Another awesome teaching video!! As a Cirrus driver in the West I use this feature ALL the time for approaches arrivals etc. One point to stress: Sometimes when you set VNV for example for a crossing restriction coming up fast, the TOD may actually be BEHIND you and you need to be aware of this and either change the decent angle or do a VS decent so that VPTH can CAPTURE the "GS" down. Be on your toes because we get these situations a lot flying around SoCal and NorCal! Keep up the wonderful videos!
Two things about the user defined vnav, which is great and I use it all the time...it will fly you into terrain if you have high points between you and the airport that intersect the path. I use the VSD page as a way to manage this risk. Second, you can define the flight path angle in degrees, or the required FPM for your descent. In the Caravan the 3 degree angle can have pretty high FPM which can be uncomfortable for passengers. I like 600 FPM.
I'm having a little trouble using the Direct To VNAV function. I normally just use mental maths to work out my descent, but thought I'd give it a try with the G1000. I enter the target ICAO in Direct To on the PFD, but using the outer ring to scroll, the highlight completely bypasses the altitude selection (which is coloured cyan). The only further selections available are Activate and Hold.
This is a great clip, thanks! Im just moving from a G100 182 into the perspetive+ Cirrus -- on my recent IPC for insurance the biggest feedback item I got was to use more VNAV! Really a huge mental bandwidth saver.
I'm an instrument pilot, and this is something I never used when using the G1000, but my instructor and DPE made me fly everything by hand... no autopilot.
I noticed that the last altitude you had bugged during the descent along the approach was the published Glide Slope Intercept Altitude. Does the G1000 automatically know what the DA is and begin the descent without the pilot bugging the altitude to the DA? Thank you!
Excellent training video. For standardization purposes; your verbiage "pink" should be change to the aviation term "magenta".
Рік тому
Great video. I have one query. The altitude restriction on the Madee Four arrival at TUBTY was at or above 3,500'. The altitude restriction on the RNAV Y RWY 34 approach at TUBTY was at or above 3,000'. When cleared for the approach (while you are still on the arrival), my understanding is that you are still subject to the restrictions on the arrival until you are actually on the approach (i.e., past TUBTY, after which you are free descend in accordance with the instructions on the approach plate). As such, I would have thought you were still required to stay at or above 3,500 until TUBTY after which you could descend to the FAWP (at an approach angle admittedly greater than 3.00 degrees) and capture the GP. I see that this 500' difference (between the arrival and the approach at TUBTY) is something that has been fixed on the newer Madee Five Arrival by reducing the at or above altitude at TUBTY to 3,000'. Nevertheless, my query is whether or not a clearance for an approach gives you the ability to descend to an altitude below the minimum IFR altitude for the segment you are currently flying (i.e., the at or above restriction at TUBTY shown on the arrival). I would think the authorization to descent below 3,500' in this case would not exist prior to TUBTY, but am happy to be proven wrong (if it helps anyone, myself included, to better understand these issues).
I love the way you explaines navigating with the G 1000, thanks for uploading these very useful and informative videos for student pilots. Can you please and ILS approach on the 172 G1000 Thanks
Actually the VPTH mode of VNAV works only for Working Title G1000? Because I’ve tried it with the Working Title G3000 of the TBM930 but there is no VPTH, the VNAV path can only be followed with the V/S mode.
Flying the Textron Cessna 171 and unable to get VPTH in any major airport either - only able to catch a standard GS on the way down. The VNV button does nothing whatsoever.
Is there a reason the unit is not letting me select an arrival altitude with an offset? In the Direct-to page, it just bypasses it when I turn the know and only allows me to change the course option to my direct-to point.
Hi, great videos, im trying to set up vnav altitudes from a direct to on the 1000nxi. After keying in the airport I cannot scroll to the altitude and offset, only to the crs and hold and activate, skipping the alt and offset. What am I missing? (On xbox)
Unpopular opinion: I just don't like Garmin. I don't have a ton of hours behind them but everything is way more complicated than it should be. Sure you can get used to it, and if you are flying it, you must. The operations require to many clicks, data is scattered. It's just not designed as well as it could be. This is a great job explaining it though. Good job.
That would enable more dumb people to fly airplanes If they designed it to have a easy user interface . Dumb people with money that just want to sit in a cockpit so they can call themselves a pilot.
@@dwightndover7845 quite the opposite. It allows “smart” people to utilize the systems available with the least possible effort so that they can focus on the flight and flying the airplane. The extra information is amazing. But ultimately counter productive if, in order to use it, it requires extra attention away from flying the airplane.
