Aleksandar

I did select the reset button, but the panel doesn't seem to be powered? It didn't reset the problem for me. So if I understand correctly, the APU power button on the overhead has to be ON in order for it to work? The benefit of this problem was that I was forced to learn how to get the ground air cart working and starting my plane. I got EGT up to 1000 degrees, but got it working in the end! Derp.

Yes, I tried leaving the door open once, but got a CAS warning for it. Kind of an odd juggle jumping out of the airplane just for that in the middle of an already confusing checklist!

Interesting new design direction....but solely based on the included photos, I don't find myself convinced why I would get this to replace my default clouds. Perhaps more information with photos and post-release reviews will help. I look forward to seeing more.

One of those guys who likes to blame others when things don't work out for him? Always somebody else's fault, eh? When you have a product that works for 99 people but not 1.....it's not the product's fault and it is an immense success from the developer. ALL software has issues, because ALL computer setups are different from each other....nothing out of the ordinary there. How about opening your query with a neutral question that doesn't attack anybody? You're more likely to garner effective help. I realize you've been through a lot in life, and it's amazing that you are still pushing forward....but by even mentioning that you come across as bitter and contradictory. I would expect better from a person of your stature.

Hey guys! Not sure if anyone has workarounds or solutions yet, but I found a small bug with the COM system. Using the FMS Keypad, you can press COM, enter the frequency, then flip it to active (Q: enter required? full 6 digits required? decimal required?). I can get it to work, but more times than not I have trouble with it. The selected frequency remains in standby and the active frequency swaps with something else entirely. If I use the frequency swap directly on the G1000 it doesn't swap at that point either as if it doesn't exist. Thanks.!

Hey guys, just as a tip to get frequencies even faster....right above the keypad on the console is the "COM" button. You can press that, enter the frequency on the keypad, press enter, and transfer it over. If you see that there are FMS / COM / NAV buttons....that means you can use that number pad to enter information into either of those systems. Much quicker than rotating knobs. Sometimes it bugs out, but I found that if I enter XXX.YYY <enter> <--> it works fine. Ex: 119.3 would be entered as 119.300. Happy IFR-ing.!

That's great, thank you! I'm certain I've moved it, and not sure where default was, so I've set the circle to the little blue line for now. Seemed great, though had to watch my CHT's on climbout. Seems to be tricky on this plane!

Agreed! I went back and noticed just how much a difference there was...definitely more than 200 feet. lol. I just made the standby match instead of focusing on the setting.

Ok, interesting. So is this like asking an AME to tune the engine then? Help me understand a bit more: so if I go full throttle, as in on takeoff, and I find my MP is in the red (didn't see any limit posted in the manual), I'd bring that down? How would we identify the mixture level; based on experience in the aircraft? Thanks.

Actually for me, even though I have buttons for toe brakes, my rudder pedals still work on the ground for steering, though they behave like toe brakes.

Start to slowly rotate just before reaching 70 and the climb out will be smooth. Banking slightly left is normal, especially on a high-torque engine. When you use rudder to accellerate down the runway, you may find that just a bit MORE rudder is used when you rotate due to gyroscopic precesssion. This is a well balanced behavior compared to many addon models I have. Also, don't forget to consider wind effects.

From what I have read, this is something that will be adjusted on the next update and I too believe it is just a little too agressive. My compensation is to take off without flap (not normal procedure, but approved), and on approach lower flap only when 90-100 kts instead of the placarded 119. That being said, aggressive pitch when lowering flaps is perfectly normal. I had to do the same when I was flying a DA40 last year; first time it surprised me because it has a larger effect than a 172 (probably due to the shorter chord line).

What are your autopilot modes set to? My altitude capture is perfect, even if the altimeter setting isn't

I mentioned it in another forum post, but unless the difference is massive, there will be a difference between the standby altimeter and the pfd one. That is normal (don't be surprised by a 200 foot difference, as that is maximum for an RVSM flight even on an airliner; 75 on the ground).

I don't think the prime/boost switch on the TN should be spring loaded, as that switch will only ever actually be used in flight at high altitude or to clear vapor lock. For persistence, the only thing I noticed was the tiedowns and cover.

I would use a GPS waypoint in it's place for now. You could set it to OBS mode at the same time.

I second that....also the leading edges due to the TKS system is also reflecting light in an ugly way.

This is a normal thing to have and should not be changed. The altimeter setting and altitude reporting on the G1000 is computed by an ADC (air data computer) versus a mechanical aneroid on the standby altimeter that can have error. Same can be seen even on a big jet, where captain and first officer altimeters can be slightly off as they get data from different pressure ports (PFD vs standby as well). The maximum difference on an RVSM equipped airliner is within 75 feet of field elevation while on the ground and within 200 feet in flight. Any more, and it is defective.

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Hey there. Not sure why this isn't addressed in the manual, but what are we supposed to use the "Manifold Pressure Target" and "Fuel Flow at Manifold Pressure Target" features for on the General tab? Also not addressed is the difference between the Iskra Starter (always selected by default) and the C24ST5? Thanks. p.s. for minor update - the tiedowns and fuselage cover are not persistent between flights.

Vr in this plane is 70-75 knots. Crap...wrong VR! LOL (bump your post up!)

So far, I've only encountered one hold as part of an instrument approach procedure turn. I'd set up an OBS at a waypoint and fly it manually by heading control for now. Set OBS mode on your PFD to the inbound course with the course knob. This will automatically activate SUSP (also not featured). Then when you reach the waypoint, use your heading indicator to turn outbound setting course based on wind and starting the timer. When it's time to turn back inbound, lead with the heading indicator and reactivate nav mode to track course back inbound. Plane will do all standard-rate turns.

Funny, that happened twice to me. But since I've left the bosst pump on and leaned on the ground, no issues.

I didn't really notice the power issue (I fly by speed), but definitely looking for a bit of refinement to the effect of flaps....seems quite agressive, such that I takeoff with full flaps, and don't drop flaps until I'm below 100kts on arrival.

Even though I have buttons on my throttle for differential brakes, I still use the rudder for steering. Essentially, use your rudder like sensitive toe brakes; tap the rudders a bit or hold slightly to steer. You have to guide the nosewheel in your turns because it turns as a result of the brakes, not the rudder input. A tip or two: make sure the nosewheel is pointing straight before you stop so that it is easier to get going (such as coming up to a hold short line that is to the left or right or a parking spot).