This is the absolute best G1000 tutorial I have ever seen. Wow, what a huge help. Thank you so very much for taking the time to put this together and teach it. This has helped me so much! Thank you!!!
Watched a few of these g1000 explainers. This is by far the best. It is still very dense, and nothing replaces practices, but the way you peel the onion layers didactically is amazing. So much hward work, and only 27 comments. Thanks so much man!!
Your video is probably the best I have seen on youtube. You kept the pace nice and easy. You showed all notes. The details were simply incredible and the example was really very good and appropriate. Of course, your teaching style was really great. I hope to see more video tutorials from you. Thank you.
I’m new to Garmin & going to be flying with a G1000Nxi soon. I’ve flown Universal, Honeywell, Collins advanced & Dynon. This is the best presentation I’ve seen even after 25+ years of semi annual sim re-current “fun”.
Best practice… when checking circuit breakers in… note and call out the autopilot circuit breaker. The autopilot can kill you if you don’t know how to shut it off.
This is a wonderful video. on the slide "types of G100 Vertical Guidance" you make reference to the advisory glidepath (+V) and state that this is only available on LNAV and LP approaches with published Vertical Descent Angle (VDA). My question is that VDA is shown on FAA approach plates by the angle symbol on the profile view. The "v" is a different concept -- visual descent point. If I understand you correctly, the advisory glidepath should be available if the VDA is shown in profile view even if there is no VDP shown by a bold "v." For example, look at RNAV (GPS) RWY 29 into KLLR. This has an LP approach and a VDA of 3.5 degrees but no VDP. I should get +V on this approach. Is this correct?
@perossichi1, Thank you! You are correct that you may receive +V vertical guidance even if there is not a VDP on the chart. On the LLR approach, and all approaches with LP minimums, whether you receive +V guidance depends not only on the existance of a VDA, but also on the type of G1000. The Cessna non-NXi G1000s do not provide LP+V service, but I believe the cessna NXi G1000s do. I also believe Cirrus Perspective+ G1000s do, and I am certain the GTN 650 and 750 do. The sure way to tell on a G1000 is when you load the approach it will say “LP” or “LP+V” out to the right of the approach name in the FPL line where the title of the approach appears (above all the fixes).
Very good tutorial……if like me don’t have VNAV (unfortunately) then got use old school…..don’t descend below LSALT for the route or when within 25nm MSA descend and manoeuvre as required not below MSA then use,for 3 deg GP, rule of thumb, GS x 5 for your VS from where the GP commences……..arm the App when cleared to couple to Glide slope……..VNAV is so much better but hey old school works!
Hey captain nice video, I tried to perform your 28L RNAV approach but I can't see the GP or any GS even the TOD it's like my current VNV profile is blank and I have been trying to figure out why I can't see any GP or GS in my RNAV approaches outside of this case. Can you help me figure out what's going on?
Are you in a simulator it an airplane? Is it WAAS? Non WAAS G1000s and other GPS will not show vertical guidance on RNAV approaches. They should still show you VNAV guidance though, as long as you activate a waypoint with a VNAV constraint.
Great Video. When starting the missed approach with the GFC-700 and after Climb to follow FD guidance to pitch up is it OK to activate the Auto Pilot and continue the steps after that ?
The Cessna G1000 / GFC700 has a limitation that it cannot be engaged below 800 AGL except during "approach operations" when it can be engaged as low as 200 AGL. So in my mind a loose interpretation suggests that a missed approach is part of "approach operations" and therefore it's fine to re-engage the autopilot immediately as you start the missed approach, provided you are above 200 AGL. I think this is further supported by the fact that the go around button on the GFC 500 (basically the after-market version of this autopilot) does not disengage the autopilot; the autopilot stays engaged as the plane pitches up to the go around attitude.
This is the absolute best G1000 tutorial I have ever seen. Wow, what a huge help. Thank you so very much for taking the time to put this together and teach it. This has helped me so much! Thank you!!!
Hands down the best G1000 vertical guidance tutorial. Truly truly grateful
Watched a few of these g1000 explainers. This is by far the best. It is still very dense, and nothing replaces practices, but the way you peel the onion layers didactically is amazing. So much hward work, and only 27 comments. Thanks so much man!!
Really appreciate the feedback!
Your video is probably the best I have seen on youtube. You kept the pace nice and easy. You showed all notes. The details were simply incredible and the example was really very good and appropriate. Of course, your teaching style was really great. I hope to see more video tutorials from you. Thank you.
Wow. This is pretty rich and comprehensive. Very well done.
@@scottbeyer101 Thanks! I’m glad you enjoyed it!
I’m new to Garmin & going to be flying with a G1000Nxi soon. I’ve flown Universal, Honeywell, Collins advanced & Dynon. This is the best presentation I’ve seen even after 25+ years of semi annual sim re-current “fun”.
@@albertyowell5455 thanks man! Enjoy your flying!
