Відео

I don't know, but you're right. It's inconsistent.

@@AV8BS Well, I'm a nit-picker (as you know) and as such, I like consistency. Two different engineering groups designed these separately and without having a meeting together. That being said, I would gladly rent and get signed off in a C-172 or LSA having a G3X, GTN, G5, and the AFCS (forgot the C-name). Currently no use for a C-182. It's just me, no passengers, no cargo.

How is that done? And, secondly, if it can be done, would it be wise? How would those buttons function in the event of a primary navigator (GTN here) failure?

@@AV8BS Well, I don't know how that would be achieved. Perhaps through a G3X menu setting. Sorry to be a nitpicker. How would these two (what propose to be softkeys instead of hardkeys) buttons function in the event of a primary navigator failure? Automatic reversion to NEAREST and DIRECT TO, with appropriate labeling above them on the G3X screen. Yes, I'm a nitpicker. Wish your operation were at my airport !

@@JustSayN2O I'd be willing to bet that it cannot be done. These are labeled hard keys. To make them do something other than what they are labeled, would be unsafe. If you lose the primary navigator, you use these keys to navigate with your internal VFR-only GPS.

@@AV8BS I completely understand.

Good point. I just went back now and watched as we reached minimums, and you’re absolutely correct: we busted minimums! Either the TO/GA button should have been pushed earlier or we should have manually intervened with ALT prior to mins, and then executed the go around. Thanks!

@@AV8BSper Garmin, set baro mins first, as you did, then you would be able to set altitude bug to match baro mins to the exact number (i.e., 478) vs a close estimate (i.e., 500).

The content of the presentation was outstanding. I did not notice whether the speaker's voice was static or dynamic with regard to volume, cadence or pitch. Why is this so important to you?

Essentially this: You can only navigate with one GPS at a time. The G3X has its own internal GPS system that is VFR only. Consider it your backup GPS - only to be used in the event the 650 fails. Your G3X has an easily configured GPS setting to "Internal" or "External". This tells your G3X screen which unit it should display data from. You should have it set to "External" because the internal one is unable to select an approach, arrival, SID etc. (Remember, the G3X came from the experimental market and it can be used alone to navigate VFR.) The 650 has a direct to button. You should just get in the habit of doing EVERYTHING route-wise on the 650. Make it a habit; it's easy. Not sure what you mean about switching the 355 back on the G3X. Can you explain that question again?

@@AV8BS Thank you! Makes sense. In regardless to the 355 is I will have both the 650 and the 355. Can I switch them on the G3X? Right now I can switch GPS 1 and GPS 2 on my aspen. Hope this makes since

@@tnflygirl Oops - my bad, I was thinking about the audio panel (350) not the navigator 355. So - that's an awesome setup! The 355 will be backup to your 650 and the internal GPS in the G3X will be backup to your backup. Assume you have a G5 standby PFD? In order to answer your question, that's an important piece of information (because of its ability to display nav data).

@@AV8BS Yes I will have the 275 as my backup PDF. Yes the 355 will be my back up to my 650 xi. I'm replacing my 430 waas with the 650xi and keeping my 355 nav :)

@@tnflygirl OK - that's a sweet setup and yeah, good to ditch the 430W at this point. I hope you have a good relationship with the shop where the installation is taking place. Couple critical things that you'll want to have addressed during installation: Make sure that you can display the navigation on both your primary PFD - G3X and your standby PFD - 275. These are settings and wiring issues that must be done properly. So, tell them you want to be able, for example, to display a VOR signal (crossing radial) from your 355 on your 275, while you are using the navigation from the 650, which is being displayed on the G3X CDI. Needless to say these should also be selectable on the G3X bearing pointers. The other thing is you would want the two GPS units to cross-talk - syncing the route. Good luck! What kind of plane?

Hi @RynoKarelsen. Are you referring to the vertical EIS strip on the left side of the PFD? If so, then that layout is accessed through the configuration process. It should only be attempted by someone with a relatively deep understanding.

@@AV8BS Yes, I am refferring to that one as indicated in your video.

@@RynoKarelsen So, that's the answer - configuration mode. The G3X is highly configurable. See this link www.blueskyaa.com/members/g3x-configuration-changes for something that I just published yesterday for our club. It talks about some recent minor configuration changes we've made. We now have two G3Xs and will be installing a third in March.

Thanks Damon. You’re making a good move. You’re going to love it.

VNAV computes a top-of-descent point, based on distance to waypoint, groundspeed, and predetermined rate of descent. Then, provided you have armed and enabled it, VNAV will descend at the appropriate point so as to arrive at the waypoint at the altitude. That’s it in a nutshell.

That’s done with the CDI button on the GTN650, “Default Nav” page… similar to the 430 or 530.

