Nav1
Yvone Samiento
Is the G1000 a standard FSX (or is it P3D?) gauge, or is this an add-on gauge, part of the Flight1 aircraft? If it isn't a standard part of the sim it won't have any FSUIPC / SimConnect controls built in.
The only G1000-dedicated FS controls are those listed starting with 'G1000'. I don't know the G1000 and don't know what they all do -- there aren't any specifically labelled for radio displays. They all see to be concerned only with the PFD and MFD aspects. So I assume the radios are really standard FS radios as in any other FS aircraft, but with only one displays for both 1 & 2.
I've just looked at the Mooney Acclaim in P3D, with G1000. It has displays for NAV1/NAV2, COM1/COM2, both active and standby and you change the selectopn between 1 & 2 by clicking with the mouse just below the frequency knob.
The NAV Radios are more straightforward -- NAV1 Radio Whole Inc/Dec, & Fract Inc/Decr, NAV2 Radio Whole Inc/Dec, and NAV2 Radio Fract Inc/Decr. Use the CDI mode to select which is active simply by assigning the standard "G1000 PFD Softkey 6" from the dropdowns, to toggle the CDI from GPS to NAV1 or NAV2.
I use compound/conditional edits in the FSUIPC.ini file to select which COM or NAV frequency is being entered by the dual rotary. (great explanation, which I'm sure you've found in the FSUIPC4 for Advanced Users, section Compound Button Conditions on pg 24)
So you can do it either via the Input.ini for the Flight 1 Mustang, or FSUIPC and edits to the FSUIPC.ini file, depending on your approach. You could also mix and match as needed between the two. There isn't only one way to get things functional for you.
Pete the F1 Mustang seems a bit more complicated than the default G1000 and I had to to create MACROS which worked for other items (wonderful utility Pete) though with this radios problem it didn't help me. I have posted a section of my primitive attempt to configure the buttons with the radios - J4B18 is NAV flag J4B13 is COM flag and J4B15 is FMS flag. I don't know if this is the way it should be done. I thought putting the J3B23 flag on the push of my Dual Rotary would set the rotary to inc/dec the com1/2 nav1/2 respectively but doesn't work with NAV/COM2's.
To Don thanks a lot for the information you posted , I didn't know about the INPUT.ini file in the Gauges folder either..... I was trying to do everything in FSUIPC as I don't know LUA, LINDA etc although I downloaded the SPADnext demo (a few days left) to see if that could help. With the INPUT.INI I did try to assign some buttons but no joy, although with the different flags and events involved with the J2B23 and it's flag I'm not sure if there will be conflicts or how I'm going to write it in.
Admittedly I don't have my wits completely wrapped around the entirety of your button programming. I am puzzled about your flag setting and clearing and whether you are actually accomplishing what you intend. FSUIPC will automatically toggle the button flags with sequential presses from (-) to (+) to (-), so I'm a bit unclear of your use of the flag sets and clearing with your assigned buttons, but if you've double checked your logic on this then ok.
Re: the F1 Mustang's input.ini file -- I and others have found that it works only via assigned keys as the intermediary, then you can assign those keys to FSUIPC functions. That is why I use very few of those (about 5 or 6 max), and did as much as possible via FSUIPC and compound button assignments.
so if I press the COM then the others must be clear etc because these are 'sharing' the Dual Concentric Rotary. They are non latching momentary push buttons, so I've done the latching in the code and that's why the rotary pin inputs 8,9,10,11 are filtered by flags. When I press NAV it is active and if I press COM it is active etc immediately without double pushes etc. Also the middle PushButton on the Dual Concentric Rotary was intended to switch from NAVCOM1's to NAVCOM2's Flag 3,23.
The extra flags further down for the G1000 buttons are required because I increased the number of buttons available on the BBI32 interface from 32 to 51 by doubling up on some buttons and assigning 2 inputs to 1 button press as an additional, seperate function... but in so doing have to make some exclusion or inclusion flags.
I'm going to try your method/controls for the frequencies again today... wondering if my flags are getting in the way... although the FMS navigation with the Rotary and flags works ok. The 4 lines starting 105 with the 'Throttle4_set' move the blue rectangle for the COM/NAV windows focus and works well. The 8 lines further up starting line 11 are for the altitude rotary.
