BTW as a 4000 hour flight instructor, never put the flaps down when the airspeed is above the white arc on the airspeed indicator. That's what the white arc indicates; flap operating speed..
@@thert.hon.thelordnicholson7261 He meant 1000 ft MSL (Mean Sea Level) at his call out. When he was on the ground the altimeter reading was 750ft MSL which means when he called out 1000ft, he was at 250ft AGL (Above Ground Level). Approach airspeed for a precision/non-precision approach is 90kts. Non-Precision approach power setting: RPM roughly at 1600 RPM and 750 FPM descent rate. Landing airspeed is 60-70kts in a 172.
@@AssyrianKing4ever Are you sure? All the lessons (real life CFIs as well as some x plane vids) i've seen have an approach at about 65-70kts at most, then idle power above runway and land at stall speed (45kts or so, depending on weight/flaps). 90 is very fast and landing at 70 too fast. It seems odd to call out 1000MSL and not AGL e.g. if the runway is 2000MSL why would you call 1000MSL?
@@AssyrianKing4ever yeah a little check and you're a bit off with your numbers. 70kts is a standard and widely quoted approach speed, touch down ranges 55kts down to 45kts on average. altitude callouts should be made with reference to ground level, so you would call 1000AGL and definitely not MSL (as i pointed out, MSL makes no sense for landing phase). So the approach in this video seems a bit off, it did seem way too fast...
@@thert.hon.thelordnicholson7261 I gotta correct myself there, normal approach airspeed is 60-70kts. In real flight, we cut the power to idle close to the runway threshold and depending on the winds adjust with the throttle. Here is why I said 90kts for the approach airspeed. GPS approach is a non-precision so when in IMC with low ceilings you wanna keep your airspeed at 90kts down to your minimums so you can execute the missed approach. If you break out before your minimums, great. Also, as far as callouts go, I was taught 1000 above mins, 100 above, and Minimums. He may not have had any IFR training.
For anyone asking why this doesn’t work on the newer version, you have to set the auto pilot to NAV, APR, and GS and it will guide you in both horizontally and vertically. I usually only put it on APR GS when I’m on the final approach.
C172:- Use 65 knots as recommended approach speed for full flap (90kts is Maximum for 15 degrees or less if possible; ie. never apply f15 over 90kts) & once over runway, slowly lift nose to burn off speed trying to keep aircraft just above runway but level then very slow sink from say 20 feet (but don't balloon) letting the aircraft sink nose up until ground contract ideally as stall warning screech begins. Flapless approaches at about 80kts in heavy crosswind only, then kick rudder opposed to wind to stop weathercocking & wing low aileron into wind to keep wind side wing down. [Actual Pilot]. :-)
@@svtpete83 . Thanks. yes. So long ago now. in the nineteen sixties and early seventies when I did most of my C172 c182, c150, C210 flying, I did lots of 'for fun' night circuits at a very dark rural grass aerodrome north of Melbourne (4 million then)Vic Australia. Although not too far out of this big city, take offs & landings into the north were usually 'black' as they faced a 3 thousand foot mountain a few miles ahead, whereas going south the city lights seemed extreme. I recall, one thing in circuits was on passing the runway threshold whilst going downwing, was to immediately turn base & on 172s, pull off power, applying pitot heat whilst trimming so a glide at 60 knots as those oldies (nearly new planes then) allowed 40 degree flaps. the entire approach was at 60kts with a bit of judicious power at times. One memorable night, the guy in fromt of me was flying a C150, & as I turned final & called 'called final' the 'speaker' squealed as the C150 ahead called 'MAYDAY' at the same time! He ended up on the boundary road with no more than a bent nosewheel & a cut leg (due to hasyy exit). The C150's engine was so small, that the carby heat 'blanket' failed and iced up due to the long glide on a cool night. it made history, as every C150 on earth was subsequently modified to alleviate this problem. But, yeah. I loved the 40degrees on the C172 because a good pilot could land in a very short distance. i heard that Cessna went to 30degrees to save law suits from 'newbie' pilots & others who Cessna felt couldn't handle 'flaps 40'. You have to remember that the GA fleet of lighties was then being marketed as a car alternative, (laugh) so an absence to head sets! I'm nearly deaf as a result.
