Der Andere!

12. Juli 2007

Re Alex

Ja sicher, aber ich beziehe mich bei meinem Fazit auf die jeweils reine Standardversionen MSFS9-FSX / X-PLane. Klar mit Addons kann man viel nachrüsten, auch bei X-Plane.

12. Juli 2007

Hi Peter,

vielen Dank dass Du Dir die Mühe gemacht hast Deine Eindrücke zu sammeln und zum Besten zu geben, ich denke dass der eine oder andere sich da einiges an Inspiration/Information herausholt.

Zu einigen Punkten will ich jedoch gerne noch etwas anfügen. :008:

1. Autopilot: der ist nicht unbrauchbar sondern funktioniert ein wenig anders als beim MSFS, Ihn jetzt hier zu erklären würde den Rahmen sprengen....wer will schreibt mir eine Mail und bekommt ein Word.doc mit einem Autopiloten/FMC-Tutorial (englisches Original von Austin...vieleicht übersetze ich es mal wenn ich Zeit habe....:002: ) Dort steht drin wie das ganze funktioniert. Nur soviel: der Autopiloten-On-Switch ist "verkleidet" als "Flightdirector-Mode-Switch"... 1."Off" = Off, 2. "On" = Flightdirector On und 3. "AUTO" = Autopilot On. Der Loc-Switch entspricht dem NAV-Switch beim MSFS. Das sind schonmal die wichtigsten Unterschiede. Aber glaubt mir es funktioniert ich benutze Ihn sehr oft

email: frank.willfeld@application-systems.de

2. Cockpits: der Zoomfaktor lässt sich ganz einfach über die Rendering-Options individuell einstellen.

3. AI-Traffic: was ist so schlimm daran dass die Frames hochgehen...? :D

4. ATC: ja stimmt... zum Glück gibt es VATSIM

und das PMDG Thema hatten wir schon.... die Frage war: ist es PMDG oder MSFS was den Sim für Heavy Metal beser macht?

ich glaube wir kennen ALLE die Antwort....

12. Juli 2007

Hmmm. Scheint also ein Fehler in der Globalscenery zu sein. Wird dieser korrigert?
bezw. ist dieser Fehler soweit schon bekannt?

CU

Ich denke so eine "Reparatur" ist eher unwahrscheinlich. Es ist ein Szeneriefehler, wie es sie sicherlich im MSFS auch hier und da gibt. Und der Grund für solche Fehler ist auch recht "simpel" (und ich spreche jetzt aus eigener Erfahrung bzw. basierend auf eMails mit einem der X-Plane Entwickler):

So eine riesige Szenerie wie die Global Scenery wird - wie man unschlecht erahnen kann - nicht von Hand gebastelt sondern von mit zahlreichen Skripten automatisch erstellt, basierend auf verschiedenen Geodaten die "zusammengemischt" werden. Und kann es eben sowohl bei den Rohdaten fehler geben (es gibt sie) oder auch eben die Konvertierung selber kann hier und da unvorhergesehenes Verhalten zu Tage legen. Ja und um solche probleme zu entdecken müssten die Entwickler die kompletter Erde abfliegen ... nun das ist wohl etwas viel erwartet. Soicher, sie testen auch und entdecken auch 99% der Probleme rechtzeitig, aber die restlichen 1% bleiben unentdeckt.

Nun ja, und solche Fehler werden wohl kaum manuell gefixt, da man da eine unendliche Geschichte beginnen würde ... Eher wahrscheinlich ist, dass irgendwann mal eine neue Version der Global Scenery erstellt wird (nach meinem Wissen ist momentan sowas nicht in Planung - aber wer weiss) und dann mit neueren, besseren Skripten gearbeitet wird, die diese Fehler nicht mehr produzieren. Aber eben andere :) (was in der Natur der Sache liegt ;) )

Andras Fabian / alpilotx

12. Juli 2007

Hmmm. Scheint also ein Fehler in der Globalscenery zu sein. Wird dieser korrigert?
bezw. ist dieser Fehler soweit schon bekannt?

CU

ja der ist bekannt...hmm lass mich raten Du hast die EDDM-Scenery installiert stimmts... und da liegt der Hase im Pfeffer, der Airport bringt eine riesige Terrain-Erweiterung mit sich das ist das was Du da siehst.....nix Global...schei....Addon:005:

Wenn Du EDDM aus Custom scenery entfernst ist alles wieder G(lobal)ut....

