I tried the APP hold and it worked like magic. I am no longer struggling with autopilot settings to keep it on the localizer and glide slope course! Feels too luxurious to be free
Also I did not purchase FS8. I puchased FS9 but the fs2002.exe is there in the fs9 folder. I suppose it is also free along with the fs9! Value addition from Microsoft?
In real life I have flown in Jumbos only occassionally (twice when I visited your country to be precise) so I do not remember, but whenever I fly in an A310/A320 or a 737, I notice that the pilots engage full flaps immediately after lowering gear while going into final!
Keep in mind also, that when you engage the APR. HLD., IT IS IMPERITIVE to shut off the auto pilot to fly the last leg of the APR. YOURSELF. when i say this, i mean you must disengage the AP aproximately .5 knautical miles before the RNWY threshhold. In MOST A/C the AP isnt designed to carry out the whole landing process.
Where can i find the exe. file? id like to look at it.
I really dont know about the Airbus models. I dont know what the Final Apr. procedures are for those planes. I will admit that much. I also dont know about the 737. i havent flown that one much to say anything. so i wont put my foot in my mouth.
I wish I could get to see the inside of an airliners cockpit. How do you manage to do that? wouldnt the pilots be...umm...kinda suspicious? i mean after 9/11? (I aint saying your a bad person, but security has been a little tight lately) I am 17 years old, and have NEVER seen the cockpit of ANY airliner. And i used to go to Germany quite often when i was little. Maby since i am a Boy Scout, they might not think i am trying to take over the plane. I have a friend that went to the National Jamboree in kentucky or some place like that, and he got to sit at the controls for a good bit of time.
If anyone else needs help with the ILS APR., i will gladly help you. just email me, and i will give you the info needed to fly a sucessful ILS Approach.
I wish I could get to see the inside of an airliners cockpit. How do you manage to do that? wouldnt the pilots be...umm...kinda suspicious? i mean after 9/11? (I aint saying your a bad person, but security has been a little tight lately) I am 17 years old, and have NEVER seen the cockpit of ANY airliner. And i used to go to Germany quite often when i was little. Maby since i am a Boy Scout, they might not think i am trying to take over the plane. I have a friend that went to the National Jamboree in kentucky or some place like that, and he got to sit at the controls for a good bit of time.
I think one place I had a close look at the inside of a cockpit was at that -what do you call it- museum in Chicago, where they have stuck half a 727 two floors up in the atrium! They put on quite a show for you with working flaps, aelerons etc to simulate a flight between two of your US cities. However, please dont expect much from the simulation since it is all a lot of lights and sounds and stuff. The cockpit I think was real though, if I remember well, that is.
But I beleive you said your dad was a pilot in the US. Cant he get you into the cockpit of some aircraft somewhere?
Hello King Air! I am so glad I bumped into you. I am struggling with that darned ILS on Fairbanks in Alaska. Here's the chart, I hope you can explain it to me how to get my wheels on the tarmac, they've been in the air way too long, and they are getting lonely.
To whom it may concern. No, you do not get a two-fer from Microsoft...........ever. The 2k2 exe is in there for coding reasons as much of the 2k2 features are also used (albeit somewhat modified) and some backwards compatibility had to be maintained. In Fs9 there is only one game.
UMM...I am so sorry to burst your bubble Max, but I dont know how to real civilian Approach plates. I have a DoD Approach plate and i can read it, but the plate that i have, and the plate that you posted for me are two distinctly different things. The DoD doesnt make an Alaskan state Approach plate (not that i am aware of). I should have been more specific with the plates i can read. BUT, if you will give me some time, i could find out the more important info you need to fly the APR.
The ONLY info i can give you right now concerns the Missed Apr.
Here is the info. on it:
When you reach 0.5KM (The Middle Marker. This is what MM means (Not trying to make you feel look, etc. stupid), you MUST see the runway to land, if not then you must perform a missed Apr.. To do this, you must first Climb to an altitude of 1100', then you must climb right to 4000'. Then you need to fly on over to CHENA (where it has the holding pattern), and hold there for a few. that gives you a little time for a "potty" break, git a snack, hell...maby even have a beer..lol.
If i can, i will find a DoD Apr. plate of KGRK (One of the hubs my airline runs from) from the internet, and show you the GREAT difference between the two plates.
In my opinion, the DoD plates are MUCH MUCH EASIER TO READ.
The DoD plates give you less crap, and more useful info. where it is needed. Such as the localizer nav 1 #, and the morse code for that #. and all sorts of easy to read info. Jeppesen DOES NOT MAKE DoD APR. PLATES!! The company that makes the DoD plates is the NGIA (The National Geosapatial-Inteligence Agency. I am not trying to put Jeppesen down or anything, but the plates the DoD provides for its pilots (IE: My dad, and the people he works with), are inferior to Jeppesen because of the info that they provide on their plates.