Thank you - great tutorial. Was looking for a long time to find such a good instruction for G1000.
@@brunosolothurnmann9205 Thanks for the feedback and for stopping by!
Best, best ever, I will keep watching till there is no tomorrow, seriously great presentation
❤ excellent exclamation of a difficult subject… Thanks
Great tutorial, thanks for the detail!!
Thanks for the feedback!
Best G1000 presentation I’ve seen. Better than Garmin.
Wow, thanks!
Excellent video, I too have watched and searched for explanations and this is by far the best video on this topic yet. Keep up the great work.
Thanks! I'm glad you enjoyed it!
Great video. You are an excellent teacher.
Thanks for the excellent training video.
Thanx a lot. Very useful video. 👍
Excellent video, very professional. you should do more videos of the Garmin 1000
Thank you! If I could only find the time!
Quality content, I really hope it gets the reach it deserves.
Appreciate it!
Fantastic presentation! Thank you!
Incredibly helpful and informative video, well done!
Excellent
Great speaking pace bro
Keep it calm
Great post! Thank you.
Thanks - I’m glad you enjoyed it!
Excellent presentation. Thanks!
Glad you enjoyed it!
Best practice… when checking circuit breakers in… note and call out the autopilot circuit breaker.
The autopilot can kill you if you don’t know how to shut it off.
This is a wonderful video. on the slide "types of G100 Vertical Guidance" you make reference to the advisory glidepath (+V) and state that this is only available on LNAV and LP approaches with published Vertical Descent Angle (VDA).
My question is that VDA is shown on FAA approach plates by the angle symbol on the profile view. The "v" is a different concept -- visual descent point.
If I understand you correctly, the advisory glidepath should be available if the VDA is shown in profile view even if there is no VDP shown by a bold "v." For example, look at RNAV (GPS) RWY 29 into KLLR. This has an LP approach and a VDA of 3.5 degrees but no VDP. I should get +V on this approach. Is this correct?
@perossichi1, Thank you! You are correct that you may receive +V vertical guidance even if there is not a VDP on the chart. On the LLR approach, and all approaches with LP minimums, whether you receive +V guidance depends not only on the existance of a VDA, but also on the type of G1000. The Cessna non-NXi G1000s do not provide LP+V service, but I believe the cessna NXi G1000s do. I also believe Cirrus Perspective+ G1000s do, and I am certain the GTN 650 and 750 do. The sure way to tell on a G1000 is when you load the approach it will say “LP” or “LP+V” out to the right of the approach name in the FPL line where the title of the approach appears (above all the fixes).
The funny thing is that my old 530W in my previous plane DA40 would give me Lnav+v on this very approach.
@@perossichi1 Interesting. Maybe it was before there were LP minimums? Or it may not be LP capable - I believe only later software versions are.
Great Video James! Are those Simulators that you are using for this video the Garmin PC Simulator? or some other brand?
Thanks! Yes it’s the Garmin G1000 PC Trainer software
Would you share the PowerPoint?
Very good tutorial……if like me don’t have VNAV (unfortunately) then got use old school…..don’t descend below LSALT for the route or when within 25nm MSA descend and manoeuvre as required not below MSA then use,for 3 deg GP, rule of thumb, GS x 5 for your VS from where the GP commences……..arm the App when cleared to couple to Glide slope……..VNAV is so much better but hey old school works!
Hey captain nice video, I tried to perform your 28L RNAV approach but I can't see the GP or any GS even the TOD it's like my current VNV profile is blank and I have been trying to figure out why I can't see any GP or GS in my RNAV approaches outside of this case. Can you help me figure out what's going on?
Are you in a simulator it an airplane? Is it WAAS? Non WAAS G1000s and other GPS will not show vertical guidance on RNAV approaches. They should still show you VNAV guidance though, as long as you activate a waypoint with a VNAV constraint.
Great Video. When starting the missed approach with the GFC-700 and after Climb to follow FD guidance to pitch up is it OK to activate the Auto Pilot and continue the steps after that ?
The Cessna G1000 / GFC700 has a limitation that it cannot be engaged below 800 AGL except during "approach operations" when it can be engaged as low as 200 AGL. So in my mind a loose interpretation suggests that a missed approach is part of "approach operations" and therefore it's fine to re-engage the autopilot immediately as you start the missed approach, provided you are above 200 AGL.
I think this is further supported by the fact that the go around button on the GFC 500 (basically the after-market version of this autopilot) does not disengage the autopilot; the autopilot stays engaged as the plane pitches up to the go around attitude.
@@FlyingLessons Thanks James. Looking for G1000 hands on training in Texas area. Any suggestions would be appreciated.
don't know anyone down that way unfortunately! Good luck!
It seems almost impossible to comprehend especially when you get behind the 8-ball and have a ton of changes coming at you 🤪
Clumsy. ATC should be computerized and autopilot should be runway to runway.