Wobei das was Andras schreibt natürlich grundsätzlich auch stimmt... nur halt in diesem Falle nicht

12. Juli 2007

Hi Peter,

vielen Dank dass Du Dir die Mühe gemacht hast Deine Eindrücke zu sammeln und zum Besten zu geben, ich denke dass der eine oder andere sich da einiges an Inspiration/Information herausholt.

Zu einigen Punkten will ich jedoch gerne noch etwas anfügen. :008:

1. Autopilot: der ist nicht unbrauchbar sondern funktioniert ein wenig anders als beim MSFS, Ihn jetzt hier zu erklären würde den Rahmen sprengen....wer will schreibt mir eine Mail und bekommt ein Word.doc mit einem Autopiloten/FMC-Tutorial (englisches Original von Austin...vieleicht übersetze ich es mal wenn ich Zeit habe....:002: ) Dort steht drin wie das ganze funktioniert. Nur soviel: der Autopiloten-On-Switch ist "verkleidet" als "Flightdirector-Mode-Switch"... 1."Off" = Off, 2. "On" = Flightdirector On und 3. "AUTO" = Autopilot On. Der Loc-Switch entspricht dem NAV-Switch beim MSFS. Das sind schonmal die wichtigsten Unterschiede. Aber glaubt mir es funktioniert ich benutze Ihn sehr oft

email: frank.willfeld@application-systems.de

2. Cockpits: der Zoomfaktor lässt sich ganz einfach über die Rendering-Options individuell einstellen.

3. AI-Traffic: was ist so schlimm daran dass die Frames hochgehen...? :D

4. ATC: ja stimmt... zum Glück gibt es VATSIM

und das PMDG Thema hatten wir schon.... die Frage war: ist es PMDG oder MSFS was den Sim für Heavy Metal beser macht?

ich glaube wir kennen ALLE die Antwort....

Hallo Frank

Danke auch Dir für die Antworten, ich möchte darauf ergänzen:

Zu1: Hab die Funktionen auch soweit herausgefunden. Mich stört einfach dabei, dass bei AT die Schubregelung wie wild versucht die Speed einzustellen resp zu Halten, das ergibt so ein welliger nervöser Sound der Treiber. ( JETS )

Zu2. Meinst Du damit, man kann für das 3D Cockpit den Ausgangszoom so definieren, dass die Sitzpositionein wenig weiter weg vom Panel ist? Wenn ja muss ich mal gucken wo man das macht.

Zu 3. Weiss nicht. Ich hatte so um die 20-30 Flugzeuge aktiviert für den AI. Das Resultat, die Sichtweite wurde nach kurzer Zeit vom Sim reduziert um die min. Framerates (19) zu halten. Seit ich den Ai komplett deaktivert habe, bleibt die Sichtweite im normalen Bereich.

CU

12. Juli 2007

Hi Peter,

guck mal ein Posting nach oben... klassisches Crossposting...:D

zu 2. Unter Rendering Optionen/Lateral field of view... geht das....ein höherer Wert bewirkt ein AUS- ein niedrigerer Wert EINZOOMEN

Dein AT-Problem konnte ich bei mir noch nicht beobachten....:confused:

ich bleibe aber an der Sache dran...

12. Juli 2007

Aus meiner Sicht funktioniert der AP so wie ich es erwarte!

Wie Frank schon schrieb, eben anders!

Bin gestern von EDDH nach LOWI ( mit der 737 - 800 ( Benedikt Stratmann ) und der AP hat alle meine Eingaben richtig und schnell angenommen.

Bitte lesen:

Austin schrieb:

YOU WILL NEED TO UNDERSTAND THE NEW AUTOPILOT IN X-PLANE 8.60!!!!

READ THIS WELL!!!

AUTOPILOTS

How to use the Autopilot

One of the most-often asked questions in X-Plane is the same as one

of the most often-asked questions in real planes: HOW DO I WORK THE

AUTOPILOT? This is no surprise, as pilots don't know how to work

their autopilots all the time. I have even been on AIRLINER where the

plane was jerking abruptly left and light for 5 minutes or so as the

flight crew was clearly trying to figure out how to properly program

and engage their autopilot.