@@joshuamarius we fly Avidyne GPS NAV/COM and Aspen flight displays. The difference between the Avidyne and Garmin is huge in my opinion. Easier and just as (if not more capable).
@@TheFirePilot I really don't think it can get any easier than the G1000. Every pilot I have worked with, some of which have used the more complex systems such as the Primus 1000 and the Pro Line 21, all praise the Garmins (1000, 430, GTN Series) etc., for their simplicity and vast options. I understand everybody has their preference though.
Is hitting the Appr button the same as activating the appr in the Proc menu or do you need to do both. Just trying to clarify the correct time to execute one or both. Thanks.
Has anyone got the vnv to work in a G1000 plane (line Cessna 172 G1000) in MSFS? It won't let me enter the altitude in the first step that he shows....
Another awesome teaching video!! As a Cirrus driver in the West I use this feature ALL the time for approaches arrivals etc. One point to stress: Sometimes when you set VNV for example for a crossing restriction coming up fast, the TOD may actually be BEHIND you and you need to be aware of this and either change the decent angle or do a VS decent so that VPTH can CAPTURE the "GS" down. Be on your toes because we get these situations a lot flying around SoCal and NorCal! Keep up the wonderful videos!
Amazing video! Easily the most confusing aspect of the G1000. Thanks so much for your clear explanations! Would love more G1000 videos!
Outstanding Show Well Done Never to old to learn, Many Thanks 73 years young Fly every day N11CF
Two things about the user defined vnav, which is great and I use it all the time...it will fly you into terrain if you have high points between you and the airport that intersect the path. I use the VSD page as a way to manage this risk. Second, you can define the flight path angle in degrees, or the required FPM for your descent. In the Caravan the 3 degree angle can have pretty high FPM which can be uncomfortable for passengers. I like 600 FPM.
this is the BEST flight training channel on youtoob. simply superb
This is the best channel for great tips
I'm a student pilot and these videos are very helpful and informative.
Thanks for the great videos. you have a soothing calm voice
Great job making this complicated subject clear and understandable.
Thanks for the video! The correct operating procedure of VNV in FS was killing me! I did not understand it, now i do. Tks!
I'm having a little trouble using the Direct To VNAV function. I normally just use mental maths to work out my descent, but thought I'd give it a try with the G1000. I enter the target ICAO in Direct To on the PFD, but using the outer ring to scroll, the highlight completely bypasses the altitude selection (which is coloured cyan). The only further selections available are Activate and Hold.
I think he used an older version of the mod for this tutorial.
Same
Mine does the same too.
Did you figure this out? Same problem
Very clear training thank you
This is a great clip, thanks! Im just moving from a G100 182 into the perspetive+ Cirrus -- on my recent IPC for insurance the biggest feedback item I got was to use more VNAV! Really a huge mental bandwidth saver.
Well explained. You explain procedures well enough for me to follow you.
excelente video! short and to the point. thanks
Outstanding tutorial.
Are you guys projected to post more G1000 training videos? Or even G500? Your instructional methods are awesome!
Fantastic little tutorial! Thank-you, and subscribed.
I'm an instrument pilot, and this is something I never used when using the G1000, but my instructor and DPE made me fly everything by hand... no autopilot.
guess you learned something new today
Awesome! Sitting on the sim to try it out. Happy new year!
Thank you very much, very useful and helpful!
great video🎉
Excellent!
brilliant. thank you.
Great Video. I'll try out the VFR approach into my local airport in MSFS2020 and test out the VNAV function. Thanks
Great explanation, Happy New year.
Thank you. Good information.
Very nice! Does this work also for DPs/SIDs? I would think that there would be a risk of stalling with the autopilot in the climb.
Not really. VNV assists with descents only. It will not calculate a point to begin a climb in order to pass a crossing altitude for a SID
I noticed that the last altitude you had bugged during the descent along the approach was the published Glide Slope Intercept Altitude. Does the G1000 automatically know what the DA is and begin the descent without the pilot bugging the altitude to the DA? Thank you!
These vids are fabulous. Graphics are over the top.
Learning so much. Hoping but have to check if my king air AP has the VNAV button.
Perfect!
You mentioned the Garmin PC version of the software Can you tell me where you can get that
Good explanation! What plane is that?
Superb!!!
Excellent training video. For standardization purposes; your verbiage "pink" should be change to the aviation term "magenta".
