fireone

Really Good find CDNCAVOK. Since posting I've also reread the X-plane published manual on the G1000 which is also very good. It has a nice section on the AP. On Tuesday I completed an hour long flight , IFR , 4 waypoints, different altitudes , ILS on approach. Except 1 minute after take off, and hand flying below the MDA ,all done by operating the AP. The way the TBM rolls onto a heading or captures an altitude or descends on a glideslope with AP is a sight to behold. As I learn more of the functions of the Autopilot, the TBM becomes an ever more awesome plane to fly .

Are there any resources, in any form ,that will help master the practical aspects of the GFC 700 auto pilot ? The items I've read and watched . The Hotstart manuals , the Garmin chapter on the AFCS , videos on Youtube by Garmin and others , I've ordered Max Trescott' s book on the G1000 . My main problem is these resources describe what the buttons and dials do , but scarce description of the best way of how and when and why to use the various buttons in different situations. T here are no scenario based examples of how to use the autopilot ,apart from one example in the Garmin G1000 manual where a flight from take off to missed approach is described .

GreenDot , the written word sometimes comes across as lecturing and disrespectful . There are some points in your description that merit analysis and there is no disrespect intended. 1) There is no yaw sensitvity control. There is a yaw control response slider inside the control sensitivity window . The control sensitivity window includes stability augmentation settings. When the mouse hovers over the sliders it explains what the sliders purpose is. If you moved your slider to the 100% position , you have gone in completely the opposite position IMO to create a more realistic yaw response . In my trials the 0% control response position for yaw and 50 % stability augmentation for yaw generates a very stable response on the ground and in flight. 2) If Laminar's code is responsible for yaw response problems all aircraft would suffer the same problem but they don't , as you say the Pilatus is stable. . But that is what the slider in the control sensitivity window are for, to account for differences in aircraft. 3) There are detailed instructions in the official POH ,freely available online , on how to conduct the take off . If you do experiment with the yaw response and augmentation , would you be able to let us know if you see a difference , because as is so often stated everybody's experience is different and it may well be that I am talking out of my hat.

Felix , I'm probably wrong about this so, ignore if incorrect. Not all airports have GPS approaches . In such cases , NDB , VOR , ILS are the primary navigation aids to an approach and hold. GPS can be used as an aid to get to these final stages . In order to use these VOR/ILS etc your nav radios have to be properly tuned . The active frequency in your nav radio (and comm radio ) in the G1000 are the ones closest to the centre of the screen. With this in mind : The approach plate suggests its an ils/dme approach . It doesn't appear to be a designated GPS approach . But I don't have the Lugarno plates so I'm guessing. If I'm correct the active frequencies you have dialled in on your NAV radios are not 108.9 as specified on the plate. But again I'm guessing , its hard to tell from here because my screen resolution doesn't show these small numbers clearly. One more suggestion : If the approach is a localizer with a glideslope approach press the CDI button so that the localizer /glideslope HSI shows up . It'll be green in color rather than the magenta , showing in your photos.

Leinsters , there are ways to modify the behaviour of your control axis . If you already know or tried this, ignore what follows. Open the main Laminar Configuration window , open the joystick window , open the control sensitivity window . Slide the yaw control response slider all the way to the left . This gives linear control to the rudder . Move your rudder pedals a little bit results in a little bit of rudder movement. Try a take off/landing . If this is not enough try sliding the yaw stability augmentation slider to the right as well . I ended up with the control response sliders all the way to the left for all axis., yaw, pitch ,roll.

The ground handling issue is solved for me : 1) The POH recommendation : apply brakes , increase torque and release brakes when in torque range 40 - 60 % . 2 ) In the Laminar control sensitivity window, I moved all three control response sliders all the way to the left. 3) Moved the stability augmentation slider for yaw to the 50% mark. The default position for control response is at the 50 % position . The fine print describes this as giving finer adjustment when the joystick /rudder is in the center position. Whereas in the leftward position , control response is linear . I interpret this leftward position to mean if I move my rudder a small amount it will make a small correction of the rudder on the plane., not some value calculated by an algorithm when the slider is to the right. Whatever it means , I now look on take offs and landings as a far smoother ,enjoyable ,predictable event.

