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Hi Philipp! Great video! Do you happen to have the approach charts still? They don't seem to be available on the blog you linked to anymore. Thanks & Keep up the great content!

wunderbar!

You will be remembered as one of those who helped me to get my ATPL

Watching your video of Diesel Engines you did a good job of explaining about fuel economy and control. What needs to be done to allow a piston diesel engine to function when it is inverted such as happens in a chain saw or leaf blower? A flying boat while it is slow can use a standard marine diesel but after take off when it starts to do fancy flying stunts the plane becomes inverted. The problem of flying inverted in the early 20th centuary by military planes. Also have you done any.videos on the effects of scrubbers etc that marine diesels have on their exhaust to reduce pollution? Thanks for your attention to my questions. Regards Philip

very good video. Danke

I know this video is relatively older but it really helped me on understanding the differences between setting up between en route vs approach rnav! Thank you for the time making this video!!!

im not sure all versions of the G1000 have RMI.

You are precise in your speech and instructions. I can tell from the first 40 seconds that I will enjoy this. Some company ought to hire you to write training material; maybe one already has. :D

Thanks ! Simple but useful

The title of the video didn´t lie.

This is a fantastic reference. The only YT vid that has a shortcut on my desktop. I mainly use it to remind myself I need to spend more time with the 530. Every time I come back, it all makes more sense. I tried starting here a couple of months ago after being away from flight Sims for 30 years and it broke my brain. I really appreciate your enthusiastic explanations. 👋🇨🇦🤯

This is awesome. I actually read the manual but I should've just watched this first. Very nicely presented.🙂🇨🇦👋

Transkription des Triumphmarsches fuer kleine Besetzung gibt's hier: ruclips.net/video/IzwoXGc9Pn0/видео.html

Hi Philipp, thanks for sharing this lesson learned. I'm working on my flight review and IPC and learning to fly a Cessna 172S G1000 with KAP 140 autopilot. I'm seeing a number of "gotchas" with the G1000. I'll try to replicate this in the simulator and learn to avoid this in the future. Thanks!

I cant imagine flying this approach single pilot In IMC and executing the published missed. whoever designed this apprroach must have been drunk, there is way to much heads down events and distractions on this approach that can get somebody killed in real life. Its fun to utilize this as a training exercise, but I wouldnt dare fly this approach manually.

Great information 👍

The free turbine is techically a 2 spool turbine much like a turbofan

Now which is more efficient? Which is more fuel efficient? Which is more responsive?

This is why it's good form to *always* verify frequency, identifier, and course when activating the approach or on the switch to green needles.

very good

Yes it is true that you have to check the navigation setting. But, in a rushed situation it is harder to make all the right moves. Everyone can and will eventually forget something important in a high stress situation. It is critically important that no pilot is exempt from mistakes. Build habits that buy you time to catch mistakes before they hurt can hurt you. The heading given was 130 until established (the localizer) at 1,400.

Hi Philipp! I cannot understand a thing you say at about 20:00. Here you say that in order to make the plane starting the descent you need to "twist the altitude selector". Ok but what you mean by "twist"? when you go on it with your mouse I do not see any action or change in the knob nor in the set altitude (stil 12000). What action did you exactly do there? Is that why probably I cannot make VNAV work in xplane11, because I do not do that little operation?

Some people get hung up on the steep intercept. That's missing the point. Note that I don't know what the actual intercept heading was on that checkride. I wasn't there. The point is not whether it is a 20, 30, 45 or 60 degree intercept, the point is that you have to remember to check the nav radio identifier. Which you need to do whether you were on HDG vectors or VOR navigation or anything else.

In a car, do you make a U-turn in a forbidden direction? Ahaha

I stand corrected about the assigned heading. However, a 45 degree intercept is never how a vector is given by ATC. When you are flying a prescribed course you can plan the intercept by adjusting speed to your liking. This is done in a non radar environment. ATC vectors are 30 degrees or less and you are usually flying at a higher speed. One reason for this is that ATC has a minimum vectoring altitude that is often lower than a procedure turn inbound. When being vectored, ATC assumes considerable responsibility to get you set up correctly. This examiner expected the pilot to rush back to an approach and landing, something you should never do in this manner. In fact, a good request would be to ask ATC to vector you to final 3 miles outside the final approach fix, giving you time to setup and slow down. I requested this when I landed a Boeing 767-300 with an engine out, in Atlanta. (ATC can even give you localizer frequencies and inbound headings so you don't have to look at a chart in an emergency)! It matters that examiners act correctly when simulating ATC, otherwise the entire scenario that is supposed to evaluate an applicant is flawed.

