one I've seen of yours, but I plan on watching many more, and by just listening to your voice you sound like a person that got caught up in this world of painful work that is not exactly "real work", ha ha. I've always wanted to fly planes, but cost and time were not on my side, with all the family demands I had helping raise two costly, and I might add, 2 wonderful daughters with I.Q.'s, well let's just say, much higher than this old man's. I'll be 73 in a couple of months, fighting this most hateful virus, and with other issues. I'm using Microsoft FS2020, with a rather cheap joystick ( I need more time with the sensitivity on it) that is kinda hard to smoothly operate. So I have some problems just to start with. I'm just getting into the OTJ instrument venture and man'o'man I've like crashed and mangled a many of Virtual air'o'plane!! I'm a deadman in sooo many different ways! But Mark I'm a gonna watch your video's until my wife quits "rolling her eyes" every time she walks by and watch until my eyes go completely in a permanent BLUR!! Thanks Mark, I know I'm a very windy old man, so until next time, my best to you sir in your adventures!!
The minimum is given as 2 figures the first is QNH ie regional bar a the second is with QFE ie in ref to the airfield datum often there isn't a big diff between the 2 figures however in the real world approaches are flown on QFE , also note that unless your in good practice you would round up the decision figure ....thanks for the vedio
Off Topic Mark. I love your videos. Very informative. I updated 12.05 recently like this last Friday from a notification to go to 12.06. I did that. When I restarted X-Plane, I am not getting a FPS or any other Data Output. Any thoughts?
Well, you should look in the Developer tab (I think) where you can select data output values to be displayed and see if FPS is checked?? An update certainly shouldn't mess with any of this but that's a good starting place. I updated Friday night too and didn't have anything like that happen to me. The only thing I found was World Traffic no longer worked and I went to their site to see that they had a fix for that.
What I would’ve liked to see you do is get to the missed approach point and enter the hold. I was wondering if the GPS on the G 1000 was set up for an automatic hold, or you would’ve had to do it manually with your heading bug. Maybe you can show that in another video. What are the thing is I would like to see is how to set up and use VNAV for a GPS approach.
Hi Trucker. Yes, the 1000 can follow a hold. If I remember, it's a little buggy at times and it doesn't always enter the hold properly. I usually fly into it by hand and activate it once I get established.
I do have a video demonstrating flying VNV on an approach step-down: th-cam.com/video/EcdzN14fHSA/w-d-xo.html
So Mark. Your videos are so easy to follow. You did a ILS VNAV approach. What about an RNAV approach to your runway? And the X-Plane seems more intuitive to use than the MSFS newest g1000 nxi. Yes I know how I would now how to set my distance on x-plane from 10 miles out. But how would I change my MSFS from 10 miles out? X-plane is easier to use in that respect. I love x-plane 11 and 12.Just to see which g1000 is easier to set the flight plans from one to another. If you understand what I am asking. I have all 3 platforms. X-plane 11, 12 and MSFS.
I prefer x-plane 11 and 12 over the MSFS platform because MSFS is more eye candy. X-plane is better on flight models accuracy. And X-Plane 12 will just improve over time. Do you aggrege?
Hi cwood,
RNAV with VNAV shouldn't be any different from ILS since VNAV stops at the faf so I don't see the value in another video. As for the differences between the X1000 and the G1000nxi with respect to VNAV, I can't say I've noticed anything that kept me from successfully using it. There are some minor things. For whatever reason, the nxi doesn't show ALTV next to the altitude tape the way it did when it was first introduced. That's a bit odd. Also, setting VNAV more than 5 minutes from the TOD seems to work fine in the nxi and doesn't time out the way the X1000 does/did (I haven't tried it lately). Working Title has done a great job with the nxi and at this point, I believe it to be superior than the X1000 in general. I do see LR has made some significant improvement on the X1000 (DirectTo works much more realistically now) and hopefully they are not done. One real aggravation I have with entering flight plans in the nxi is WT did not implement the File Catalog feature which allows you to load flight plans from a saved file. That really stinks! I don't really get much into the "which sim is better" debate. I think both are improving and will continue to do so. I think competition is a wonderful thing and hope both these sims succeed. Hope I've addressed your questions. Thank you so much for watching my videos.
UPDATE
Just flew an ils approach using VNAV in X-Plane. VNAV no longer times out beyond 5 minutes from TOD like it used to. That is very good news and works like the nxi now in that respect. At this point I would say VNAV works better in X-Plane than it does in MSFS.
Thanks it really helped!
