Wow. I've been simming for over 20 years (Yes, I'm really old), This is without question the most thourough and in dephth tutorial I have ever encountered. Bravo!
You can you VNAV to descend if you want, but it will follow the optimal vertical path to the FAF, rather than allow you to control the path (Meaning it will wait until it intercepts a 3° glidepath that will hit the FAF at the platform altitude exactly to descend.) Since I'm using a the technique where I am level & configuring at the platform altitude well prior to the FAF, I elect to use VS mode to get down as soon as I can. (Though you could also you FLC to descend that way as well.)
3:30 You are expecting a CDI full deflection to one side (two dots on a modern CDI display, like the one you show in the video) to be about 0.15 NM shortly before the FAF/FAP. That does not sound all that intuitively obvious to me (I realize it might depend on the distance from the FAP to the threshold), but I don't have MSFS. If you get the time, could you try flying deliberately off track and read the shown cross track error when passing abeam the FAF/FAP roughly two dots off? (The example you show have a 5 NM distance from the FAP to the threshold, so in this case your calculations will probably just about hold up, I guess, as a localizer horizontal deviation of say 2 degrees in that case would be in the 0.15 NM order of magnitude. Which in turn would give a Localizer Performance instrument about the same indication. So for extra points try do the same on a longer LPV approach segment; and then there is the discussion if full scale deflection is two or two and a half dot).
@Rodhern, the standard CDI sensitivity/scaling for an LPV approach is 1NM in the terminal area (defined as being less than 30NM from departure or destination airport,) then changing to 0.3 NM within 2NM of the FAF, then narrowing from 0.3 NM wide to 700 ft wide from the FAF to the runway threshold/MAP. As far as I know, working title has emulated this function correctly in both their G1000 upgrade, and their GNS530/430 upgrade - but I'm afraid I don't have time to do a thorough test flight as you suggest.
Wow. I've been simming for over 20 years (Yes, I'm really old), This is without question the most thourough and in dephth tutorial I have ever encountered. Bravo!
Great explanation, thanks!
@FordyHunt, glad you found the content helpful. Thanks for watching!
Really appreciate your work very thorough as usual AHF, keep up the good work educating us. cheers :)
Thanks for the kind words, @xo-Tobe. Glad you're enjoying the content, and thanks for watching!
Excellent instruction. Thanks for sharing.
Glad you enjoyed the content @dazecm. Thanks for watching!
Great Video! Thank You!
Excellent presentation. Thanks
Glad you continue to enjoy the content @jakew9887. Thanks for watching!
I did not notice that you ever pressed the VNav button. I thought that would be how you descended to the different levels.
You can you VNAV to descend if you want, but it will follow the optimal vertical path to the FAF, rather than allow you to control the path (Meaning it will wait until it intercepts a 3° glidepath that will hit the FAF at the platform altitude exactly to descend.) Since I'm using a the technique where I am level & configuring at the platform altitude well prior to the FAF, I elect to use VS mode to get down as soon as I can. (Though you could also you FLC to descend that way as well.)
3:30 You are expecting a CDI full deflection to one side (two dots on a modern CDI display, like the one you show in the video) to be about 0.15 NM shortly before the FAF/FAP. That does not sound all that intuitively obvious to me (I realize it might depend on the distance from the FAP to the threshold), but I don't have MSFS. If you get the time, could you try flying deliberately off track and read the shown cross track error when passing abeam the FAF/FAP roughly two dots off?
(The example you show have a 5 NM distance from the FAP to the threshold, so in this case your calculations will probably just about hold up, I guess, as a localizer horizontal deviation of say 2 degrees in that case would be in the 0.15 NM order of magnitude. Which in turn would give a Localizer Performance instrument about the same indication. So for extra points try do the same on a longer LPV approach segment; and then there is the discussion if full scale deflection is two or two and a half dot).
@Rodhern, the standard CDI sensitivity/scaling for an LPV approach is 1NM in the terminal area (defined as being less than 30NM from departure or destination airport,) then changing to 0.3 NM within 2NM of the FAF, then narrowing from 0.3 NM wide to 700 ft wide from the FAF to the runway threshold/MAP. As far as I know, working title has emulated this function correctly in both their G1000 upgrade, and their GNS530/430 upgrade - but I'm afraid I don't have time to do a thorough test flight as you suggest.