Thanks for sharing. You just taught me something about the G1000

For the HSI thing, the rule of thumb is +2 -2 or -2 +2. Example, 180, 1+2=3, 8-2=6, hence 360. Another, 340, 3-2= 1, 4+2= 6, hence 160

Im glad when i got my rating we hadvan ADF approach!! No computers at all!😂

that was proline 4, not 21. The 21 let's you switch HSI formats from full to arc. I've never flown it in anything but arc mode, never needed to see the full HSI. Can't remember the last time I manually dialed in a course, it's all automatic even for ILS. At least on the 21, but I imagine the 4 auto dials the course for you too.

My instructor always told me this for programming approaches: build, bug, brief. Build the approach into the gps. Bug anything relevant, in this case nav frequency and course. Brief the approach

The examiner gave a 130 heading to intercept the localizer. ATC would never give such a clearance. The intercept angle is too extreme for an airplane flying in radar vector airspace and not on arrival or approach routing. The pilot would be correct to ask ATC for delay vectors, or a hold, to buy time to study and properly brief this approach. He then would have had the time to confirm that the correct localizer is tuned and identified. This examiner likely doesn't have much real world IFR experience---a very common problem with DPE's in GA

Hallo Philipp, schönes Video, Danke! Beste Grüße aus Europa!

Good video. Easy mistake to make. Need to make sure to check source and course for the intercept.

I wonder how many IR applications are truly ready to fly solo in IMC in real world. Using a Garmin quirk like this to fail a checkride seems... arbitrary. Sure it shows failure to adhere to a process, but then again a DPE may not like an applicant asking for delay vectors on every approach either.

Career 737/757/767 pilot here. Your student will be okay; he got set up with a high workload and an issue which could have hurt him in future life. The lesson is: tune and identify the signal you will actually use. Otherwise there will be issues when awaiting glideslope intercept. Really make sure to identify, so the plane is flown down the right approach course (and with proper accuracy and the DME if needed). Also, set the VOR bearing selector to the course you want to fly, even on the HSI. Most of us on Collins / Honeywell displays use the arc mode anyway, unless there is a good reason to use the full compass rose. (grin) Lessons and setups learned, the pilot is better prepared.

The Collins Pro Line is not ‘idiotic’. Virtually all transport category aircraft use ‘arc’ mode for a digital HSI. In real world flying, the bottom half of the compass rose is just clutter on the screen

+200 -20 & -200 +20 for easy reciprocal

Wow, I had to be the cynic here but that sounds like a trap laid by the DPE. You can argue if it's fair or not, that's a very gray and debatable line, but personally I think that's a low blow. Now granted I see the wisdom in building task saturation and seeing if a pilot sticks to their checklists and such, but I have a hard time with DPEs who try to trick pilots rather than just allowing the pilot to demonstrate their skill. Bright side I guess is that the pilot will probably never forget to confirm the ILS/LOC identifier again.

Another clue he missed and you didn’t mention was that the green text on the HSI identified VOR1 instead of LOC1 after a localizer frequency is selected. Good video.

That is pretty advanced, that it tunes NAV2 to the ILS frequency.

I flew a Hawker 400 for a year, with the ProLine 4. You don't need to see the full HSI because the only time you're not following the FMS/GPS nav is when you're shooting an ILS. You could argue "what if GPS and DME/DME failed?", but you could get by in that situation that will probably never happen. I'd have to go back and check, but I think you can change the MFD map to show a full compass rose too.

That could have trapped me as well. Philipp, thanks a bunch for your work creating the G1000! I built an entire walk-in sim based on our training G1000Nxi Cessna172. I'm looking forward to more features! That said... It's not the advanced features that make us pass or fail, or land safely or not. It's the basics, right? Thanks again!

also can I please come in and fix the roller-counter animations on the XPLANE1000 PFDs… the higher digits should roll in sync when the digit to its right is rolling between 9 and 0… the airspeed and altitude readouts specifically

Is it no longer a requirement to turn up the volume and verify the Morse ident?

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Wow, this is full of useful information. Great video!