@@letsseeif also this X-plane 11 fellow is too high and fast on final.Folks do themselves a HUGE favor by learning to hand fly land taildraggers 1st,then switch to Tri-gears. I got some time on cubs , champs, and citabria. Next is the Pitts. I'm looking forward to that
@@williamleadbetter9686. You're right as far as I'm concerned. I'm a Melbourne (Vic0 Aussie and learnt @ 17yo in1957 on on DH-82 Tiger Moth biplanes. Also did lots on DHC Chipmunks and Austers. ALL were tail wheel (or skid) and the art of good three pointers was invaluable. Usual approach (full glide with Handley Page leading edge slats (top staggered forward wing) was 58 knots, but we were also taught "Precautionary Approaches" at 45knots indicated - long low almost flat approaches for short fields (Tiger Moths had NO BRAKES). Rather 'nose up', these were power on until over threshold at which point just above the surface, one cut the throttle & it sunk onto the grass (they had no tail wheel, just a directional skid). 'Ag Pilots' & people like me used this technique on v short fields. After the Tiger, Chipmunks were LOOXURY 'cos they had tail wheels & differential brakes for stops & steering. I noted then that airlines pilots routinely did three pointers in DC3's, up through DC6B's & other big planes as a lower airframe stress landing. (except as in Tiger Moths, a (level) wheel landing (ie. level) (not 3 pointer) were the go in heavy wind with airliners. I note that all rebuilt old airliners routinely do "fly on level" these days, maybe because pilots never learnt 3 pointers, but probably not to damage someone's pride & joy. :-)
yes, 61-65kt. It was a nice tutorial film. But landing speed was odd. Pass threshold at 86 and touchdown at 76... That is high speed. It should bounch or something. I will ignore that part because approach was the topic at hand
Hi thanks Jason,I am a slow learner but your teaching is cool,you don't talk like a auctioneer,and I am actually learning at a faster rate,cheers mate.
Thanks! Great amount of info, as I was having a rough time learing the GPS. I Could select where I was going but no vectors to land. You were a great help.
Again, great job and couple of points for safety: using ground speed as a reference on approach can kill you. Always use IAS, indicated airspeed. As a personal habit, I like to disengage the autopilot a little higher. Taking your eyes off the approach that close to the ground and possibly pushing the wrong button could be trouble.
FYI all, the current version of Xplane there are a couple of steps that are not shown I think. Like GPS steering, and using heading bug when you hit approach in GPS etc. I will create a video this week consolidating a few tutorials including this one (which is great) for knowledge transfer.
Excellent!!! Learned two things I was doing wrong. Not selecting vectors and activating the approach to soon Lol.... Thank you for the great video ✈️✈️
You are Great, you explain nicely and understandably how to set GPS, but most people with LAZINESS, do not show how to set GPS and insert Plan. that are LAZZY and
One recommendation I would make is for you to land the plane as close as possible to the stall speed. Your main mounts should touchdown before the nose wheel, and try to keep the nose wheel of the runway for as long as possible. Let aerodynamics lower the nose wheel and not by relaxing (yoke or stick control going forward) the elevator control.
@@galoon Most of these people have never heard about the types of landing accidents caused by strong cross winds and excessively hight touch down speeds as the pilots tries to force the aircraft onto the ground. Here is a good video (second landing) on a pilot porpoising down the runway in a Piper Cherokee 140 that rips of the nose wheel. .
Hey, nice vids. I have watched a few of yours now. I think you do a good job, but there's one thing wrong in this vid. Man, you don't lower flaps at that speed, or you will do structural damage to the aircraft. And in the new XP11, you can actually tear them off of the aircraft. I would suggest looking at the section on speeds of the aircraft, which goes over all of the archs and colors of the speed indicator instrument. Other than that nice vid.
After trying this a few times I could not get my plane to connect with the glide slope and auto descend. I tried a few approach options messing with altitude and speed but could not get it to work Then I read the S-TEC 55 AP Manual. It appears you need to hit the Alt button a second time to engage the GS. Not sure if it's due to an older version of the Auto Pilot or me not doing something right, but it's working now. Great video. Very informative. I do suggest everyone read through the manuals under the Cessna 172SP folder. I found some other nice tidbits of information in the Garmin G530 manual as well. AE
Lots of things I would change about the video itself. Including zooming in the GPS each time to close to full screen. Most people dont watch these things on widescreen PC screens anymore lol
@@earlglover6091 I said MOST PEOPLE. And I know thats an accurate perception because, this is how people made videos 20 years ago, when I spent hours in front of my pc. And there was no tablets or smart phones. Everyone did.... *back then* But I feel ya lol
Agreed. I presume he just switched from NAV to GPS to activate?? Also, he activates the approach before taking off, because the last waypoint is so close to the runway.....so, what if the last waypoint is farther away from the runway?? I guess you go back into your GPS and activate the approach while you pass your last waypoint??