Well, for X-Plane, here are the autopilot functions available: (all

of these can be chosen for your panel in the Panel-Editor in Plane-

Maker... they are all in the "autopilot" instrument folder). Each of

these is a mode you can put your plane in simply by hitting that

button on the panel with the mouse.

WLV: WING-LEVELER: This will simply hold the wings level while you

figure out what to do next.

HDG: HEADING HOLD. This will simply follow the heading bug on the HSI

or Direction Gyro.

LOC: Localizer. This will fly a VOR or ILS radial, or to a GPS

destination... AND THE GPS CAN GET DATA FROM THE FMS IF THE GPS IS

SET TO LISTEN TO THE FMS (explained soon).

HOLD: This will hold the current or pre-selected ALTITUDE by pitching

the nose up or down.

V/S: This will hold a constant VERTICAL SPEED by pitching the

aircraft nose up or down.

SPD: This will hold the pre-selected AIRSPEED by pitching the nose up

or down. (leaving throttle alone)

FLCH: (Flight-Level Change)This will hold the pre-selected AIRSPEED

by pitching the nose up or down. (leaving throttle alone) This is

commonly used to change altitude in Airliners by simply letting the

pilot add or take away power, while the airplane pitches the nose to

hold the most efficient speed. If the pilot adds power, the plane

climbs. If he takes it away, the plane descends. SPD and FLCH are

currently identical functions in X-Plane: They both pitch the nose up

or down to maintain a desired aircraft speed, so adding or taking

away power results in climbs or descents.

PTCH: Pitch-Sync: Use this to cause the plane to hold it's nose at a

constant pitch attitude. Commonly used in King-Airs to just hold the

nose somewhere until the pilot decides what to do next.

G/S: Glideslope: This will fly the glideslope portion of the ILS.

VNAV: Vertical Navigation: This will fly automatically load altitudes

from the FMS (Flight Management System) into the autopilot for you,

to follow route altitudes. (explained soon).

BC: Every ILS on the planet has a LITTLE-KNOWN SECOND LOCALIZER THAT

GOES IN THE OPPOSITE DIRECTION AS THE INBOUND LOCALIZER. THIS IS USED

FOR THE MISSED APPROACH, ALLOWING YOU TO CONTINUE FLYING ALONG THE

EXTENDED CENTERLINE OF THE RUNWAY, EVEN AFTER PASSING OVER AND BEYOND

THE RUNWAY. To save money, some airports will NOT bother to install a

new ILS at the airport to land on the same runway going the other

direction, but instead let you fly this second localizer BACKWARDS to

come into the runway from the opposite direction of the regular ILS!

This is called a BACK COURSE ILS. Using the SAME ILS in BOTH

directions has it's advantage (it's cheaper) but a drawback: The

needle deflection on your instruments is BACKWARDS when going the

WRONG WAY ON THE ILS! Hit the BC (back course) autopilot button if

you are doing this. It causes the autopilot to realize that the

needle deflection is BACKWARDS, and still fly the approach.

(Note: HSI's do NOT reverse the visible needle deflection in the back-

course because you turn the housing that the deflection needle is

mounted on around 180 degrees to fly the opposite direction... thus

reversing the reversal!) (NOTE: The glide-slope is NOT available on

the back-course, so you have to use the localizer part of the

procedure only)

OK, now you know what the various options are... how do you use them?

Well, first of all, you need to turn the autopilot ON!

The autopilot power is disguised as a 'Flight Director Mode' switch,

which has modes OFF, FDIR, AUTO.

What this means is:

If the Flight director is OFF, then NOTHING will happen when you try

to use the autopilot.

If the Flight director is ON, then the autopilot will not physically

move the airplane controls, but it will move little target wings on

your artificial horizon that you can try to mimic as you fly. If you

do this, then you will be following the guidance that the autopilot

is giving you, even though you are the one actually flying. The

flight director is, at that point, following whatever autopilot modes

you have selected, and you are following the flight director as you

fly the plane.

If the flight director is set to AUTO, then the autopilot servos will

actually fly the airplane according to the autopilot mode you have

selected.

In other words, if you have a flight director switch, then make sure

it is in the right mode for the type of autopilot guidance you want!

(None, flight-director only, or actual servos driving the controls).

Now that you have set the flight director to the right mode, let's

look at the various modes you can use to command that flight director

and possibly autopilot servos!

WING-LEVELER AND PITCH SYNC:

Just hit them and they hold wings level and pitch-attitude at the

current pitch.