One further change I've made is to set the sensitivity of the 3 axis ,rudder ,pitch ,roll all the way to the left in the Laminar joystick setup . Much better handling in the take off run.

I've done 6 take-offs and landings and have found a major improvement with the following: Following the instructions in the downloadable Socata POH page 4.4.47 2014 edition . There is copyright so can't cut and paste. And using the default Laminar keyboard settings for aileron , rudder and pitch settings made for much finer , much better control of all the trims Previously I was using scroll wheels on the joystick/throttle for trim control . In particular trim for rudder is 2/3 of the way from the midpoint to the green marker in CAVOK conditions . Thanks to Goran for making me think about this more deeply.

Your log.txt file appears truncated. It usually starts something like this : log.txt for X-Plane 11.26r2 (build 112601 64-bit) compiled on Aug 21 2018 21:49:25 X-Plane started on Thu Nov 1 19:42:08 2018 This log file is generated automatically by Laminar Research applications and contains diagnostics about your graphics hardware, installation, and any error conditions. If you need to contact tech support or file a bug, please send us this file. NOTE: this file is rewritten every time you start ANY of your X-System applications. Windows 6.1 (build 7601/2) Service Pack 1.0 This is a 64-bit version of Windows. CPU type: 8664 Physical Memory (total for computer): 34306048000 Maximum Virtual Memory (for X-Plane only): 8796092891136 CPU 0: Intel(R) Core(TM) i5-4690K CPU @ 3.50GHz Speed (mhz): 3500 CPU 0: Intel(R) Core(TM) i5-4690K CPU @ 3.50GHz Speed (mhz): 3500 CPU 0: Intel(R) Core(TM) i5-4690K CPU @ 3.50GHz Speed (mhz): 3500 CPU 0: Intel(R) Core(TM) i5-4690K CPU @ 3.50GHz Speed (mhz): 3500 X-System folder:'E:\planex11.20/X-Plane 11 Clean/', case sensitive=0

Any moment now ,someone will recommend posting your zipped log.txt from the XP11 root folder, The log.txt file generated immediately after this event occurs.

The oscillations ( when they happen ) occur between 50 to 90 knots , at 90 -95 knots I rotate , with flap on take off setting . The instant the front wheel is off the ground all is stable. I'm flying CAVOK until I get a better feel for the aircraft and its systems. ATM trims for rudder are via the MFG software . Aileron and pitch via Joystick trim wheels. I''ll double check keyboard assignments , in cockpit settings and any other variables that may influence rudder /front wheel/trim position and report back.

Thanks for the reply , Goran. Once the oscillation starts, it amplifies , its as if there is a resonant frequency . The times I have made 180 degree + turns is when I have reduced speed , aborted the take off , and the plane has managed to stay upright on its undercarriage. It doesn't happen on every takeoff. When the aircraft is well aligned on the centreline and only miniscule corrections are made with rudder on the take off run all is well. Applying power slowly or more swiftly appears to make little difference .

I''ll see if I can capture this on video otherwise it just seems like I'm blowing smoke . I'll do my own checking but, is there a way to simultaneously show the control inputs on the same video , similar to fps in the top left corner ? I've seen the reports of difficult ground handling of other aircraft in Xplane but never really took an interest because I had not experienced them . The TBM presents some interesting challenges in that department. I'm curious to know Goran, if there are lines of code in the TBM program that determine ground handling behaviour as speed increases ? If not , then our concerns regarding these observations can be laid to rest. I should emphasise there are zero problems for me below around 40 knots . In fact at this speed or below the handling is excellent with the throttle in taxi mode. If I had to summarise , as the speed builds up to around 50 knots on take off , flaps as stipulated in the manual, the rudder/ front wheel response becomes more sensitive than I have experienced in other aircraft at the same speed . Then at a certain point an oscillation begins that amplifies as speed builds up , regardless of how small the correction(s) I accept that practice on my part is necessary , and I also accept that it may be in the Laminar code as others have stipulated, or that my configs may be awry .

