Just now, fppilot said:

purchase and implementation of a Garmin set of glass includes a pretty comprehensive "check ride" so to speak

You don't have to, but it's a darn good idea. You'd be surprised at some 'stupid pilot tricks' people get up to going out in avionics they're not trained in, but...it happens and sometimes with sad results, especially in IMC. The onus is ultimately on the pilot to learn and know all the nuances of their avionics - because also, except in brand new planes, no two installations are identical. It took me a year working with the avionics shop to get my Aspen + GNS530W + ADS-B gear working just the way I wanted - getting certain rheostats in a 50 year old Baron to play nice with the dimmer in a modern engine management display can take a lot of trial and error...

1 minute ago, cwburnett said:

You don't have to, but it's a darn good idea. You'd be surprised at some 'stupid pilot tricks' people get up to going out in avionics they're not trained in, but...it happens and sometimes with sad results, especially in IMC. The onus is ultimately on the pilot to learn and know all the nuances of their avionics - because also, except in brand new planes, no two installations are identical. It took me a year working with the avionics shop to get my Aspen + GNS530W + ADS-B gear working just the way I wanted - getting certain rheostats in a 50 year old Baron to play nice with the dimmer in a modern engine management display can take a lot of trial and error...

In prep for some of my rides I watched many hours of 3rd party videos, especially for the GNS series.  I am still astounded on occasion at what the GNS can accomplish that I expect 90+% of pilots with GNS units are not even aware of.

16 minutes ago, cwburnett said:

So, I just tested again....here are three images - first on track with AP on between PICIN and BEEAR (I don't name the fixes, lol...), then manually flying away from the track - we get 10nm away... and then just turning on the AP again and it never bounces me from GPS, just flies back to the course...

Interesting -- thanks for doing that!

It occurred to me that if you enter a hold under GPS capture, I guess the "GPS course" is now the inbound leg to the holding fix. And if you are doing a high altitude, high speed 260 Kt pattern with 4 min or longer legs, you could find yourself a good distance from both the fix and the course at some point when on the outbound leg. But you would still want the AP to fly the hold.

Al

Edited September 7, 20214 yr by ark

2 hours ago, ark said:

But you would still want the AP to fly the hold.

I think you are mixing up scenarios here...

1. Your original question about manually flying away from the GPS course on FD  only, and wondering if the NAV hold would be lost.

2.  This scenario where you are flying a GPS course with the Autopilot engaged.

Very different circumstances.. Number 2 is well within standard procedures.. Number 1 is a hypothetical that would not be covered by standard piloting guidelines..  Not sure you can draw any conclusions from this comparison..

1 hour ago, Bert Pieke said:

I think you are mixing up scenarios here...

1. Your original question about manually flying away from the GPS course on FD only, and wondering if the NAV hold would be lost.

2.  This scenario where you are flying a GPS course with the Autopilot engaged.

Very different circumstances.. Number 2 is well within standard procedures.. Number 1 is a hypothetical that would not be covered by standard piloting guidelines..  Not sure you can draw any conclusions from this comparison..

The point of the holding example was if you wanted the AP to fly the hold, you would still have to be in Nav capture despite your distance from the inbound course or the holding fix. Or, if you were hand flying the hold you would still like to have FD guidance. So either way it's again an issue of remaining in Nav capture despite off course distance. I'm assuming here what the GPS would use as the "course" is just the inbound leg. In other words, during the outbound leg you would see a CDI deviation (I may be wrong about that -- not sure ).

Al

Edited September 7, 20214 yr by ark

10 hours ago, dga711 said:

Make sure that you highlight the blank "_____" line below the header and then turn the inner FMS knob. Not the ORIGIN header itself.

Yes, that's it. Simple when you know how!

Cheers for the solution.

Stu

On 9/6/2021 at 5:57 PM, cwburnett said:

Only active modes should light up on hardware, not armed ones. Would appreciate reports of where this is not working as intended so we can try to address.

The APR led on my Honeycomb Bravo is not lighting up when the AP transitions from APR armed to APR active.  Other than that all my Bravo functions seem to work fine.

18 hours ago, ark said:

I'm assuming here what the GPS would use as the "course" is just the inbound leg.

Not on most avionics. The majority switch from providing guidance using the inbound to using the outbound and back again as you go around the hold.

-Matt

1 hour ago, MattNischan said:

Not on most avionics. The majority switch from providing guidance using the inbound to using the outbound and back again as you go around the hold.

-Matt

Interesting. As an experiment in P3D I entered and flew a holding pattern using the RXP GTN750, and on the outbound leg the GTN750 CDI, which is at the bottom of the map page, showed a deviation of a couple of NMs.  And to my surprise, the deviation was in 'reverse sensing' in that the inbound course was to my right as I flew outbound (right hand pattern), but the CDI deviated to the left. On the inbound leg the CDI centered as I expected.  Overall, the GTN750 did fly the pattern perfectly -- both inbound and outbound.

Whether that's what the GTN750 would do in the RW I don't know.  Unfortunately, my RW IFR flying pre-dated GPS (was lucky to just have a simple 2-axis autopilot).

Al

Edited September 8, 20214 yr by ark

UPDATE RELEASED Version 0.7.0

Release notes here :

https://www.workingtitle.aero/packages/nxi/2021/09/23/nxi-release-v0.7.0.html

Bonanza jockeys will be happy 😁👍

Enjoy !!

Wow each one of these updates is a Colossal moment !

Quote

• EIS system enhancements:
  • Adds support for the definition of additional System and Lean engine pages.
  • Adds default engine page configurations for every stock plane with a G1000.
  • Adds new EGT/CHT gauge type with configurable differences in cylinder temps.
  • Adds fully functional cylinder select and lean assist mode.
  • Adds fuel totalizer with realistic manual adjustments to fuel remaining.

Sweet

 

Hmm, No mention of the 2 bugs I was seeing since I think v.6.0, may have been since v.5.1. This is flying C208B w/ SheepCreative's MOD, first bit is the CIS on PFD doesn't stay saved when set to GPS. It did on v.5.0, next flight it would still be GPS, now it's always back to VOR1. Other bug is with NEXRAD on the MFD on next flight have to turn it off then on to actually see precip, Noticed this one after starting a flight and seeing rain/snow out the cockpit window but not seeing any returns even though NEXRAD was on already, turning it off then back on brought the echos back but it seemed on work properly if I'm remembering correctly with v.5.0. 🤔

Edited September 24, 20214 yr by Bob_D

Very cool to see the engine pages implemented. This was the last bit of missing functionality from the "old" WT G1000 mod that I was waiting for. 

What is next for Nxi ? More MFD side features ?

This devolopment pace is quite nice to see after all those looong waitings for G1000. 

 

Edited September 24, 20214 yr by Tayyareci