HEADING, ALTITUDE , VERTICAL SPEED, SPEED-HOLD, FLIGHT-LEVEL-CHANGE,

AUTO-THROTTLE:

Just hit them and they will hold whatever values are entered into the

selectors, with most values auto-set to your current speed or

altitude at the moment they are hit for smooth transitions. Now, this

makes perfect sense at first: Simply hit the VVI button and the

autopilot will grab and hold your current VVI. Same with airspeed.

Same with altitude. BUT WHAT IF YOU WANT THE PLANE TO CLIMB TO A NEW

ALTITUDE YOU HAVE NOT REACHED YET? Well, at that point, you have to

ask yourself: Do you want the airplane to hold a constant VERTICAL

speed to that new altitude, or a constant AIRSPEED to that new

altitude? Since airplanes are most efficient at some constant

indicate AIRSPEED, climbing by holding a constant airspeed is usually

most efficient.

Let's start with the vertical speed case though.

Let's say you are flying along at 5,000 feet and you hit ALT. That

grabs your CURRENT altitude of 5,000 feet.

Now let's say you want to climb to 9,000 feet.

First, dial 9,000 into the altitude window. Note that the plane does

NOT go there yet!

The NEXT step is to decide HOW you want to get to 9,000 feet!

Hit the VVI button and the plane will capture your current VVI (maybe

0) and simply dial the VVI up or down to get to 9,000 feet more or

less quickly.

When you get to 9,000 feet, the autopilot will automatically DIS-

ENGAGE the vertical speed mode and drop right back into altitude mode

at your new altitude.

Now let's do this the way airliners do:

You are at 5,000 feet in altitude-hold, flying at a constant speed.

You dial in 9,000 feet because you want to climb.

You hit FLCH or SPD!

This make the plane pitch the nose up or down to maintain your

current indicated SPEED!

Now, simply add a dose of power and the nose of the plane will raise

up to keep the speed from increasing, and up you go!

When you get to 9,000 feet, the pane autopilot will LEAVE speed-hold

mode and go into altitude-hold mode, holding 9,000 feet until further

notice.

So, as you see, the speed and vertical speed modes will be held just

fine... UNTIL THEY GET TO THE ALTITUDE YOU HAVE DIALED IN, A WHICH

POIT THEY WILL ABANDON THAT MODE AND GRAB ALTITUDE HOLD MODE. The

same thing will happen with GLIDESLOPE! If the glideslope is armed

(lit up because you pushed the button!) then the autopilot will

abandon your vertical mode when the glideslope engages. The same

thing will happen with the LOCALIZER! If the Localizer is armed (lit

up because you pushed the button!) then the autopilot will abandon

your heading mode when the localizer engages!

This is called 'CAPTURING' the localizer or glideslope.

PITCH SYNC WITH PITCH-SYNC JOYSTICK BUTTON: You can assign a joystick

button to be 'Pitch Sync', in which case the autopilot will match the

autopilot settings to whatever you are doing as you fly the plane...

then, when you RELEASE the pitch-sync joystick button, the autopilot

will GRAB HOLD of the yoke (engage servos) and maintain the vertical

speed, altitude, airspeed, or pitch that you were just flying! How

does this work? Here is an example:

Let's say you are at 3,000 feet, and you are in ALTITUDE mode, the

autopilot holding 3,000 feet for you. You hit the PITCH SYNC joystick

button. When you do this, the autopilot servos turn the yoke loose

and let you fly... you fly to 3,500 ft (autopilot still in altitude

mode!) and let go of the PITCH SYNC joystick button. At that point,

the autopilot will try to hold 3,500 ft, since you were in altitude

mode at 3,500 feet at the moment you let go of the pitch-sync button.

Now let's say you are in VVI mode.. then the autopilot will try to

maintain the vertical speed that you had at the moment you released

the pitch-sync button.

Now let's say you are in SPEED or LEVEL-CHANGE mode.. then the

autopilot will try to maintain the airspeed (by pitching nose up or

down!) the airspeed that you had at the moment you released the pitch-

sync button.