Great training video.Thanks.I will watch this several times.I have been trying to fly the ils24 loc into Cleveland with the LLROY trans in the cirrus sf50 I get to the point of picking up the loc and it just goes off course on its own with no glide slope after pushing the approach
key on the g1000..Have you had any issues like this .I am going to try it in the 172 to see if that works.I amusing Pilot2atc.
Hi David. The time to hit the APR button is right after green needles and you need to be under glide slope at that point so you fly into the beam. If you are too high you could miss the glide slope lock. You should see white GS in the annunciator part of the G1000 as well as LOC. If both of these are not green, you are not locked. Hope that helps
Mark Fletcher will do thank you
Another excellent video, Mark! Extremely helpful! The one issue I have with navigation is sequencing the GPS from cross country cruise waypoints to the start of a published approach. In my mind it seems like I should be able to setup the Garmins to go from the last cruise waypoint to the first approach waypoint. But it seems that I must be ready when nearing that first approach waypoint to activate the aproach manually before reaching that first waypoint. Is it not possible for the Garmins to sequence from cruise waypoints to approach waypoints without pilot intervention? Thanks again for all your help!
Hi Scott. Good to hear from you. I haven't been flying the G1000 for a while so I'm a bit rusty and I haven't experimented since reading your comment. My thought is maybe VNAV would give you more the "automatic" behavior you are seeking?? I never have gotten comfortable enough with VNAV to fully trust it. I like to fly the approach more by hand but still using AP but maybe putting those approach alts into VNAV is a better way. I'll do some flights and experiment with that If you do the same, let me know how that goes.
I've been flying the G430 exclusively for a couple months now (cause that's what's in the Arrow III I'm flying) so I have gotten a bit out of practice.
I picked up the Hold My Beer Cirrus SR22 which has a great G1000 (Perspective actually) so if I can pull myself away from the Piper, that would be a great airplane to practice these techniques.
Thanks again for the thoughts on this.
Cheers!
-mark
Mark. Have you looked into getting the Reality xp gtn 750 for XP. Looks pretty slick. Its cheaper than the version for MSFS.
No, I don't like having hardware that emulates specific equipment. I just built a panel of dual encoders to replace my knobster. To me, that's a better approach.
Mark I appreciate the videos have learned some things from them.I have a question do you use Navigraph and have you had any issues trying to update it to xplane and pilot2atc?Again thanks
Hi David. No, I do not have a Navigraph subscription
Mark thanks for the help in the past.At 3:10 in this video you set the minimum descent altitude.How did you do that as I have to click the mouse for every 10 feet I cannot get it to set it the altitude any faster than that. Also I tried to file an ifr flight plan from Kgsh non towered and a release with pilot2atc and after several tries I got departure and filed after taxing to runway 27 I was never able get a release from act .Have you experienced this and do you have any suggestions?
Also after watching your videos I rented a diamond da40 and flew from Kgsh to KORD and back.I felt it necessary to take a flight instructor with me as I have not flown for about 4years and have not flown in actual ifr in probably 15 years.The trip went fairly well except they vectored us to runway 10center at a 90 degree intercept and I flew right threw it .We were close to the faf .I caught it quick but not a good thing to happen there.Thanks for the help Dave Mullet
Hi David. About setting min descent: can't you use the mouse scroll wheel rather than clicking? I use Knobster rather than the mouse for this so it's not an issue for me. As for getting IFR Release from a non-towered airport, I normally use the closest center controller (departure should work too) and say "Ready to copy IFR clearance". That should give you the IFR Release. Odd that a controller would vector you on a 90 degree intercept close to FAF. They normally try to keep you around 45 degrees. What did your instructor have to say about it?
Mark Fletcher I thought the 90 degree intercept was different also.We were only at about 100 knots.will try the mouse wheel thanks
Mark Fletcher We actually had a visual at KORD when at the 90 deg intercept.I activeded the ils to be sure I was landing on the correct runway .The wheel did work thanks.
Mark good video.When I go into Kord I get vectors to final.Then I am cleared for the approach.Pilot2atc already has the ILS loaded.This is where this sometimes goes good or bad??? What is the procedure from that point .I go to autopilot nav then activate approach then then when it goes to LOC I push the apr button to activate the glide slope which I think is correct however sometimes it just goes off to no where.Do you have any suggestions? Another good video thanks.
