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jalbino59

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About jalbino59

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  1. They are called "left" or "right" downwind departures or arrivals, and more correctly consists of two 90 degree turns (crosswind and downwind on departure / downwind, base and final on approach) rather than one 180 turn. These are standard traffic patterns. Some may call for 180 depending on obstruction but those would be non standard and depicted on charts or described in the A/F D (Airport and Facilities Directory)
  2. Sorry if its already been asked and answered, but can anyone let me know how to change the range in the center display? Thanks.
  3. Here's a list of previous generation AMD motherboards that MSI claims are qualified for Zen2 (AMD 3000 series) The one you mentioned appears to be on it. It would be a very good idea to update the bios before changing out the CPU but it should work. Ryzen Zen 2 Procs Incompatible With Some Older 300-Series due to BIOS limitation? (guru3d.com)
  4. MSI released that board with various chipsets (x370,x470,b450,x570 just to name a few on the AMD side they also make this model using intel chipsets) forward cpu compatibility depends on the chipset you currently have. Not knowing this its hard to suggest a compatible cpu. If you go into the BIOS updates release notes you can find the supported CPUs for your motherboard and go from there.
  5. Hello Ray, So I just tried a flight. I climbed to cruise at FL090, once altitude captured and annunciated, I selected my approach and enabled VNAV on the MFD and as expected the G1000 automatically filled in my waypoint altitudes for the remaining part of the flight. I adjusted FPA to -3 degrees and the G1000 calculated comfortable approx -1000 FPM for my descent at my IAS of 150kts (180 kts GS). I engaged VNV on the AP and got the white VPTH annunciation. So far so good. Then for some unknown reason after passing a couple of waypoints, I noticed the altitudes on my flight plan had changed from 9000 feet to 8900 feet. My actual altitude did not change because I generally don't change the altitude window in the PFD until I'm about to start a descent. but if I had, the plane would have descended 100 feet to meet the next waypoint altitude. Then after a couple of waypoints passed the remaining altitudes in the flight plan automatically changed back to the original 9000 feet. I have a couple of questions for you and a theory... I know that the G1000 in the vertx does not allow you to select a STAR directly, but on your first flight (Milan/Geneva) did your flight plan import include the arrival procedure? did your second flight (Birmingham/Liverpool) have one. The one I chose did not use a STAR. It went direct to the IAF from cruise. My theory... I'm wondering whether the G1000 in this vertx is coded to expect some kind of initial descent prior to the approach procedure and just reduces the altitude by 100 feet when it doesn't see one in the flight plan? What do you think?
  6. Hi Ray, Happy 2021!, I'm glad your're beginning to find your descents more manageable. I don't know if there is anything within the utility that causes these altitude drops. I cant check until I get back to my machine tomorrow. But if I see anything obvious I'll post a reply. Wishing you and yours a safe, prosperous and peaceful New Year,
  7. Strange indeed, if you fly this route again try just entering the constraints for the arrival, don't enter any cruise restraints. When you reach cruise altitude change VS TGT to -900 FPM and then select VNAV. (VS TGT is just a target once the plane reaches the TOD the VS REQ will show you the actual decent rate required to meet the constraint based on your speed over the ground.) The seemingly arbitrary 100ft altitude drop is strange indeed. I see the VPTH in white on the PFD which means VNAV is armed but not active (it annunciates green when it's active) do you recall clicking VNV again after changing the VNAV profile? (Like clicking EXEC on an FMS airplane) If you like please feel free to post or send me your flight plan and I'll let you know how it works for me.
  8. If you notice on your 2nd screenshoot the ACTIVE VNAV WPT is 4000 at D207X. The sink rate being used to meet that waypoint is -570 FPM. Using that sink rate the airplane has to start down before BORDI and cross BORDI at 12,900, PIGOS at 7600 to ultimately meet the 4000ft constraint at D207X. Again this is all calculated at a sink rate of -570 FPM If you change the VS TGT to a more realistic say -1500 FPM the G1000 should recalculate the TOD for you, it will also change the waypoint altitudes along the way to back your selected cruise altitutude in the PFD (BTW, thats also the reason for the climb back to cruise alt when you engaged VNAV SPD) and begin the descent further down the route when it intersects the point where a 1500 FPM descent is required to meet the same ACTIVE VNAV WPT constraint.
  9. I think this might be what you're looking for
  10. I've never flown Diamond but since they provided a link to the real POH and I recall reading in it that depending on load, the DA62 needs about 45 to 55 percent power to break away and about 15 to 17 to keep moving. Since the plane is almost completely carbon fiber it makes sense it would taxi differently than an AC with a metal airframe because of the lower weight, and It would seem developer tried to model that. But most developers agree P3D's ground friction variables are hard to work with. If you have fairly accurate throttle hardware it becomes a little easier to get used to over time
  11. That is how I prefer to do it. You could also program a descent to any particular waypoint in the MFD undder "Flight Plan>VNAV Profile" section to use a flight path angle of say 2.5 degrees, or descent rate (ie -1500 FPM) and the plane should hold your selected altitude until it can it can descend at the rate or angle you've selected Yes, it seems due to the circumstances, we have to rely on peer to peer to help us understand this title, but that video series I suggested should help, I believe one episodes covers VNAV exclusively. No it isn't but if you are going to engage VNAV well in advance only programing the altitude constraints and not the VS or FPA then the aircraft will try to meet the constraint at a default 100-200 fpm descent rate. So once you reach cruise, flip over to the MFD flight plan page and look at the VNAV profile section. Change the FPA or VS to your preferred rate and the G1000 should recalculate the TOD for you.
  12. Check the waypoint altitudes along your flightplan route in the MFD to make sure they are entered to the TOD point. If they arent entered and you have engaged VNAV (as you would in an FMC) the airplane will start a shallow descent at a calculated distance to make the arrival airport elevation. You can program VNAV in the MFD to make it work the way you intend for it to. Also in the G1000 you should get an aural alert when you are approaching TOD I normally use that as a trigger to engage VNAV if I want to descend that way. These guys have a nice series on the G1000. I've used it to compare the the features of the actual unit to the one offered in the Vertx
  13. They didn't mention how long the sale would last but if anyone is interested ..... Products – LVFR (latinvfr.com)
  14. Good to know Rob. Hopefully I can get my hands on a better GPU eventually so that I can actually turn the feature on!
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