CDNCAVOK, I have a set of MKB rudder pedals , they are way more accurate and programmable than the Saiteks , CH products and thrustmaster I have used in the past. They have not however saved me from doing an awful lot of lawn mowing and major structural landscaping at some of the airports I fly from with the TBM. There are times in the TBM when I think I've fired up Colin Macrea's Dirt Rally and am practising my drifts , hand brake turns ,obstacle jumps and skid control . Comparisons can be invidious , but I have no trouble controlling the STMA PC 12 on take off or landing , using the same software and hardware setup.

Ricardo's suggestion is good . He has taken the time to try and help you. If you don't try to see which keys on your setup are assigned to the Park Brake , you may never find the solution. Given that the park prake is a progressive function when operated by mouse , just like the throttle , how do you know there is no cross talk unless you check ? Checking the assignments of key strokes ,throttles ,buttons etc is always a good idea , I have found that a command assigned to two different keyboard letters or a throttle quadrant & keyboard may and often do cause unexplained behaviour. As an example , if I use my throttle lever on the CH throttle quadrant and there is a throttle assignment on the keyboard the throttle response in game is occasionally very odd.

deleted

Which airport ? I or someone can try to dial it up. If I magnify the screen it looks like YBCO PS . Do you know if that airport is in the Navigraph database ?

I have no idea if this will make any difference but nothing to lose : Is the reverse thrust assigned to the corresponding throttle ? I have assigned the generic throttle command to my throttle quadrant . And there is a generic reverse thrust. As you know throttle assignments can be numbered and there is then a corresponding reverse command with the same number. In general I have found that when flying single engine piston aircraft the generic non numbered assignments work more reliably , including mixture and prop .

Fully programmable , hall effect based rudder pedals make a significant difference . Smooth and precise with small movements , they allow me to follow the taxi & runway center lines more easily . one example https://mfg.simundza.com/products .

All that said , the tutorials do provide an excellent resource, I can reset the plane to new condition , so in the scheme of things its a minor event now. It seemed more important to me in the beginning when I knew nothing about the aircraft and had never started a turboprop. Most current logtxt appended Log.txt

Goran , the manual overide lever is in the fully backward position . I have the same fuel residue error message at the end of the second "how to use the throttle tutorial" In both instances Xplane is started afresh with nothing else run before the tutorial. I include two screenshots . 1st is at the point error message appears during tutorial 1, 2nd for the throttle tutorial . This appears after tutorial is completely finished

Goran , I'll have a look tonight . and report back. Meanwhile if I start from cold and dark and follow the POH , so no tutorial , the plane starts fine and no error messages.

BjornMa in an earlier post pointed out the horizontal and right hand side of the "h" are controllable by assigning the appropriate predefined commands to a keyboard press . I assigned those commands to one of the gray buttons on the CH Throttle Quadrant so that pushing the button in the upward direction is assigned " Mixture rich a bit" and a downward press "mixture lean a bit" . The joystick config screen however gives you many options for these 2 commands depending on how many engines the plane has . In the config search line enter "mixture " without quotes. The list of possible options will be displayed . Choose the one that has no engine number, the generic one. If you assign it to engine #1 , it will not work. Once assigned , pressing the mixture up a bit 3 times transfers the throttle arm to the left part of the "h" . A conventional Quadrant throttle arm then controls the left side. Calibrate your throttle on the quadrant as per normal and make sure there are no other buttons that control the throttle , so delete keyboard commands that control throttle , tell the configurator to ignore the other throttle lever on the quadrant. The throttle assignment cannot be a numbered one . Again , it has to be the generic one. I watched the second tutorial which explains how the throttle works and the instructor describes which two commands will control the Tab function that allows the throttle to operate in taxi and reverse mode.. One or the other of the two commands can be assigned to another gray button on the Quadrant . For this I chose the gray button immediately under the throttle so throttle and button can be controlled simultaneously with one hand. It just so happens that the detente on the Quadrant almost precisely matches the point at which reverse thrust engages.

Printed and about to be used. I also like to jot down recommended speeds e.g stall, rotation, best rate / cruise climb , flap deployment , gear down , over the threshold etc. but these I can add in writing. Small observation : once printed , the numbers in the top 2 performance charts are difficult to read because of their size. We use A4 paper downunder , so could be that the printing process is shrinking them , compared to the original. That said , this is an excellent , and essential aid well done.