@@AV8BS no cdi button on the g3x

Yes, it can be done from the G3X also…PFD options page, I believe. Since we have a WAAS navigator, we recommend doing all navigation functions through it. There really is no problem doing it through the G3X. My concern about getting in the habit of making nav changes through the G3X is that it has its own GPS, which is VFR only. So, in my opinion the only time you should make changes there is if your IFR navigator fails.

Thanks Mike. We've had this setup in the 182 for six months now and we're so happy with it, we've decided to do it in our 172 also (minus the fancy expensive autopilot).

Hi Danny, if you're referring to the internal OBS and CDI capability, no. At least, not yet. The only advantage that I can see to that is for someone who really wants that CDI representation. If you're adept at reading the pointer needle on the G3X HSI, then there's really no advantage to the CDI, IMO.

@@AV8BS I have a G3X & 650Xi in my plane too. I may be wrong but it seems to me that maybe the only time one might need the extra Nav & CDI is for identifying a fix that requires two navs to do so. I've seen some areas that have this and I have yet to figure out a way to use both, GPS & VOR Nav, on the 650.

@@dannymiller1594 Hi Danny, if you touch the HSI, it brings you to the PFD Options menu. From there, you can set your bearing pointers. Set one to VLOC2 and now you have a pointer towards that other NAV source. It's not the same as a CDI, but if you know how to read it (hint: look at the tail), it will give you the exact same information i.e. when the tail is pointing at the proper radial on the HSI, it's the same as having your #2 CDI centered. Does that make sense? Take a look at an approach that requires two nav sources, think it through and get back to me if it doesn't make sense.

@@AV8BS Thanks so much for that. I love the G3X and learn some new capability almost every week.

VNAV only takes you to the FAF, no further. There’s no dive and drive here, a term used for hurrying down from FAF to MDA. (Not DH). On this non-precision approach, the A/P followed the advisory glide path down very evenly. The VNAV predicates its descents from one fix to the next on a set vertical speed, not on a continuous descent. Some fixes are far enough apart that you could be descending very slowly, say 200 fpm. So instead, it waits until you are at a point to descend at that preset VS, then starts the descent to arrive at the programmed altitude.

Yes, you are right, dive and drive usually refers to from the FAF inbound. But, what I was getting at is all of the level offs outside the FAF. Also, no VNAV available inside the FAF, did I understand that right?

@@kirbyclone3293 RE: the level offs outside the FAF, the VNAV system uses a preset vertical speed and then waits to begin descent using that VS to arrive at the next fix at the proper altitude. VNAV is not used on an approach to LNAV minimums. APR mode on the autopilot armed then captured the GP - advisory glide path - and flew it down at a constant rate.

You’re lucky … to be starting instrument training with a G3X. Sorry, I don’t have that cheat sheet. I think one of the most important things for you will be “navigating the navigation”… understanding the display of, and switching between, nav sources. CDI & OBS, and use of the supplemental nav data available through proper setup of your bearing pointers. Good luck!

Hi Danny, Thanks for the kind words. I too have been frustrated by the lack of decent training material available. Especially frustrated by Garmin for not having quality training stuff. So, sorry - I can't recommend anything more. As to step-by-step stuff... for VNAV, there are three very important components prior to starting a VNAV descent: 1. Make sure that each desired arrival altitude (at each fix) is a hard "AT" altitude i.e. not "at or above" or "at or below". I recommend you open the altitude window for each fix and verify. 2. Set the "bottom" altitude, so... regardless of the number of step-down altitudes that you wish to make, put the lowest altitude (for the last fix - probably FAF) in the altitude select window (right above your altimeter). 3. Don't forget to arm VNAV....and then, of course: MONITOR. And as to approaches, other than your usual preparation, you now need to set baro mins and set the Missed Approach Procedure altitude - (ideally after you have armed APR) but prior to actually starting down. One other general note is to ALWAYS verify on the "Scoreboard" - mode annunciator - that you got what you asked for with your A/P selections. Something as simple as selecting a VS. Look up there and make sure it's actually in VS at the desired rate. It's just a habit that you MUST develop. I'm a big fan of talking out loud - even when alone.

After a comment on agreeing with the poor Garmin of garmin, I have a question. When loading up your flight plan are you loading and then using vnav? When do you activate the approach. I didn’t see that? Are baro minums required in all instances. I have flown a step down to the faf but then nothing happens even when the alt select is lower. I’ve been assuming if the approach is in and you see the runway as a final waypoint, the approach is active, but it may be Garmin’s stupid logic. I’ve technically flown several legs on the approach with step downs, but it won’t activate the decent to runway because I didn’t activate it? Am I missing something?

1000’ is not in the profile. I referred to the “bottom altitude”, which is the lowest altitude to which we use VNAV. In this case, it’s 1800’ at PAGED. Prior to that we armed APR, Which engaged and followed the advisory glide path down to mins. If you select the bottom altitude and the intermediate altitudes are all hard altitudes (“at”), then VNAV will honor each one.