This is because the artwork on the indicator is wrong.
The left hand vertical line is too far too the right. Compare its position to that of the rudder’s left hand vertical indicator.
I brought it up here, a long time ago, but I never directly contacted SWS about it.
The issue isn’t just 1st party vs 3rd party aircraft. All of the aircraft converted to analog by Black Square actually have analog versions in real life whereas the Kodiak does not. I think you’ll probably be much happier when SWS release the GippsAero GA8 Airvan assuming it’s still in the pipeline. It is very similar to the Kodiak, but with this cockpit:
As I Said the avionics aren’t what primarily “makes me happier”. I don’t want to fly a plane I don’t like just because it has the avionics I do 
The Kodiak 900 is one of my favorite airplanes of ALL time and I’m looking forward to it, even if the avionics will “suck” for me. Maybe some day I’ll DIY a G1000 - it is on my todo list, any maybe if my Pimax Crystal ever actually ships I will be able to read the MFD in the middle without leaning way over… maybe maybe maybe
Ahh interesting. I see now. I wonder if this is a WT bug or SWS.
Hmm, and here I was going to suggest that perhaps it was coded by someone who learned about parallax error in gauges but didn’t understand it shouldn’t apply to digital displays. 
I’m fairly sure that section of the display is custom to the aircraft the G1000 is fitted to, so SWS.
You can see here how @SimbolFSReborn has customized it to fit the M500:
Just pointing out that the wish is not at all realistic. For many the avionics is not something that is separated but part of the makeup of the aircraft. The GTN is in the generation after the G1000 so that explains the interface differences. The equivalent newer generation for a G1000 full glass cockpit would be something like the G3000 found in the TBM. The GTN is the newer gen of the GNS units. So not really comparible products but I understand the interface point. Some on here will tell of the difficulties in using touch in turbulence so it’s not all positives.
Thanks for the confirmation.
As a Tesla owner I learned early on how to use a touchscreen while bouncing around 
Granted really bad turbulence is a different order of magnitude but you aren’t typically typing out a flight plan in the air.
And yes I get all that you say. And maybe with Kodiaks, especially since they are newer airplanes, it is different, but you see so many older planes and every single one of them has a completely different cockpit it seems, all with different avionics options.
EDIT: Sorry, disregard, I’m an absolute idiot. My wrist somehow nudged the toggle for flaps, so I’d simply extended the flaps fully.
Need some troubleshooting!
On a flight over PNG, cruise at 10,500 ft, all going fine / as usual, all gauges in the green until about 50 mins in when I got several beeps and big drop in torque. No icing, no warning messages, really not sure what caused it. Never had it before.
Any ideas?
I need some advice on taking off cleanly.
I’ve been flying the Kodiak empty every day for a month in clear weather doing tests of my system without issue.
But I’m having a real challenge taking off cleanly lately in some real world situations. I’m now doing some GA flying around Maui with live weather, and there’s single digit winds, and partly cloudy skies, but nothing too unusual. I’m trying different weights - either 400-600 Lbs of cargo or 4 passengers all loaded well within CG limits.
Rudder trim is just past the right hash where I usually put it. Elevator trim is about 10-o’clock (25-30% according to the indicator on my Streamdeck).
The issue is that I’m having now is during the take off roll, the aircraft is veering really hard to the side, despite my usual rudder trim (above) and massive pedal to compensate, to the point that it’s almost rolling over and a wing touching the ground. I crashed once before even getting to rotate speed. Another time I barely saved it by rotating early and struggling to keep it level.
What is going on here? Will an 8 Mph wind cause this! Has something changed? Is it the weight I’m carrying?
There have been no updates to the Kodiak for many months (february?) or changes to the sim physics so its all down to loading, crosswind effects and technique.
The Kodiak is very sensitive to weathervane effects and in the sim a 6knt cross wind can feel stronger than it should (this is a sim-wide issue and not limited to the Kodiak).
The ‘roll’ you are experiencing will be both a result of the wind generating more lift on the upwind wing and the secondary effect of the rudder. You have to counter with up aileron on the side the wind is coming from, ie turn the yoke into the wind.
The Kodiak is also very sensitive to its CG. You may have loaded it within limits, but it becomes harder to fly the more aft the CG gets and you need to compensate with more nose-down elevator trim - 8 or 9 o’clock positions if the CG is very far aft.
Smooth application of power, controls and a gentle rotation are all necessary when heavily loaded or in a cross-wind.
Have a look at this. Also, Part 2 looks at payload management. Part 12 shows some circuits with live gusty weather and shows you the scale of rudder inputs used.
Thanks for the tips… It must be the wind that is throwing me for a loop (pun not intended). It’s hard to be gentle on the controls when the wind is blowing your plane over on it’s side while you’re approaching Vr 
I’m going to go back to a no-wind preset to make sure I can still take off cleanly in that situation, then add weight and try again with no wind, and then finally add wind until I get this mastered.
It wouldn’t be fun if it was easy!
ps. I watched those Alpine Bravo videos back when I first got the Kodiak… guess I need a refresher!
Practice makes perfect!
I’ll record a cross-wind tutorial this weekend.
Hi,
is there another way to control the brightness of the PFD and MFD instead of the menu at the PFD?
Definitely a very hard plane to fly. Probably the hardest of any I own. Getting off the runway and keeping runway heading is a challenge for sure.
Dont think so. You could bind the event to an encoder if you use AAO or SPAD
That’s my idear. But which vars?
you will still need to take them out of AUTO mode, but I recall thats a persistent setting so you will only need to do it once.
Fully loaded pax and CG in limits my preference is 7-8 o’clock trim, I’d much prefer feathering in back pressure at rotation than reacting to the runaway pitch up, high AoA and the left wing drop stall that happens so fast at that point without sufficient forward pitch.
I haven’t used rudder trim at takeoff since the first release, the severe yaw on take off was reduced on the second release and remains the same.
