@@FlightSimSchool Thank you for your response. Sorry i meant the FMS knobs, big and small knobs that you turn while entering flight plan. So annoying to operate them with mouse. i think you said it in one of your videos.
To start the hold, why do we have to do a right turn at AMORE and then loop back and come back to AMORE before we fly the 267 radial? Why not a left turn to join the 267 radial in the first place as we are approaching AMORE from KINGSTON? Is there a protocol for entering holds? Thanks!
The way I understand it is this: coming in from the north like we are in this video, it would be too tight a turn to align ourselves and fly the final approach course directly and configure for landing, especially in a faster plane. In a 172 or something like that, you'd likely be fine to just turn directly inbound, but you're still supposed to use either a Procedure Turn or Hold to enter the final approach course. There are a few different ways to enter the hold, I found this article to explain it quite clearly: www.boldmethod.com/learn-to-fly/regulations/how-to-determine-your-holding-entry-procedures/
I understand that a localizer doesn't provide vertical navigation but why does the AP disconnect when I apply down pressure on the yoke shouldn't it keep me alligned while allowing me to control the decent manually?
@FlightSimSchool it seems kinda counter intuitive to mean think about a vehicle AP, It alows you to steer but not accelerate or slow down you'd think they'd program the aircraft AP to allow elevator input but not aileron thereby allowing the pilot to manage the decent but the horizontal navigation would be handled by the AP.
@FlightSimSchool so if I understand correctly when it comes to a localizer appr oach I should determine the glide slope on my own and it *should* get me close to the touch down zone? When should I activate VS down at the approach fix or at the moment the AP locks into the localizer? Sorry if this is long. I'm just used to using ILS
No worries, I'm here to help :) If you have a look at the chart for the LOC that you're flying, you should have some step down altitudes based on the distance you are from the runway. You can see an example in this video at 7:22. So what I do is as I'm coming down the LOC, I'll drop the altitude on the AP to the next step down, and use Vertical Speed to get to that new altitude. How much Vertical Speed I use is really just a gut feeling depending on how far I am from the next step down. Once you do it a few times, you start to get a feel for it. I hope that helps!
I don’t really use the world map but if you’re flying a plane with a g1000 or g3000 you can get an eta or ete on the flight plan page once the plane is started up
If you look on the chart I’m showing at 8:20, from AMORE down to the ground there is a 3 degree descent rate indicated. You can estimate 3 degrees in feet per minute by dividing your speed in half, and adding a 0. I’m flying 110, divided by 2 is 55, add a 0 and it gives me 550fpm. I’m usually a tad more aggressive than that, just to make sure I get to my target altitude.
Hi there, when you switch to localizer mode the magenta line of the fms becomes green. This was recorded a long time ago before the updates to the g1000 so there may be some things that are slightly different today.