Hi David,
If you are getting green needles automatically then you are certainly in range of the localizer. You haven't mentioned your altitude. Remember, an ILS is BOTH lateral and vertical. Just because you are capturing the LOC, you will only capture GS if you are UNDER it so as to fly into it. You should be careful that you are at the published altitude and hold it there as you leave the IAF so that you will be under GS as you come into FAF. There are two ways to check this: the GS indicator should be pegged at the top when you get green needles. The other way to tell is to zoom into the runway threshold where you should see all red on the PAPI lights indicating that you are truly under glideslope. If you are getting white GS but it never goes green, it is most likely that you are too hign (above GS). You can kick off AP and aggressively descend until you center the GS indicator and then reengage the autopilot or just fly it on in by hand. Next time you try this, watch carefully what you see on the altitude tape. When you get green needles, watch where the GS diamond is (should be all the way at the top) and make sure you keep your altitude constant in the IAF-FAF leg which will ensure you fly into the GS.
Hope that helps.
Mark Fletcher Thanks Mark
Mark Fletcher Mark I found why xplane has been giving me headaches .There was a box checked in the flight setup that says get me lost.This has been giving me fits I believe.I am a pilot with interment and commercial ratings.I couldn’t figure out what was going wrong.I haven’t used the g1000 much though.Thanks
@@davidmullet1030, Wow! I can imagine that would cause you problems. You have to pay close attention to little boxes that you find checked. I was pulling my hair out the other night because my default forward view suddenly was out the LEFT WING! I took me half an hour to realize I had somehow set the lateral offset in the monitor setup to -60 degrees. Glad you figured it out. BTW, Max Trescott has a good book on the G1000. I just bought it. Highly recommend it.
Mark Fletcher ya it would fly just fine about 25% of the time and la la land.I found it just at a glance in customize flight.It was one of those what the hell is that moments.Now xplane has me on the 11.506 beta I think it is.Probably another adventure with crashes.Thanks for the videos .Keep them coming.Dave
Been watching your video every day, and it has been extremely helpful. I use KDET as my home base and fly back and forth between there and KPTK, I know the land marks in the area. In trying to shoot an ILS approach to KDET RW 04 from KPTK I see on the MFM the initial item in the Proc list is Proc turn, and there is a magenta loop at the beginning of the approach path. If I activate the approach prior to arriving at the Proc turn I pass the turn and head to MADDS but when I get there the plane turns around and look like it going back to the turn but just gets back on the line to KPTK. I have done this any number of times and tried different things but nothing works. When setting up the Approach the only I get 2 vectors one of which is the Proc turn. Have seen this Proc turn before, if so how do you handle it. Or,, a bug??? (I'm betting on pilot error.
I'm confused here John. I'm trying to reproduce your flight and there is no RW04 at KDET?? I'm not finding a MADDS waypoint anywhere either?? Am I just having a bad day here? Please rescue me here my friend! What am I missing? Let me know and I'll try to reproduce your situation.
Thanks!
I am more confused than you, by far. Flying KPTK (RW 18)to KDET(RW 15). In Proc selected for KDET ILS15 , Vector MADDS , Baro 900. I Load the Procedure. But when I look at the FLP I see at the top of the procedure list the term proc turn which is not on the approach plate for KDET. I have tried activating the proc before MADDDS after passing the turn but then the plane turns back north. If I hit APR prior to the proc turn the plane just circles round and round at the turn. Sorry for the bum info in previous msg . Thanks for the quick response@@markfletcher4579
BTW I am using plates from Skyvector
Hi John,
I just made a video on this: th-cam.com/video/BAfH0UrLB9s/w-d-xo.html
I used runway 33 rather than 15 because from the North-East (KPTK), you wouldn't need the procedure turn as 15 is along your path of travel anyway. Hopefully the video will make sense to you. Let me know if you have questions.
@@markfletcher4579 Thanks so much for the video, it really helped, but I have a couple of questions: Is there some rule regarding procedure turns that caused you to choose RW 33 rather than 15. Could you have used RW 15. Next, when did you activate the approach? Did you enter and activate the proc before takeoff, or did to activate in flight and when? I learned another thing- hitting the APR button does not activate the approach, I think it just tells to AP to use it. I think that alone caused me lots of problems.
Thanks again for your help
Mark aren’t you Homeboy in aces high?
Yep
Still using your ch products map 👍.
@@garysherwood3136 Ha! Yes I am.
Me too. Great map. Everything at your fingertips.
tutorial? not so -- slow down and explain EVERY click you make -- i am sure one or two get skipped based on the mess i get into
Bernard, what specifically are you having trouble with? Maybe I or some of the other viewers can help. Thanks for watching!