Thanks, I great for gps instruction ! but never put your flaps down at that speed in a real 172. And flair your landing s . land on the rear wheels and keep the nose wheel off the ground as long as possible. The stall warning should come on as you touch down
Another wonderful lesson but there is a problem. In using the updated X-Plane auto pilot this procedure does not work. If GPS is on and the NAV on AP is set, the plane seems to want to head in the approach direction as soon as it starts on the runway, and then runs away. I have tried various other options and cannot get the approach vector to work, It does not head for the target airport. Clearly there is some different way with the new auto pilot and I have not been able to figure it out. Hoping Jason can help.
I had the same problem. I think that you need to activate KDPA when you take off, engage GPS at an appropriate height, then activate the approach leg. Then it navigates correctly.
Great presentation .just in real life flaps are extended withing the white line of the airspeed indicator. To prevent flaps structural damage. Could cause a spin. But great tutorial.
As usual, Jason in a very good teacher, I believe the best for virtual air navigation! In this case I have not been able to replicate the video because when I reach the last leg and I push APR, the plane turns unexpectedly on the right and lose definitely the right route to the final approach. I know the video is using an old version of autopilot, but I have have not been able to do the same with the new current version. Did someone do it?
Oh my, my dear fellow, please go easy on the engine and reduce your RPMs below red line after you level off, say 2300 to 2500. Then when you need to slow down, reduce RPMs further (maybe 1800-2000) and raise your nose to bleed off speed, and please don't lower flaps until your speed is in the white zone on your airspeed indicator! I'm not a CFI, just a fellow XP "pilot."
Question: Can you use the default ATC plus GPS approach together? ATC might come in handy if you're at an un-familiar airport and have to taxi...Just asking...Thanks for all the great tutorials...
You say, "great, our GPS has been activated". Perhaps I'm just ignorant but I wish you would say what you do exactly to activate the GPS at that point. It's really frustrating? I hope someone can help?
He switches on the autopilot. look at the left corner of AP display, you can see AP sign coming on. This is older type of S-Tec, on newer XPlane versions there is no separate "AP on" button but AP is switched on by selecting correct mode directly (in this case pressing NAV button on the AP panel).
@@petervandentoorn376 You are correct, I missed that. For GPS Steering (GPSS mode), you do need to press NAV twice as per instruction manual: www.x-plane.com/manuals/S-TEC_Autopilot_Manual.pdf (page 22). It is one press for VLOC tho.
@@RaoulsRandomVideos Hei, one of the latest versions of XP11 changed it so that if you are flying a plane without HSI (like cessna 172), you need to set HDG bug to ILS front course yourself. It also affects the GPS LPV approach. See page 25 of what i linked above. Quote: Before transitioning from GPS steering mode to APR (Approach) mode, set the Directional Gyro HDG (Heading) bug to the final approach course for the runway.
Good call! 110 KIAS is max for 10deg of flaps in 172sp. Finally.....X-Plane 11 does LPV precision approach. XP 10 had LNAV + V, which worked essentially the same. Technically you can only fly to MDA not DA with LNAV + V. Does any of this ring a bell? I use Airfoil Labs 172. It has a BK KAP 140 which is a much better AP. Well worth $35 if you want to push towards instrument rating. Do you know if XP 11 and AFL 172s and GNS 430 does an LPV approach? What is your take on the grey/cloudy instrument panel in XP11? I have never seen a rental 172sp with 530 and 430, just 430.
Hi Jason. I like your videos but I do have a few comments to make. Indeed, your approach and landing speed is way to high. You should cross the threshold at no more than 60 to 65 knots, and touchdown should be at or just slightly above stall speed, which at max weight landing configuration is only 40 knots. On the newer172's, (SP) you CAN extend 10 degrees of flaps at 110 indicated. The white arc represents the SAFE PARTIAL/FULL FLAP RANGE, 10 thru 30, and since you cannot use 20 or 30 at 110 knots, the white arc only goes to 85 knots, the max safe speed for all 3 settings. You mention the REV button on the AP to get you BACK to runway 8. Not so. The REV is used for back course Instrument procedures and corrects for the reverse sensing of the instrument needles. Also, you should be fully configured for landing and be in a stabilized approach by the time you hit the final approach fix, usually 5 to 6 miles from the runway threshold. This means approach speed (+/- 75 knots) and 20 for flaps, and around a 450 foot decent rate at that speed. Go to 30 on flaps, if desired, when assured of reaching the runway. Take care and keep up the good work!!
