12 minutes ago, Matchstick said:

Are lights for NAV and APR mode working correctly on the Bravo with the new NXi ? the changes to the LVARs seem to have really complicated working out what vertical mode is armed and/or active

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.

31 minutes ago, Matchstick said:

Are lights for NAV and APR mode working correctly on the Bravo with the new NXi ? the changes to the LVARs seem to have really complicated working out what vertical mode is armed and/or active

I can say for certain the NAV led works correctly.  I was immersed in my approach to KAPA RNAV 19L, short turn to final with quick 1,000 ft descent from the IAF to the FAF.  The approach function worked fine, but I did not make a note of the state of the APR led.  Sorry.

Edited September 6, 20214 yr by fppilot

14 minutes ago, 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.

Hi Chris

I've noticed in your signature that you are using the Bravo Throttle. Would you please be so kind to share your key bindings for the following Autopilot buttons :

HDG , VS and IAS [FLC]

Before NXi  version 0.5.0, I could sync the current heading with HDG button , but not anymore.

Thanks in advance.

On 9/3/2021 at 12:05 PM, Bert Pieke said:

The F33 Bonanza was my go-to plane in FSX, and the Rob Young Turbo Bonanza is my go-to plane in MSFS... Wonderful to fly! 🙂

You encouraged me to fly the Turbo Bonanza today. Had not done so since perhaps March, and I was being plagued by avionics freeze ups it in and some other models.  Got that taken care of with a comprehensive MSFS purge and fresh installation after SU5 and it's two HFs.    Really nice flight in it today with the NXi.  Posted a Turbo Bonanza screen shot from over Kansas in the Screenshots forum today.

I will continue in the RYTB from Denver to the west coast tomorrow and then will be up and down the coast for baseball games and two Indycar races before returning to either Chicago or Indianapolis.

You know?  After using the TDv2 label for the Turbine Duke v2 for several years the RYTB just has a nice ring to it, doesn't it?

Edited September 6, 20214 yr by fppilot

1 hour ago, cwburnett said:

Once a lateral mode is active (tracking) it will continue to do so unless there is no longer signal/data. For VOR/LOC, that means that it will deactivate (and flash yellow) if the signal changes - this can happen if you go out of range, change the frequency, swap CDI sources. For GPS this is more rare, because it would require deleting the plan, except that the FMS will automatically create a direct to random your current to waypoint if you delete the plan to protect guidance, so it would be very rare to encounter this on GPS, unless you change CDI source.

First -- thanks very much for taking time to explain all of this!

To make sure I understand the above correctly, consider this contrived example.  Suppose I'm tracking right along a GPS magenta enroute course with essentially no XTRK error (course captured) by following the FD by hand -- the AP is off. If I were then to deviate significantly off course (i.e., ignoring the FD) would I at some point (say 10, 15, or 25NM off course, etc ) lose GPS course capture and drop back into a GPS course armed mode? Or is the way it works that once captured, even if way off course, if I were to then engage the AP the plane would turn back towards the original course because I still had course capture?

As for tracking along a VOR course, my sim experience is once you are far enough off course to have "pinned the CDI" to the side of the HSI, you will drop from Nav Captured to Nav Armed until the CDI starts to "move back". Is this realistic behavior?

While I could run some sim experiments if all comes down to how the developer has coded the AP with respect to staying in the course capture mode. So it is hard to know what is truly realistic.

Thanks,

Al

 

 

 

 

Edited September 6, 20214 yr by ark

8 minutes ago, ark said:

While I could run some sim experiments if all comes down to how the developer has coded the AP with respect to staying in the course capture mode. So it is hard to know what is truly realistic.

Have you looked here:  http://static.garmin.com/pumac/190-02177-00_A.pdf 

1 minute ago, Bert Pieke said:

Have you looked here:  http://static.garmin.com/pumac/190-02177-00_A.pdf 

I have not seen that document -- will take a look. Thanks Bert.

Al

6 minutes ago, ark said:

I have not seen that document -- will take a look. Thanks Bert.

Al

page 337 ff

Makes for a good read.. but does not actually answer your question..

Edited September 6, 20214 yr by Bert Pieke

On 9/5/2021 at 2:43 PM, cwburnett said:

For vertical modes, the non-arming modes are PTCH, VS and FLC - these modes will activate immediately and the plane will attempt to meet the target.

I am not fully comprehending this.  I am fully aware of VS and FLC.  I have not yet found PTCH mode.  How is PTCH entered and controlled?  The only reference to it in the linked Pilots Reference Guide in in the Appendix C.  Is it strictly a FD function?  Is it used with FD similar to FLC to set a climb rate based on pitch rather than on IAS?  