So, when you HIT the pitch-sync joystick button, the autopilot turns

OFF the servos and lets you fly, but when you RELEASE the button, the

servos take hold and try to maintain the speed, altitude, or vertical

speed that you had at the moment you released the pitch-sync joystick

button. The same applies to bank angle: If if you are in wing-level

or heading mode when you hit pitch-sync, then the plane will try to

maintain the bank-angle you had at the moment you released the button

one you release it. (Note: if the bank angle is less than 6 degrees,

then the plane will just level the wings, assuming that you want nose-

level).

LOC and G/S:

These are the ones nobody can figure out, partially because the right

frequencies and HSI mode must be selected to use them, and partially

because they WILL NOT DO A THING until they CAPTURE the approach path

they are looking for... and some OTHER MODE (any of the ones

discussed above) must be engaged to do that.

So, here is how these modes work:

These modes capture an ILS or VOR or GPS course, so they must

obviously be able to fly either NAV-1, NAV-2, or GPS.

But how do these know which of those 3 signals to use?

The answer is the button labelled "NAV-1 NAV-2 FMC/CDU", (with

filename "but_HSI_12GPS" in the HSI folder), which is the HSI source

selector.

Here is why: The AUTOPILOT will fly whatever is THE HSI IS SHOWING

(if you have one), so you need to decide what you want the HSI to

show: Nav-1, Nav-2, or GPS (labeled FMC/CDU, for Flight Management

Computer, which gets it's signal from the GPS). Once you decide what

you want the HSI to display with this button, that is what the

autopilot will fly.

If you put this button to Nav-1, then the the HSI will show

deflections from the Nav-1 radio, and the autopilot

will fly VOR or ILS signals from the Nav-1 radio if you hit the LOC

or G/S buttons.

If you put this button to Nav-2, then the the HSI will show

deflections from the Nav-2 radio, and the autopilot

will fly VOR or ILS signals from the Nav-2 radio if you hit the LOC

or G/S buttons.

If you put this button to FMC/CDU, then the the HSI will show

deflections from the GPS, which can be set manually or by the FMS,

and the autopilot

will fly to the GPS destination if you hit the LOC button. Rememebr

that if you enter destinations into the FMS,

they will automatically feed into the GPS, so the autopilot will

follow them if you select LOC.

So now that you know how to send the right signal (Nav-1, Nav-2, or

GPS) to the autopilot for LOC and G/S

(lateral and vertical navigation), how do you USE those modes?

Here is the answer:

LOC: Lateral navigation will immediately start going to a GPS

destination once engaged.

But, it will only track a VOR radial or ILS localizer AFTER THE

NEEDLE HAS COME OFF OF FULL-SCALE DEFLECTION! This means that if you

have a full-scale ILS needle deflection (simply because you have not

yet gotten to the localizer) the LOC mode will simply go into ARMED

(yellow) mode, and NOT DO ANYTHING AT ALL WITH THE PLANE! Your

current HEADING or WING-LEVEL mode (if engaged) will remain in force

(or you can hand-fly) UNTIL THE LOCALIZER NEEDLE STARTS TO MOVE IN TO

THE CENTER. Once that happens, the LOC will suddenly go from ARMED

(yellow) to ACTIVE, and start actually flying the plane for you, dis-

engaging any previous modes. Why is this? Because you will typically

fly HEADING mode until you GET TO THE LOCALIZER, and as soon as the

localizer needle comes in, you want the autopilot to forget about

heading and start flying the localizer down to the runway. Or you

simply hand-fly the plane to the localizer, with no autopilot mode on

at all, and you want the autopilot to take over once the ILS needle

starts to come in, indicating you are entering the localizer.

Interestingly, this is much the same as the altitude modes! Just as

the localizer is ARMED by hitting the LOC button, and you can do

anything until the localizer arms and then takes over lateral

control, the altitude is also ARMED (always, and automatically) and

you can fly any vertical speed or airspeed or pitch (manually or on

autopilot) until the altitude is reached, at which point the

autopilot will go into altitude-hold mode.

G/S: Just like the lateral nav, the vertical nav WILL NOT DO ANYTHING

UNTIL THE GLIDELSOP NEEDLE starts to move... though unlike with the

localizer, the G/S mode won't do anything until the glidelsope needle

goes ALL THE WAY THRU THE CENTER POSITION. Why? Because you typically

have the airplane on ALTITUDE HOLD until you intercept the

glideslope, at which point the plane should stop holding altitude

altitude and start flying down to the runway. In other words, the G/S

mode will automatically go from ARMED to ACTIVE once the plane hits

the CENTER of the glideslope.