Helpful video, thanks for this and other X-Plane videos you've done!. Just after you activated the APProach button on the autopilot, you went to an extended exterior view. We missed the critical point at which the GPS and AP captured the glide path and the plane started descending. I have had a lot of trouble getting that to happen with this LPV approach. Very frustrating. I've read the S-Tec manual and tried repeated attempts to get vertical guidance using the APP or even the ALT pressed twice. Neither work. If anyone has any thoughts, please comment. Thanks.
Jason, I need to use the GPS steering to track the Approach. Also, when I am on final and push in the APR button the plane veers off course. All is good up to that point. What am I doing wrong that causes the plane to go off course? Thank you, Ray
2 years later and the AP works more like the real Garmin now. I like the AP better but I fly real aircraft too. The old AP was too automatic and could have caused some bad habits to form.
Ive tried Vectors to Final several times now from KDFW to KDAL just as a warmup. The first leg, instead of going to wp Myles, it flies away from it bearing 313. Only way I can go toward the wp and DAL is to hit REV on my autopilot. Got to be a simple mistake im making somewhere.
hhhhh jason there is a speed limit for the flaps you can't select or extend the flaps on 110knot hhhhh or leave them down after the wight arc that is sure you are not a pilot. anyway so it's ok to let me teach you something if you loke at the airspeed indicator ther is a color arce the white arc for the flaps ok have fun
Jason, I admire your video’s, but a few words of caution! I see that you run the engine at a constant 2700 rpm/100% power, that is not acceptable in a real world aircraft 55-75% is the norm. On an approach in a 172 170
Hi Jason. Can't get the APR to operate as described in your video. Following instructions to the letter. Any thoughts on what I am doing wrong, please? When I press APR the plane heads away from the correct path. Thank you very much.
Does anyone have any experience of flying an approach using the newer 530 LIKE AP. Something I have noticed and it may be something I am doing incorrect is that when I am flying to the approach on NAV plus the auto steer function is activated (pressing NAV twice). If I press APR somehow the plane veers off course ??? Are there any major differences to using the newer AP LIKE to the one in the video please?
@@peterdepra Try this: Be sure to set the ILS frequency in NAV1 by using the Map feature. Try setting your Heading Bug to the same number as your runway number. This needs to be do before final approach. This should keep you on course once the APR button is pressed. Press the APR button once within ILS range. Then press the ALT button twice until only GS is displayed. Descent should begin. The AP is rather different than in previous versions of X-Plane. For example, disengaging the AP is now done from the red button on the left side of the yoke. Cheers and good luck.
@@mr.martintorres5804 Why should we tune NAV1 for the ILS frequency? Wouldnt that just make it an ILS approach? The point of this video is GPS Approach
The AP getting into those oscillations is annoying. I've had it happen in other sims too...Does it happen irl? By the time you get done correcting for it, you might as well have just flown manually.
Jason I been following this video to get me 530 to follow thru what you did , step by step . I guess I should ask being I see this video back in 2017 , and my XPlane11 is 11.40 , which maybe 530 now does not follow these steps ? Is this true?? Dale
Kind of late in the game for X Plane (version .40 here) but what exactly are you clicking on (I hear an audible click in the video but dont see you move your cursor) to "Activate" the gps for the approach. Sorry if its a silly question, but I just cant seem to get the 530 to set up for my approach. Im flying into KAUS from KEDC. Its only about 13nm's.
Cristián Montes they updated the aircraft, you don’t need the AP button anymore. What you do it select what you want for Autopilot, to disconnect click the red button on the yoke.
yes, it was a nice tutorial film. But landing speed was odd. Pass threshold at 86 and touchdown at 76... That is high speed for C172. I will ignore that part because approach was the topic at hand
Dear Jason, at 4:00min you activated your GPS using a button from your joystick, could you explain how you mapped this function to the specific joystick button? What is the function called? Thank you!
Hi Jason, @11:40, the "VS" on your Autopilot isn't activated anymore. Did you turn this off or did the plan this by itself because of the approach button that's turned on? When I try this, only lateral navigation works. On the CDI instrument, only the vertical is moving. The horizontal needle is always centered. It looks like there is no vertical "assist". What could be the reason for this? I can see the glideslope on the map for the runway I'm landing on and position of my Cessna.