I hope this little bit of info about the Missed APR. helps you just a little!!
I WILL be back in a little while to give you more info about the Apr.
King_Air
Edit by me:
Yes Shankar, i did mention my dad working for th Military. i have seen the inside of the plane he currently flies, ive just never sat at the controls. In the last plane he flew, i got to sit at the controls...but on the ground . If he was to take me in ANY DoD A/C, he probly would get fired. They really dont mind kids being in the planes or choppers...as long as we dont touch anything that might start the engines, shoot missles, or just plane (lol) break something. It costs alot of money to fix ONE of those planes alone, let alone fly them. It costs $2500, or more an HOUR to operate the A/C he currenctly flies(the UC-35).
HMMM, a VOR/TCAN APR. is alot different than an ILS APR., but i will try my best.
ok
these are the instructions for the RNWY 30C VOR/TCAN APR.
First you need to put in the nav1 box, the VOR Freq. Once you have intercepted the localizer, you will then at about five or so miles, you will be making a "stairstep" descent to Decision Height in the fashion shown on the plate. if the runway cannot be seen at 2KM, then you will have to perform a Missed APR.
FOR A Missed APR., you must:
Climb to 2800' and Climb RIGHT to 5000', and fly the IWA VOR Holding pattern, as indicated.
First of all, there is no localizer, because it's a VOR approach. Second, it doesn't start at 5 miles out, it starts at Tuscon VOR, and you follow the Transition to DELLA, then HALLB. After passing 10 DME for IWA vor, you are cleared to descent to 3500', crossing HALLB down to 3000 and follow the vertical path as indicated by the profile view (either, because they both show the same).
Now that you've learned to read both charts, care to explain the first one if you are comming from the Fairbanks VOR. And give it a rest with the MAP procedure, I can read english...it's written in the chart in words
Where you don't have the ILS, you most of the time do two types of approaches:
1. A visual approach where you'd follow a 2.5 degree visual glideslope from the PAPI or the VASI (can vary, does not need tobe 2.5, but usually it is).
2. Use a procedure called the procedure descent. You take a look at the "Profile view" of the Jeppesen chart, and you will notice something like a stairway that shows you the path.
Where you don't have the ILS, you most of the time do two types of approaches:
2. Use a procedure called the procedure descent. You take a look at the "Profile view" of the Jeppesen chart, and you will notice something like a stairway that shows you the path.
Happy New Years to all!!!
ok Max, i am kinda confused...wouldnt you use the stairstep motion for a VOR approach?
I have never once seen an aircraft (in real life of course) do this when coming into that same airport without an ILS GS, or VOR services:
_______
________
_________ (the stairstep motion)
at the airport that is the cosest to where i live (T28)
they never do the stairsteps they fly straight in like this:
------
---------------
-----------------------
--------------------------------____________
(i am trying to simulate a straight in APR.)
With the lines you quoted over there, I was trying to explain a non-professional where to look and what to expect from a non glideslope approach, and that is what he should expect. You will sometimes have the information about the actual FPA on the approach, and then a Vertical Speed Conversion table, sometimes it will look something like the "staircase", and no, it doesn't have to be a VOR approach specificaly. It can be a NDB approach as well, an IGS or a LOC-DME approach.
Keep in mind there is no rule on how the chart should look, and how will the profile view look like for some approach type. Some approaches are safer (terrain wise) then the others, and there is no need for altitude constraints at all, while some have obstacles on final approach that need to be overflown, and that is a problem in low visibility usually. The point is: don't try to learn what goes with what approach, amost all of them go with every type of an approach, learn how to fly them, that's what usually saves your life
And the reason you have never seen an airceaft do "that" in RL is because even when doing that, you are not going to gush down to the appropriate altitude within one second, you have the FPA > VS conversion table so you can approximate the actualy Vertical speed to fly and make it a very smooth approach. When the visibility is greater then 8 miles, you will not even follow the vertical pattern as shown in the chart, you will go visual, and make it as comfortable as posible for the passnegers. Ask your father about that staircase thing, and he will tell you the same, you don't really descend to the altitude halfway before those two points, that symbol (more of a drawing) explains that you need to get down to that altitude before the specific point.
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. If he was to take me in ANY DoD A/C, he probly would get fired. They really dont mind kids being in the planes or choppers...as long as we dont touch anything that might start the engines, shoot missles, or just plane (lol) break something. It costs alot of money to fix ONE of those planes alone, let alone fly them. It costs $2500, or more an HOUR to operate the A/C he currenctly flies(the UC-35).
