A couple of points: at 3:45, you say that 293/40 are altitude/radar altimeter. This is incorrect. the 293 is your Decision Altitude (DA), which is what your altimeter will read (assuming correct barometric pressure being set) when you have to decide whether to go missed or not. The 40 is _not_ radar altitude, but is 4000 feet Runway Visual Range (RVR, 40 x 100) - what your visibility must be to continue the landing. The following number, 287, is your height above touchdown (HAT) at your DA. This your actual altitude above the touchdown zone, shown by taking the DA (293) and subtracting the TDZE (6) at the top of the chart. At 8:15, you set your altitude target at 1500. Note that the approach plate recommends you should cross Calverton at 1800, and PEPER at 1500, and cross SALLT no lower than 1500. At 9:00, you switch to GPS mode, and say that Otto is taking you towards NYC, but your HSI shows you are east of the magenta line, so it is turning you to join the line, which is what one would expect. The confusing thing is that the MFD shows the plane as _west_ of the line, and headed away from it. It would have been interesting to have you zoom the MFD in at that point to see if the mismatch was a zoom issue, and to see if it would have turned back onto the line if you'd left it in NAV mode. At about 9:50, not sure why Otto didn't level out at 1500. Oddly, the cyan 1500 blinked when you crossed through 1700, and I would have expected Otto to start leveling the aircraft. Instead, it maintained VS at -800 fpm. I also noticed that you armed the approach just as the plane crossed 1500, and it was at that point Otto flipped from ALTS to GS. Not sure if correlation equals causation at this point, but a curious coincidence. Finally, at about 10:20 after you'd gone below 1500 you took over flying to climb back up. However Otto still showed as active and in VS mode at -800. Since you didn't mention having to fight the controls, it's possible Otto kicked off but didn't tell you, which would explain why you didn't capture the localizer a bit later. I always enjoy your vids and am working my way up the ranks controlling at VATSIM's ZBW, so perhaps I'll see you on my scope at some point!
GREAT video - putting all the comments aside, this shows the simple fact that "electronics" can fail and you CANNOT simply rely on what they indicate. Know how to hand fly your aircraft. Thanks again ! !! !!!
You talk about interesting waypoint names in your video. Last night I did an ILS approach at KHIO (ILS or LOC 13R). The first two waypoints there are named DAFFI and DUCKA.
Although this is an interesting video and Gatcomb is very knowledgeable. , it's obsolete as the G1000 NXi will soon be the default G1000 in MSFS 2020. It's in beta, version 0.8, right now and its functioning enough now to be used all the time. Everything here is now automatic with the NXi and its much improved over the regular G1000. I'm surprised Gatcomb isn't using it. Its so fun to use.
It would be interesting to see if this approach works better in the Nxi, as I believe WT has announced they aren't fixing breaking changes in the stock G1000 going forward
Thank you for this video! I flew an RNAV approach into my local field on MSFS last evening after upgrading to MSFS 6. I had the same issues with the AP descending through my selected altitude and "zeroing" indicated "selected" altitude on initiating altitude hold. Same aircraft.
Nice bit of flying. But thanks I thought it was just me doing something wrong as I wasn't capturing the ILS sometimes recently. Also glad someone else has had an autumn (Fall) of rainy grimness, been foul over here in England, and I'm pleased your plane didn't 'catch on fire' this time, would have been hairy in that weather... those vids were hilarious, cheers.
I think the reason why you didn't catch the loc initially is because you were in the heading mode as opposed to nav. Now, I have no idea whether that's how the real G1000 would work, but it does seem to be that way ingame.
Super great video. But how do you pull up the charts on the screen while you've still got MSFS running in the foreground. Thanks so much for you great videos.
I wonder if there are any updates on the ILS capture issue. Tried to land the 747-8 into Amsterdam yesterday and it would still not capture the GS/LOC. :(
Nice video, getting my IFR rating now and it's great to see extra perspectives. What do you think about instructors who say to stay at say flaps 10 until you reach visual contact with the runway, and even then, you can typically land long in a smaller plane so additional flaps may not be necessary?
But that was a manual approach with some ILS guidance? When I do it I let the system get me down to 50 feet or so then kill the AP, if the ILS fails surely its a missed approach in those conditions??
ILS is a guiding system first and foremost. Having an autopilot who follows the lateral and horizontal guidance of the ILS is just a cherry on top if you will. It's perfectly normal to have full manual control of the plane during an ILS approach. In fact, in commercial aviation the pilots fly the plane manually quite often too (either because its more fun or to learn the manual landings or whatever).
@@TripleNIE Thanks, I've come a fair way in the year since posting that, i now fly my CJ4 manually all over the place, including just using the ILS as a guidance system ;)
@@dave-j-k I actually thought this might be the case but also wanted to have this corrected for future viewers, as your comment (at least for me) has been the first one below the vid. Cheers and happy flying!