Great video. I have one query. The altitude restriction on the Madee Four arrival at TUBTY was at or above 3,500'. The altitude restriction on the RNAV Y RWY 34 approach at TUBTY was at or above 3,000'. When cleared for the approach (while you are still on the arrival), my understanding is that you are still subject to the restrictions on the arrival until you are actually on the approach (i.e., past TUBTY, after which you are free descend in accordance with the instructions on the approach plate). As such, I would have thought you were still required to stay at or above 3,500 until TUBTY after which you could descend to the FAWP (at an approach angle admittedly greater than 3.00 degrees) and capture the GP. I see that this 500' difference (between the arrival and the approach at TUBTY) is something that has been fixed on the newer Madee Five Arrival by reducing the at or above altitude at TUBTY to 3,000'. Nevertheless, my query is whether or not a clearance for an approach gives you the ability to descend to an altitude below the minimum IFR altitude for the segment you are currently flying (i.e., the at or above restriction at TUBTY shown on the arrival). I would think the authorization to descent below 3,500' in this case would not exist prior to TUBTY, but am happy to be proven wrong (if it helps anyone, myself included, to better understand these issues).
I love the way you explaines navigating with the G 1000, thanks for uploading these very useful and informative videos for student pilots. Can you please and ILS approach on the 172 G1000
Thanks
Who programmed up the snow in Bellingham? Rare!
Great video. What was the G1000 simulator app you used?
Happy New Year !! 🎉🎉.
I had no idea the G1000 even had VNAV. Interesting how it works very similar to how VNAV works in the Embraer and Boeing jets ive flown.
Actually the VPTH mode of VNAV works only for Working Title G1000? Because I’ve tried it with the Working Title G3000 of the TBM930 but there is no VPTH, the VNAV path can only be followed with the V/S mode.
Flying the Textron Cessna 171 and unable to get VPTH in any major airport either - only able to catch a standard GS on the way down. The VNV button does nothing whatsoever.
Is there a reason the unit is not letting me select an arrival altitude with an offset? In the Direct-to page, it just bypasses it when I turn the know and only allows me to change the course option to my direct-to point.
Hi, great videos, im trying to set up vnav altitudes from a direct to on the 1000nxi. After keying in the airport I cannot scroll to the altitude and offset, only to the crs and hold and activate, skipping the alt and offset. What am I missing? (On xbox)
Im trying to solve this problem too.
Any luck?
Unpopular opinion: I just don't like Garmin. I don't have a ton of hours behind them but everything is way more complicated than it should be. Sure you can get used to it, and if you are flying it, you must. The operations require to many clicks, data is scattered. It's just not designed as well as it could be. This is a great job explaining it though. Good job.
That would enable more dumb people to fly airplanes If they designed it to have a easy user interface . Dumb people with money that just want to sit in a cockpit so they can call themselves a pilot.
@@dwightndover7845 quite the opposite. It allows “smart” people to utilize the systems available with the least possible effort so that they can focus on the flight and flying the airplane. The extra information is amazing. But ultimately counter productive if, in order to use it, it requires extra attention away from flying the airplane.
Just curious...what do you use or prefer over Garmin?
@@joshuamarius we fly Avidyne GPS NAV/COM and Aspen flight displays. The difference between the Avidyne and Garmin is huge in my opinion. Easier and just as (if not more capable).
@@TheFirePilot I really don't think it can get any easier than the G1000. Every pilot I have worked with, some of which have used the more complex systems such as the Primus 1000 and the Pro Line 21, all praise the Garmins (1000, 430, GTN Series) etc., for their simplicity and vast options. I understand everybody has their preference though.
Do you need the NXi version to use VNV?
Is hitting the Appr button the same as activating the appr in the Proc menu or do you need to do both. Just trying to clarify the correct time to execute one or both. Thanks.
What would a Cessna pilot do if he doesn't have the G1000 ? How to bear with all the altitude and speed restrictions while flying the airplane ?
How about descending from FL (STD BARO) to alt(QNH)….how do you avoid a jump?
Is it possible that you can descend blow your altitude assign when you you’re on final by hitting APR?
I’m assuming this MSFS 2020, has something changed with the ability to use the VNAV for VFR? I can’t get the FMS to select ALT when going direct to.
What flight sim was used for this great video?
Microsoft FS 2020
Is there a way to fly lnav approaches with vnav mode instead of doing stepdown?
Comment faire apparaître la carte Jeppessen pendant qu'on vole en simu ?
Isnt there still a time restriction to activate vnav? I heard within 5 minutes of tod
Nice
vnv only used for decents or how out climbs?
Well done, what sim are you using?
It's MSFS2020 with the Working Title G1000 NXi addon
Has anyone got the vnv to work in a G1000 plane (line Cessna 172 G1000) in MSFS? It won't let me enter the altitude in the first step that he shows....
Feedback for future videos-camera is too far away from MFD/PFD to see what’s happening clearly.
🌟🌟🌟🌟🌟
what plane is this?
Funny. I fly this same route .