Could you please explain that in more detail? :)

@@Gswp The crew was a bit too high on the approach and had to loose altitude fast. At one time the pilot flying activated the Flight-Level-Change Mode, not realizing the go around altitude was already programmed. The plane was now preparing to climb instead of descending faster. He realized this a few seconds later and deactivated the autopilot. He also reversed the thrust. Sadly this set of events basically deactivated the auto throttle including the stall protection. The crew, thinking the auto throttle will keep the programmed speed, did not realize they have slowed to much, until it was too late for a go around. They initiated the go around about 7 seconds before impact with the seawall. They could barely have made it, initiating the go around about 11 seconds before impact (These are the numbers I remember off my head, but they might not be correct. The accident report is available for free on the NTSB website and it is a very interesting read.)

Thanks for the tip! I've been wondering why APPR mode sometimes triggers for me and sometimes doesn't.

@@Tobascodagama I actually continued to have trouble since giving that tip. Switching to ILS approaches I have had consistent success at the altitudes indicated on the approach plates. One thing I learned in doing that is that if you program the approach in the plane and not on the flight planner before the flight, it works better. Essentially, it will insert the approach path into the flight plan (load it don't activate it). This avoids weird loops in the flight path. Also, hitting the APR mode button on the G1000 simply tells the autopilot to use the glideslope/glidepath to control altitude. You don't actually have to ever hit "activate" in the G1000 flight plan, just "load" and then just hit "APR" button before hitting the intercept point. If you have any questions or suggestions from your own experience please let me know!

@@mcdol13 Thanks. I had started to assume that was the case. Good to know someone else also had the same experience.

one thing that helped me was disabling the scroll-wheel mouse zoom by rebinding it. it's way too easy to zoom accidentally when you want to twiddle a knob.

As far as I can tell (and this video backs it up), RNAV is broken in MSFS. I have had it take over the glidepath as it should, but it was very very wrong with its altitude. It basically ran me into the ground almost a mile before the runway started. It picked up the glidepath a lot earlier than it did for P Gatcomb, but that doesn't matter if it's wrong. It seems he got the opposite (correct glidepath but didn't pick it up until it was basically too late). Really wish they would fix RNAV. It's not like it's the most common approach type or anything [rolls eyes].

Absolutely true. But the way he talks, he could also talk about something totally different here. "But that's OK"... What an annoying video.

Even when you adjust the altimeter? twinfinite.net/2020/08/microsoft-flight-simulator-altimeter-atc/

@@HugoPeeters yeah, i'll be flying, and even if i have the right barometer reading from ATC, the AI will sometimes say that i'm higher of lower when talking to ATC

It is pretty annoying.

Does it work now?

Yes and yes.

It varies by pilot. I turn it off as soon as I can see the runway in IMC, or 500 ft visual.

i've also had the AP start an RNAV descent at what appears to be the correct 3 degree glide-slope, until you realize it started way too early and is going to lawn dart you long before the runway threshold.

@@BernardLangham Yeah, having an AP that tries to kill you instead of help you seems a little counter productive. Maybe it has the Cyberdyne Systems AP 'upgrade' installed. ha

@@Mamo878 i'm now wondering if some (or all) of the RNAV height values for the approach are just plain and simply zero, which would explain the glideslope always appearing to be below the plane. i guess i should check that before i fly one again :D

Will Boege VORRRR ....?

Arrrrnav