I have been given the option to remove the second VOR CDI (King KI-208) as part of an upcoming GI-275 AI+HSI installation. This would be possible because you can have the GI-275 HSI show both NAV1 and NAV2 navigation sources simultaneously. Goals are to train for and fly the aircraft in IFR in the near future. For the experienced IFR folks in the crowd, how important is it to have the second separate CDI? Most approaches I imagine will be RNAV GPS approaches but for those rare times that require possibly following one radial and identifying intersections along the way using another radial, I could guess it may help? Ex: -A. I believe the merged CDI solution would also allow it but might be a bit tougher to spot when it centers? Don't know since I have never played with this scenario on an unit before. I have a GTN-750 that could help identify those intersections as an alternative. I believe we can also utilize ATC's help to identify the intersections along the route.
Reason why this is attractive is the 6.5"x6.5" space that I will get by removing the second CDI will let me bring the engine monitor next to the 6 pack requiring less head movements during flight (which I am told is a good thing during IFR conditions).
Are you talking about the Bearing Pointer? Yes, you can get an Arrow that points towards the other Nav's Wpt, but that's not the same as two simultaneous CDIs (if that's what you're thinking). Also, what difference does it make if you can display all of these Nav devices on your 275 if it fails? What is your backup instrument?
I have a GI-106B still in my panel that is connected to my GPS #2. So on any approach I have that CDI mirroring what is happening with my primary CDI that is (usually) being fed by my GPS/Nav #1. My theory is that if something goes flaky with my #1 or my Aspen, I still have course guidance already right in front of my face. Granted I'd have to decide with what the real time situation was, but if hard IMC I'd probably go Missed. But that probably will mean that I still have to track the inbound Path/LOC until reaching the MAP before starting any turns etc. (All stuff you'll learn about once you start your Inst. training.)
So if there are no issues feeding the KI208 with whatever GPS/Nav radios you have, and you have the panel space, I'd suggest keeping it maybe in one of the lower side holes in the panel). You can go to the expense of making it switchable if you want, but I didn't see the need since it's just a backup.
Getting two GI-275s with support for revisionary mode. (should have clarified). So in this case, AI will be able to show the CDI at least from one source. Shop is checking if it can do 2 but that might be too much data in the 3.25" screen.
@PeteMc thanks for the detailed scenario - do agree that its nice to have as a backup. But I am addicted to monitoring my CHTs and EGTs meticulously given my engine runs cooler than normal (after a near OH as well). I prefer the JPI 900/930 for ease of readability which is why the extra panel space would be nice to have. The alternative is to keep the KI-208 and use a smaller 275 EIS.
I considered this same question and decided to keep my second CDI as a backup to the GI-275s. It's true that the GI-275s can show bearing data from two Nav radio sources, and I was hoping I could have that AND the second CDI, with my legacy King No. 2 Nav radio feeding both the CDI it currently feeds and the GI-275s, too. But (1) it's not clear that you could get an installer to do that, and (2) somebody who tried it said on another thread that it didn't work. So you're making a choice between taking advantage of the power of the GI-275, which reduces how many instruments you have to scan, and the availability of a backup CDI if the GI-275s fail. I chose the latter.
There are advantages to keeping the mechanical backup (or keeping it on a separate circuit along with the number 2 Nav source) and there are disadvantages. After weighing both sides, I chose to eliminate the mechanical CDI. That does mean that the G500TXi (or in your case GI 275) is the sole source of certified navigation. In my case, if the TXi fails, then the G5 will take over and the autopilot will function off of the GTN 750. If the 750 fails and I still have the TXi, the AP will operate from the 650. If the whole electrical system fails, then attitude will be controlled by the G5 and navigation will be from either the Aera 760 or the iPad. Keeping the system as one unit means having the AP if I have the TXi and the 750 fails. Certainly there are more combinations of failure modes, but for me keeping all units working as one system provide more benefits for major failure modes than separating them. If you separate them, then for sure you don't have the AP if you have a major system failure in your primary navigation system.
Thanks everyone. After reading through the feedback, I am going to keep the KI-208 installed and connected to KX-165 for now.The GI-275 system will be connected to the GTN750. I am contemplating having the installer add a switch to instruct the KFC-150 AP which NAV Source to use, cons being getting confused in the rush of things and have AP be driven by nav2 while I am looking at Nav1). Might be better to practice and hand fly if nav1 fails.
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