So how do you USE these systems to fly an ILS?

While still far away from the ILS, and BELOW glideslope:

->Hit the altitude ALTITUDE button to hold current ALTITUDE.

->Enter an HEADING in the HEADING window to follow until you

intercept the ILS.

->Hit the HEADING button to hold it.

->Hit the LOC button. It will ARM (yellow)

->Hit the G/S button. It will ARM (yellow)

Now, as soon as you intercept the localizer:

->the LOC will go from yellow to green, abandoning the HEADING mode

and fliying the localizer.

Now, as soon as you intercept the CENTER of the glideslope:

->the G/S will go from yellow to green, abandoning the ALTITUDE HOLD

mode and fliying the glidelsope.

The autopilot will then track you right down to the runway, and even

flare at the end, cutting power if autothrottle is engaged.

Just as in a real airplane, these things only work well if you

intercept the loclalizer far away (OUTSIDE the Outer Marker) and

BELOW the glideslope, intercepting the localizer at less than a 30-

degree angle, and holding altitude when you intercept the glideslope.

If you are above the glideslope, or crossing the localizer at a wide

angle, or intercept the localizer too close in to the airport, the

autopilot will not be able to manuever the airplane for landing, as I

have found out many times in X-Plane, and several times in my Cirrus.

OK, you should know how to fly with the autopilot now.

Now let's see how you can fly an FMS PLAN.

A few things must happen:

-You must enter all your flight plan into the FMS

-you have to have the HSI set to GPS, NOT nav 1 or nav 2 (because

remember, the autopilot will fly whatever it sees on the HSI!)

-you must have the LOC button selected ON since that button makes the

autopilot follow the localizer (or whatever is on the HSI)

-the FLIGHT DIR button must be set to AUTO, so the servos are running.

-the VNAV button should be hit IF you want the FMS to also load

ALTITUDES into the altitude window

Do all these things, and the plane will follow any FMS plan,

assuming, of course, the plane you are flying HAS all this equipment,

which of course some do not.

Now, the next question a lot of people ask is: HOW DO I USE THE

FMS????????

Well, it's pretty darn easy!

Here's how:

Open of the Boeing 777 for this one... hit the INIT button on the

FMS: this gets the FMS inited to receive a flight plan.

Now hit the AIRP button: this tells the FMS that you are about to go

to an AIRPORT.

Now enter the ID of whatever airport you want to by hitting the

keypad keys with the mouse.

Now, if you like, hit the line-select button on the left side of the

FMS next to the text "FLY AT ______ FT"... and enter the altitude you

want to fly at with the keypad again.

Now, if you want to do more than just fly to an airport, hit the NEXT

button on the FMS and repeat the steps above for the next waypoint.

There is a back-arrow to erase mistakes, VOR, NDB, FIX, and LAT/LON

buttons to enter those types of destinations, and PREV/NEXT buttons

to cycle thru the various waypoints in your plan, as well as a LD and

SA button load and save flight plans if you want to use them again.

Now, once you have entered the plan into the FMS, take off and set

the "SOURCE" button for the HSI to "GPS" so the HSI is getting data

from the GPS (not the nav-1 or nav-2 radios) and move the "FLIGHT

DIR" button to "AUTO" so the autopilot servos are actually running,

and hit the "LOC" autopilot button to follow the HSI lateral

guidance.... which you just set to get data from the GPS, with the

servos on to actively command the plane. (And, if you bothered to

enter an altitude into the FMS, which is totally optional, then hit

the VNAV autopilot button to track the entered altitude").

So, it is pretty easy once you just get the basics.

Now, using the autopilot is only one basic step... the next level is

to use the FMS! (flight management system). To do this, a few things

must happen: You must enter all your flight plan into the FMS, AND

you have to have the HSI set to GPS, NOT nav 1 or nav 2 (because

remember, the autopilot will fly whatever it sees on the HSI, so you

must get the HSI to show you what is being generated by the GPS, so

you have to set the HSI to GPS) AND you must have the LOC and VNAV

buttons selected ON, AND the FLIGHT DIR button must be set to AUTO,

so the flight director is NOT OFF, NOT just ON, but actualy DRIVIGN

THER AUTOPILOT. Do all these things, and the plane will follow any

FMS plan, assuming, of course, the plane you are flying HAS all this

equipment, which of course most do not.