On 9/5/2021 at 2:43 PM, cwburnett said:

I set my heading to 100 (runway heading), set my selected altitude to 7,000', turn on the FD and maybe set a VS target of 800 fpm.

My understanding is that climbs are/should be controlled with FLC mode and descents with VS mode.  In any case, when still on the ground, how do you set a VS of 800 as in the example? Pitch is usually expressed in degrees of nose up.  

1 hour ago, Bert Pieke said:

Makes for a good read.. but does not actually answer your question..

That's the story of our lives. It was especially bad with the Proline 21. The number of things with only vague descriptions is actually surprising given the length of the manuals. But at least for the NXi, we can test endlessly in the trainer, though admittedly the NXi trainer is not a very stable piece of software...

 

1 hour ago, ark said:

If I were then to deviate significantly off course (i.e., ignoring the FD) would I at some point (say 10, 15, or 25NM off course, etc ) lose GPS course capture and drop back into a GPS course armed mode

So I did test this in the trainer when building this code and found that it remained in GPS mode even at a pretty significant distance off course.

But, I will check it out again, along with VOR and LOC this week.

I do know, though, that if you do get bounced out of a mode, it will not re-arm automatically.

4 minutes ago, fppilot said:

I am not fully comprehending this.  I am fully aware of VS and FLC.  I have not yet found PTCH mode.  How is PTCH entered and controlled?  The only reference to it in the linked Pilots Reference Guide in in the Appendix C.  Is it strictly a FD function?  Is it used with FD similar to FLC to set a climb rate based on pitch rather than on IAS?  

First, I made a mistake - PTCH is what the Proline 21 calls it - in the G1000 it's just PIT - sorry if that caused confusion.

PIT, like ROLL, is the default mode. When you first turn on the FD, it will show ROL and PIT. You can also enter a default mode by turning off the active vertical mode. So say you're in VS and you press VS again - it will turn off VS and you'll be back in PIT.

Pitch can be controlled the same as FLC or VS - with the UP/DN buttons on the AP panel.

7 minutes ago, fppilot said:

My understanding is that climbs are/should be controlled with FLC mode and descents with VS mode.  In any case, when still on the ground, how do you set a VS of 800 as in the example? Pitch is usually expressed in degrees of nose up.  

This is really up to the pilot, but yes, typically FLC is the safer choice for a climb (protects you from a stall). VS is generally a preferred descent mode if VNAV isn't being used because it allows you to accurately predict when you'll reach your target altitude.

To set VS on the ground is the same as in the air. Turn on the FD, set your target altitude (perhaps 5000') and then simply press the VS button and use the UP button to set whatever VS you like.

Here's a quick vid showing turning on the FD - it starts in PIT and ROL, I set the altitude I want to climb to, I hit the FD button, and we see PIT and ROL annunciated. Then I click VS and I set my desired VS target. Then you'll see me turn it back off just by pressing VS again on the AP panel and it goes back to the default vertical mode, PIT.

https://youtu.be/SaEd9PFvSm4

1 minute ago, cwburnett said:

Pitch can be controlled the same as FLC or VS - with the UP/DN buttons on the AP panel.

Thank you once again.  Greatly helpful. I have a good number of right seat ride-a-long hours in both a Baron 55 (GNS 530) and Cessna a 310 (GTN 750) and allowed to assist hands on.  The autopilots in those are pretty standard.  Using an integrated G1000 is totally new and the lack of hands on is a significant gap. I appreciate your help, and your patience.

1 hour ago, Bert Pieke said:

page 337 ff

Makes for a good read.. but does not actually answer your question..

You are right. I read through the AFCS section a few times, and while it talks about going from Nav armed to Nav capture, I could not find anything about loss of capture.  I also asked Google if he knew anything about this, but again no luck so far.

Al

3 minutes ago, ark said:

You are right. I read through the AFCS section a few times, and while it talks about going from Nav armed to Nav capture, I could not find anything about loss of capture.  I also asked Google if he knew anything about this, but again no luck so far.

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...

 

1 minute ago, ark said:

You are right. I read through the AFCS section a few times, and while it talks about going from Nav armed to Nav capture, I could not find anything about loss of capture.  I also asked Google if he knew anything about this, but again no luck so far.

 

My understanding is that purchase and implementation of a Garmin set of glass includes a pretty comprehensive "check ride" so to speak.  Hands on training and sign off.  Perhaps that is why the Pilots Guide lacks such depth.  The earlier GNS and GTN's had multiple publications and in the case of the GTN there are a couple I have archived that are difficult if not impossible to find online these days.  And the GTN is I believe still current!