Nice one as usual! Couple of things that I find useful: 1. Avoid choosing VECTORS when you activate approach. I find if you always pick an IAF then when you activate approach you can ACTIVATE THE LEG you will intercept invariably on HDG mode. This way, you don't lose all the intermediate fixes on the MFD for better situational awareness. (you will lose these points when activating VECTORS-TO-FINAL on G1000) 2. When I disconnect autopilot I always push the AP soft key as this way the FD always stays on. Hitting the yoke AP disconnect button usually gets rid go the FD as well. Even the 121 pilots never want to see the FD disappear especially on a missed approach! Thanks for all the great teaching!
I usually like your videos and this one I mostly like however there are few things that I would change. (1) When you want to go missed, I would hit the TOGA button. The newer Cissus's have a coupled autopilot so no need to disengage the AP. Just hit the TOGA button and full power. I believe the CDI automatically goes back to the GPS (Magenta) mode. In addition, it should automatically takes it out of suspend mode. If it doesn't, then hit the CDI till you get the magenta mode. Positive rate of climb, flaps up and hit NAV like you said however I would not hit the VS button when your climb rate is at 1600 f/m which could introduce the risk of stalling the airplane. Instead, I would hit IAS as you were already climbing at 120 KTS.
Thanks! As my DPE used to say, you learn everything from students and others! I don’t think the sim has a TOGA switch but yeah that makes things easier
I agree 100% with Michael. All the G1000s I know have a TOGA button, usually as a button on the throttle lever. Makes for far less button pushing gymnastics during this critical phase. X-Plane does have a TOGA command that can be assigned to the throttle quadrant or a keyboard key.
Great video! Here are few things that will be useful to know. When going missed, you can use the TOGA button and not disconnect auto pilot. Once you're at full power, switch to nav mode for your missed procedure. For climbs, it is recommended to use FLC/IAS mode instead of VS mode. With FLC/IAS, you will level out if not enough power is available to climb. Contrary to VS mode, which is prioritizing a pitch up attitude even if it's getting dangerously slow. Cheers!
@@RGflies63 such a “big deal” I hope everyone can forgive my horrendous and vulgar comment. I definitely shouldn’t have made such a HUGE deal over it…. You are right and winner of the Internet! Tf
@FlightInsight is your display calibrated very strangely? Armed AP modes are white, not teal Armed to active AP modes flash green Glideslope indicator is green, not yellow AP and AP mode disengage flashing is yellow, not green Things that are actually teal on the PFD: bugs, boxes around active frequencies, heading, track, baro
Your next video should be the opposite extreme for technology... I fly a single VOR/DME w/ glide slope, no GPS. Also single comm radio so I have to really work to stay ahead of the plane. I try to plan getting the ATIS mid-handoff so I don't miss any calls and can check in with the ATIS right away. Going to start instrument soon.
Enjoyed the video, would have loved it without the autopilot stuff. Im training in an Archer (G1000) and we do not use AP often until veeeery later on.
I have been trying to change the pressure altitude to Barometric with no results here in the America we use barometric pressure currently we are unable to comply with ATC instructions because our altitudes are based on barometric pressure. How can we get this fixed? This makes it very difficult IF NOT IMPOSSIBLE to use G1000NXI.
Why are the colors you’re describing different from what I’m seeing? For example, at 3:55, you called the LOC and GS armed modes “teal” and the GS diamond “yellow”. Am I missing something? I’m confused.
I'd recommend when you load any approach is load a transition to enter and not to load vectors to final. If for some reason ATC changes their mind, it becomes a pain to switch because no other waypoints will be loaded and you'll have to fumble with it in a high workload situation. You can always activate vectors to final later.
Thanks! On the NXi you're able to go direct to any point on the loaded approach after activating vectors. I know on the traditional G1000 and the older G430/G530 you have to reload the approach to do that. I got a whole video on it!
What I’d like you to do is do the same procedure totally manual without the auto pilot. Also use the VOR ground-based for your navigation as a primary. This stimulates real life where most light rental aircraft do not have auto pilot. Thank you.
Amazing video. But I have one question. Why on ILS Missed Approach Procedure you changed to GPS mode? Is it because the ILS approach is based on GPS to follow the mapr
All transition and initial approach segments will be encoded as GPS waypoints regardless of whether they are based on GPS or ground stations. Only the Localizer portion of an ILS approach needs to be flown with traditional navigation. So in most cases.. you won’t even bother tuning the traditional navaids required for the missed. I usually keep them up just in case.. typically on an RMI needle for situational awareness rather than a CDI. If I have finger problems on the missed approach (on my plane.. King Air with Proline 21 it’s Go Around button to set flight director and activate missed approach segment.. then SNAP check.. Source (FMS/GPS), NAV (mode), Altitude (set for missed approach and (auto) Pilot… but in the meantime I can just turn towards the navaid and work on an intercept via the tail of the needle. It’s old school but it helps a lot. Seems like nobody born after 1990 ever uses an RMI anymore.
Can you or someone in the comments section explain the SUSP softkey and display on the G1000. I'm still not sure how or when it works, its purpose or when to unSUSPend it?Newbie here, so appreciate any insights by those more experienced.
The suspend key is typically used because the gps will not auto-sequence to your missed approach. Technically what your doing is unsuspending the full approach because it thinks you are landing. You should try to avoid that on a check ride unless you are doing a RNAV approach since a ILS and localizer is primary and gps is guidance only. In that case you should cdi to VOR 2 and track the missed towards the hold.
OK, so you enter the hold after going missed. How long does the AP stay in the hold...indefinitely? Is the system in SUSP during that time? How do you get out of the hold...press the SUSP button? I want to compare this hold after going missed with entering a course reversal after entering an IAF. My understanding is that--in contrast to this video--a "course reversal hold" will automatically UNsuspend and enter the next fix on the approach and fly the approach. But in the" missed approach hold," the system stays in the holding pattern until .... what? The SUSP button is pressed. Thanks in advance.
I learned how to fly in a C152 in 1995 so all of this is Chinese to me. Isn't there some function that lets you navigate where on the display you fly through green boxes or something like that?
Garmin's suspend function... now that's something that someone could explain the actual benefit that it provides. I have yet to find a reason that suspend exists.
If you have a holding pattern incorporated into your flight plan, in most cases, the autopilot will continue holding indefinitely. The SUSP soft key will have a green light (active). Deactivating the SUSP key triggers the autopilot to continue on the next leg of the flight plan after the holding pattern.