A couple of points:
at 3:45, you say that 293/40 are altitude/radar altimeter. This is incorrect. the 293 is your Decision Altitude (DA), which is what your altimeter will read (assuming correct barometric pressure being set) when you have to decide whether to go missed or not. The 40 is _not_ radar altitude, but is 4000 feet Runway Visual Range (RVR, 40 x 100) - what your visibility must be to continue the landing. The following number, 287, is your height above touchdown (HAT) at your DA. This your actual altitude above the touchdown zone, shown by taking the DA (293) and subtracting the TDZE (6) at the top of the chart.
At 8:15, you set your altitude target at 1500. Note that the approach plate recommends you should cross Calverton at 1800, and PEPER at 1500, and cross SALLT no lower than 1500.
At 9:00, you switch to GPS mode, and say that Otto is taking you towards NYC, but your HSI shows you are east of the magenta line, so it is turning you to join the line, which is what one would expect. The confusing thing is that the MFD shows the plane as _west_ of the line, and headed away from it. It would have been interesting to have you zoom the MFD in at that point to see if the mismatch was a zoom issue, and to see if it would have turned back onto the line if you'd left it in NAV mode.
At about 9:50, not sure why Otto didn't level out at 1500. Oddly, the cyan 1500 blinked when you crossed through 1700, and I would have expected Otto to start leveling the aircraft. Instead, it maintained VS at -800 fpm. I also noticed that you armed the approach just as the plane crossed 1500, and it was at that point Otto flipped from ALTS to GS. Not sure if correlation equals causation at this point, but a curious coincidence.
Finally, at about 10:20 after you'd gone below 1500 you took over flying to climb back up. However Otto still showed as active and in VS mode at -800. Since you didn't mention having to fight the controls, it's possible Otto kicked off but didn't tell you, which would explain why you didn't capture the localizer a bit later.
I always enjoy your vids and am working my way up the ranks controlling at VATSIM's ZBW, so perhaps I'll see you on my scope at some point!
GREAT video - putting all the comments aside, this shows the simple fact that "electronics" can fail and you CANNOT simply rely on what they indicate. Know how to hand fly your aircraft. Thanks again ! !! !!!
You talk about interesting waypoint names in your video. Last night I did an ILS approach at KHIO (ILS or LOC 13R). The first two waypoints there are named DAFFI and DUCKA.
Although this is an interesting video and Gatcomb is very knowledgeable. , it's obsolete as the G1000 NXi will soon be the default G1000 in MSFS 2020. It's in beta, version 0.8, right now and its functioning enough now to be used all the time. Everything here is now automatic with the NXi and its much improved over the regular G1000. I'm surprised Gatcomb isn't using it. Its so fun to use.
It would be interesting to see if this approach works better in the Nxi, as I believe WT has announced they aren't fixing breaking changes in the stock G1000 going forward
Thank you for this video! I flew an RNAV approach into my local field on MSFS last evening after upgrading to MSFS 6. I had the same issues with the AP descending through my selected altitude and "zeroing" indicated "selected" altitude on initiating altitude hold. Same aircraft.
Nice bit of flying. But thanks I thought it was just me doing something wrong as I wasn't capturing the ILS sometimes recently. Also glad someone else has had an autumn (Fall) of rainy grimness, been foul over here in England, and I'm pleased your plane didn't 'catch on fire' this time, would have been hairy in that weather... those vids were hilarious, cheers.
I think the reason why you didn't catch the loc initially is because you were in the heading mode as opposed to nav. Now, I have no idea whether that's how the real G1000 would work, but it does seem to be that way ingame.
Super great video. But how do you pull up the charts on the screen while you've still got MSFS running in the foreground. Thanks so much for you great videos.
can't wait for the vid on procedure turns with msfs avionics. thx.
I wonder if there are any updates on the ILS capture issue. Tried to land the 747-8 into Amsterdam yesterday and it would still not capture the GS/LOC. :(
Frozen avionics maybe? This is usually the case with zero alt or zero IAS.
I have question, do I need to buy Premium MS for Dreamliner? cuz I taught I can buy in app purchase. Already owned Deluxe version
Nice video, getting my IFR rating now and it's great to see extra perspectives. What do you think about instructors who say to stay at say flaps 10 until you reach visual contact with the runway, and even then, you can typically land long in a smaller plane so additional flaps may not be necessary?
Watching this video makes me realize how ugly and bad the default G1000 is compared to the NXi.
Great video. Thanks
But that was a manual approach with some ILS guidance? When I do it I let the system get me down to 50 feet or so then kill the AP, if the ILS fails surely its a missed approach in those conditions??
ILS is a guiding system first and foremost. Having an autopilot who follows the lateral and horizontal guidance of the ILS is just a cherry on top if you will. It's perfectly normal to have full manual control of the plane during an ILS approach. In fact, in commercial aviation the pilots fly the plane manually quite often too (either because its more fun or to learn the manual landings or whatever).
@@TripleNIE Thanks, I've come a fair way in the year since posting that, i now fly my CJ4 manually all over the place, including just using the ILS as a guidance system ;)
@@dave-j-k I actually thought this might be the case but also wanted to have this corrected for future viewers, as your comment (at least for me) has been the first one below the vid. Cheers and happy flying!
Anyone know where to get the charts from in uk? Preferably free 😬
AIP