Can you please help me to understand why you won't allow VNAV past the final approach fix or initial approach fix on other g1000 ? I am new to this system but it seems almost dangerous to have an autopilot guidance mode drop out at one of the most critical points of flight when we want to be stable nearing a position to land in poor weather. It is standard on many FMS systems and has been for decades - having vertical guidance (or coupled) down an RNAV approach to the threshold or map etc. It seems simple to me to be able to fly a coupled 3 degree path (or what ever the approach and arrival requires) from top of descent all the way to the runway using a baro vnav. This leaves the pilot to be able to manage the flight and monitor profiles and constraints through to a stable approach and landing rather than a mode drop out (workload increase ?) at a crucial phase of flight. Again, I am just starting to learn this garmin system and trying to understand the philosophy. Thanks
Each aircraft manufacturer may select nuances with their G1000 implementation. We need a bit more information from this particular pilot to better understand and help with the concern. Depending on the answers provided, we may very well have come up with a solution for them. If you’d like to engage the support team in a similar way, they’d be more than happy to help review the particulars of your G1000 and concerns to help provide a more direct answer. ^DK
Hi Bryan, that's the flight path marker. I've queued up a description of it in our G500 TXi flight display pilot's guide here: static.garmin.com/pumac/190-01717-10_l.pdf#page=196. It's the same as what's in G1000.
By FAR the best tut I have seen as a beginner. THANK YOU!
Super helpful. Thank you.
Great training video. Thanks
Can you please help me to understand why you won't allow VNAV past the final approach fix or initial approach fix on other g1000 ? I am new to this system but it seems almost dangerous to have an autopilot guidance mode drop out at one of the most critical points of flight when we want to be stable nearing a position to land in poor weather. It is standard on many FMS systems and has been for decades - having vertical guidance (or coupled) down an RNAV approach to the threshold or map etc. It seems simple to me to be able to fly a coupled 3 degree path (or what ever the approach and arrival requires) from top of descent all the way to the runway using a baro vnav. This leaves the pilot to be able to manage the flight and monitor profiles and constraints through to a stable approach and landing rather than a mode drop out (workload increase ?) at a crucial phase of flight. Again, I am just starting to learn this garmin system and trying to understand the philosophy. Thanks
Thank you for the feedback. Please contact our training team at aviation.training@garmin.com for assistance with this. ^DK
@@garminaviation why not respond so the rest of us can understand too?
I do understand that you would not users to create there own approaches.
Each aircraft manufacturer may select nuances with their G1000 implementation. We need a bit more information from this particular pilot to better understand and help with the concern. Depending on the answers provided, we may very well have come up with a solution for them. If you’d like to engage the support team in a similar way, they’d be more than happy to help review the particulars of your G1000 and concerns to help provide a more direct answer. ^DK
What is the green cross hair used for? I'm learning flight sim 2020
Hi Bryan, that's the flight path marker. I've queued up a description of it in our G500 TXi flight display pilot's guide here: static.garmin.com/pumac/190-01717-10_l.pdf#page=196. It's the same as what's in G1000.
:)).. 5:30 the FPA should be 3 degrees by default
The default is set by the aircraft manufacturer. Thank you for tuning in! ^DK
@@garminaviation ok ty
This varies by airframe. Three degrees IS the typical "approach" descent angle, but not necessarily for VNAV.