...you can put the same DIR TO waypoint into the FMS again once you are approximately established on the inbound track

 

This is what I've been doing, what you do is press the LSK next to the wpt you need to go DTO, that brings it down into the scratch pad and then just press the LSK again. Now you have the wpt in the plan twice back to back so do direct to and select the 2nd occurrence of it, the FMS will still try to intercept the leg between the two wpts but since the leg between ZIMMR and ZIMMR for example is zero-length the FMS doesn't have any choice but to fly you direct to it. Works, not saying it's correct but it gets the job done.

Give me that XLS+ and I will fly you anywhere, direct or otherwise

It's not even close to ready for anyone to touch. That's an early development version that's missing a ton, including but not limited to proper texturing. I just grabbed it because it's at least got a VC with Proline 21 in it.

 

Vaughn,

 

Here's what your DTO should have looked like in the Carenado... pay particular attention to the needle.

 

This is what I've been doing, what you do is press the LSK next to the wpt you need to go DTO, that brings it down into the scratch pad and then just press the LSK again. Now you have the wpt in the plan twice back to back so do direct to and select the 2nd occurrence of it, the FMS will still try to intercept the leg between the two wpts but since the leg between ZIMMR and ZIMMR for example is zero-length the FMS doesn't have any choice but to fly you direct to it. Works, not saying it's correct but it gets the job done.

Yes, thanks for confirming. I have been away at dental for a few hours so have not tested .. but I will.

I will get an on coarse heading (vectors/ initial turns etc) to the DTO waypoint first and then activate the DTO. it .. and a second time or as needed.

That should get the job done with the current software.

 

 

Here's what your DTO should have looked like in the Carenado... pay particular attention to the needle.

 

Ed,

Thanks.

Ok, looking much better .. thanks for the follow up. Now I know what to look for.

 

I will do some testing with the last bits of information in the past few post also.

Other pilots may want to try the same test.

 

 

When you tested DTO (LNAV) in the CJ2 what exactly did you do to test it?

Were you on a flight plan?

What was the controllers DTO clearance for you that failed in the CJ2?

What do the actual regs say?

How did you determine that the DTO given to you failed the regs?

 

 

Did you send a tech support ticket to Carenado with your test results?

 

Edit:

Did you happen to take screeshots (or do a video) of your LNAV DTO test showing the test procedure and problem?

 

Good questions!

 

I was on a flight plan, properly entered and sequenced in the FMS, from KBOI to KSEZ. I was descending into KSEZ, and had Drake VOR and JUWSO left on the flightplan. I was directed to proceed DTO JUWSO, while still 20 miles from DRK.

 

When I selected JUWSO in the DTO page on the FMS, instead of turning 40-50 degrees left, the plane turned about 20 degrees left. It flew to a point between DRK and JUWSO, then, upon intercepting the line between the 2, it turned to fly direct to JUWSO. 

 

Based on the route the plane flew versus a true DTO line, I was about 15 miles off of what was anticipated by ATC. Out there, over the Arizona desert, not a big deal. Over a much more dense area, or airspace, that's a HUGE deal. I cannot quote the regs. What I do know is when a controller gives you a vector or DTO instruction, they expect you to be much closer than 10-15 miles off the assigned route.

 

I didn't take any screenies or video, and I did not report it to Carenado. They haven't fixed the issue from previous planes, so I had no expectation they would with this one, either.

 

Bear in mind, for the most part, I am very satisfied with the CJ2. I just know it isn't a study-level sim, so certain imperfections are to be expected and tolerated.

 

 

Bear in mind, for the most part, I am very satisfied with the CJ2. I just know it isn't a study-level sim, so certain imperfections are to be expected and tolerated.

 

Yes, I agree.

And thanks for the other answers in your post.

FWIW, the FMS uses the underlying GPS system to store/execute the flight plan.  If you load a route with a newer DP/STAR, say KMIA WINCO2 LBV SRQ Q102 LEV BAYYY2 KHOU, then load another aircraft (Carenado TBM 850), the flight plan in the TBM G1000 will include all the waypoints from the prior flight plan albeit without any names.

 

Since the DTO doesn't really work for the default GPS, I would be surprised if it worked for the CJ2.

That may be Mark, I don't know what Carenado is using but that would explain a lot.

 

It's still a fun jet, if you simply accept the avionics/systems shortcomings.

Since the DTO doesn't really work for the default GPS, I would be surprised if it worked for the CJ2.

 

See my post #167 at the top of the page for a DTO workaround that will satisfy ATC. You're right about the underlying GPS system BTW and in fact if you enter the same wpt twice in a default FS .pln you can simulate DTO by selecting the zero-length leg between the two identical waypoints in the same manner using the default FS9 GPS. I just did a test to confirm, the problem in that case is of course that you can't modify the default FS flight plan on the fly short of opening it in PlanG or something, modifying it, and then reloading it. That's easily done with the Carenado FMS however without leaving the cockpit.

 

I uploaded a video of the 525 doing a pseudo DTO, watch on YouTube and expand the comment for full details:

https://www.youtube.com/watch?v=OKdkMJBmo9I

 

And here's a screenshot of the FS9 GPS in the default Lear 45 doing a psuedo-DTO just for fun:

 

Jim,

My first flight plan waypoint is POTER.
I did a DTO to GBN.
Looks good but hard to tell if their is any tracking error or not (for ATC flights/vectors).

I will add some Wx and use FS Commander's map to watch the actual track flown.


 

You keep doing a DTO at exactly the position that the intercept angle for the leg happens to coincide with the bearing of the waypoint.

Note there's no leg shown as "active" in green, that's because the leg it's intercepting is between GBN and GBN and it has no length.

Oh, so in fact he did a DTO and then a DTO. Not what his post said. LOL

I have students who do the same thing, "If I just hit enough buttons enough times it will do what I want."

 

99% of the time this leads to a flight freeze and a discussion...

v1.1 of the CJ2 is in work. I passed this along to the one who can make a difference. We will see what we get. Thanks everyone.

 

btw I am holding up the review submittal until we get the v1.1 update.

 

Ray

 

 

I have students who do the same thing, "If I just hit enough buttons enough times it will do what I want."

 

Just for info: In post #165 I quoted two comments I got on a DTO video.

 

"I DIR TO is normally not issued for such a big heading change. It rather used as a shortcut.
IF you get a DIR TO which requires such a large heading change, you can put the same DIR TO waypoint into the FMS again once you are approximately established on the inbound track.
BTW, even the A320 does a rather bad job in this case as well.
IRL in such a case I switch to HDG mode, dail in the approximate track and once I'm heading in the approximate direction I punch the DIR TO in.?


In this case, once you notice that you aren't heading exactly to the desired waypoint, you should enter it again as DIR TO.
That's how you would do it IRL.?"
 

Oh, so in fact he did a DTO and then a DTO. Not what his post said. LOL

 

Just for follow up:

No, I only did one DTO.

 

Watch Jim's video .