same

Half standard rate turn is the first tic mark to the left of the very top 12 o'clock position on the HSI. Standard rate turn is the next tic mark over. In this video at 0:08 the first tick mark is just opposite of 310 heading. Standard rate is close to about the 302 heading tic mark.

Most autopilots with flight director can display flight director without the autopilot active, it’s on but not driving the servos.

@@OzMIB I agree, but every time I see a video on any of the glass panel upgrades, when the autopilot is clicked off the flight director turns off with it.

@@David-ty1xz Most of the time the AP disconnect button on the yoke turns off ALL AP functions including the FD. If you hit the AP enable/disable button on AP the FD remains active but the AP stops providing services.

@@OzMIB Is there any data to find out? My experience albeit in larger transport aircraft, the F/D has its own separate control for display. If I'm going to be shooting an approach and hand fly in my GA airplane, I would assume that the F/D should stay on until at a separate time you turn the F/D off. I have reached out to other manufactures and there doesnt seem to be anything out there, other than one that did confirm when the A/P is off, the F/D is off, no thank you, again, whats the point other than monitoring.

@@David-ty1xz I’m familiar with the King KFC150 and Garmin GFC500 APs. They both have a button to turn the AP on and off and on for the flight director. The only thing is the FD must be on for the AP to be on. But you can have FD but no AP and depending on where you are getting you navigation from (GPS or VLOC) it will cue you for that. The AP disconnect switch on the yoke turns everything off. KFC 150 am-avionics.com/productos/pa/kfc150.html, GFC500 buy.garmin.com/en-US/US/p/604257. Both have FD and AP buttons, so they can be used separately, although their all in the one unit.

Aspen does it automatically with the inbuilt light sensor.

He may have been cheating a little bit which we even do in the airlines when the controllers heading with the winds etc is going to cause an issue like needing to get on the LOC befor the GS where some airline aircraft will capture GS before the LOC or the wind is going to push you inside a fix before capturing the LOC and now the GS could be below you and at an outstation airport the controller may have not enough traffic to realize their heading is going to cause an issue because the winds have changed since they last had an aircraft inbound from that direction and sometimes it easier to cheat a litttle bit than clog the air waves with extra voice traffic where whatever heading the controller gives you is just a heading and the ground track is affected by the winds which may have changed after the heading given. 18k hrs at U

And again, heading given by tower is advisory only. They are only responsible for traffic separation on the ground. Yeah, I know, it doesn’t sound right and I thought the same and only learned this recently and I have over 19,000 hours personally owning 10 planes and working at the airlines 26 years now at age 56.

Chip jumper not sure if you got your answers yet but the apsen E5 will work with the Garmin gtn series to display GPS and nav information at no extra unlock charge. The information from a lynx is I believe only available on the Aspen efd 1000 pro. The E5 is a limited unit comparable to the Garmin G5. The vs I believe is also not available on this unit you would want the efd 1000 pro.