18 hours ago, SAPilot said:

Flew a SID with a few intercept way points and the aircraft struggled to remain on course - going left to right all the time.

I am having the same problem. I flew a short flight from my home airport to a small local airport in northern PA. The new V4 Turbo + NXi version 0.8.0.

FP was KELM (runway 24) BIPOD N27 with the RNAV runway 23 approach beginning at TIVUC. Cruise altitude 3,500 feet. Live Weather was giving wind 245 degrees at 15 knots at that altitude.

The aircraft constantly rolls about 40 degrees left and right of the new track at every course change trying to capture the next leg. It got so bad on the approach segment from OZKUS to DIPGE that I had to disconnect the AP and hand fly. I will say that the aircraft response while hand flying the last part of the approach while configuring gear and flaps and slowing down was superb.

I have not tried using the stock G-1000 with the NXi removed. I do recall that when the NXi first came out, it could not control the lateral path in Rob’s Turbo mod at all, until WT made some kind of mod to the NXi in the next revision.

I did the same flight in the default Baron with the NXi, and it tracked well.

Edited November 2, 20214 yr by JRBarrett

46 minutes ago, hansb57 said:

I dont want to start a new thread for my (I think) simple question.

Ik have the NXI and stock Bonanza. There is a big difference between the backup airspeed indictor and the speed on the NXI.

Am I doing something wrong or is this a bug??

Its a bug and it not it the Turbo version.

1 hour ago, robert young said:

You're right David. The NXi is fine (actually incredible given it is in Beta stage). There WILL be a fix coming, hopefully later today so hang in there!

Top man.

----------------------

V numbers?

Anyone.

Vr

Vy

etc for the Turbo.

Thank you.

I use the same numbers- the Turbo mod provides rated power higher-  not an  aerodynamic change.

I typically wait for 80KIAS (a few knots extra) to rotate as long as it’s not short/soft.

15 minutes ago, cavaricooper said:

I use the same numbers- the Turbo mod provides rated power higher-  not an  aerodynamic change.

I typically wait for 80KIAS (a few knots extra) to rotate as long as it’s not short/soft.

Do you use stage 1 flaps Carl?

I've found pull back at 80 for 85 Vr with stage 1 flaps

Trim up6

Climb 125 Vy needs trim down after take off as speed builds.

Edited November 2, 20214 yr by Nyxx

20 minutes ago, cavaricooper said:

the Turbo mod provides rated power higher-  not an  aerodynamic change

Not to be picky. But in theory different engine performance should alter Vx/Vy?

VY is the speed where you have excess horsepower to spare (and that excess is traded for altitude gain in shortest time)

VX is the speed where the prop is producing excess force (not horsepower) = greater propeller blade AoA and thus a climb with a higher pitch and slower speed (resulting in less distance required to altitude)

Note: VX and VY are coinciding at max ceiling alt. 🤪

47 minutes ago, SAS443 said:

Not to be picky. But in theory different engine performance should alter Vx/Vy?

VY is the speed where you have excess horsepower to spare (and that excess is traded for altitude gain in shortest time)

VX is the speed where the prop is producing excess force (not horsepower) = greater propeller blade AoA and thus a climb with a higher pitch and slower speed (resulting in less distance required to altitude)

Note: VX and VY are coinciding at max ceiling alt. 🤪

There are interesting discussions among seasoned GA pilots about the usefulness of Vx and Vy. Certainly a lot of comments from real Bonanza Turbo pilots is that v values are not very helpful and possibly dangerous in some circumstances. 1) Because although efficient initial climb buys you altitude, it does not buy you speed - yet healthy speed also buys you altitude indirectly and also buys you more time to sort failures out; you have to decide which is safer at a given airfield (hazards, rising ground, masts etc etc.) with a high performance aircraft like the Bonanza Turbo,  and 2) it might pay to get away fast and with a more shallow climb. A 120-130 knot climb out seems a good compromise. If you are stuck at a v speed and climbing well but slow, an engine failure is not easy to manage.

I think the tide is turning on v speeds after take off. The growing consensus is that flexibility and circumstances are more important than slavishly sticking to conventional climb out speeds.

Edited November 2, 20214 yr by robert young

1 hour ago, JRBarrett said:

I am having the same problem. I flew a short flight from my home airport to a small local airport in northern PA. The new V4 Turbo + NXi version 0.8.0.

 

It WILL be fixed Jim. I'm slaving away on it right this minute.

Yep. Safety when close to the ground should override what the airspeed needle is reading.  Get your head out of the cockpit as often as you can. You can actually see a lot more. 🙃😏😲

1 hour ago, robert young said:

It WILL be fixed Jim. I'm slaving away on it right this minute.

No problem! Other than the nav tracking, the aircraft is a superb performer and a delight to hand fly.

1 hour ago, robert young said:

There are interesting discussions among seasoned GA pilots about the usefulness of Vx and Vy

I'm not arguing about usefulness. For me at least, it is common sense to be aware which speed to fly when ATC asks you for best climb due to traffic conflicts and best glide speed when the spinner in front decides to quit on you.

I was just pointing put that VY is based on HPavailable vs HPrequired curves. 

 

Edited November 2, 20214 yr by SAS443

1 minute ago, SAS443 said:

I'm not arguing about usefulness. For all I care, it is common sense to be aware which speed to fly when ATC asks you for best climb due to traffic conflicts and best glide speed when the spinner in front decides to quit on you.

I was just pointing put that VY is based on HPavailable vs HPrequired curves. 

 

Quite so.

1 hour ago, raymar said:

Yep. Safety when close to the ground should override what the airspeed needle is reading.  Get your head out of the cockpit as often as you can. You can actually see a lot more. 🙃😏😲

You'd be surprised. But most GA pilots will find the correct sight reference for various speeds without looking at any needles at all. 

First of all thanks Robert for your excellent work. I have one question. With the release of the G36 I also started using the G1000 NXi and there is one thing that I noticed. Upon startup, when turning on the batteries and the alternators and thus the PFD I do not see engine information. Am I missing something? Or is this something WT has not implemented yet? Engine information is shown on the PFD of the default G1000. As there are probably a lot more users of the G1000 NXi inhere someone might enlighten me.

5 hours ago, robert young said:

Please PM me and I will send you a file that makes the trim a bit faster. For most joysticks the trim is sedate but I think much better than the over-aggressive ones you get in some of the default aircraft.

Thank you! It's ok I will adapt!

59 minutes ago, Rimshot said:

First of all thanks Robert for your excellent work. I have one question. With the release of the G36 I also started using the G1000 NXi and there is one thing that I noticed. Upon startup, when turning on the batteries and the alternators and thus the PFD I do not see engine information. Am I missing something? Or is this something WT has not implemented yet? Engine information is shown on the PFD of the default G1000. As there are probably a lot more users of the G1000 NXi inhere someone might enlighten me.

Thank you! Not absolutely sure as my primary goal was to get the Bonanza compatible with SU6. I haven't looked at the  NXiengine details to be honest. I think others far more familiar with NXi might chime in. Please don't forget that NXi is in early beta.

Edited November 2, 20214 yr by robert young