G1000 FULL Autopilot Tutorial | ILS Landing | Microsoft Flight Simulator 2020
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- Опубликовано: 28 июн 2024
- In today's video, we are going to look at the many functions of the G1000 to make your life easier when it comes to flying an aircraft! After this video, you should be able to utilize all functions of the autopilot that comes equipped with this amazing piece of flying equipment, as well as perform an ILS approach/landing in cloudy/rainy weather in the brand-new Microsoft Flight Simulator 2020!
SkyVector:
skyvector.com
0:00 - 0:36 - Intro
0:36 - 13:03 - Pilot G1000 Overview
13:03 - 15:37 - Co-Pilot G1000 Overview
15:37 - 17:12 - Holding Short/Takeoff Prep.
17:12 - 18:35 - Takeoff
18:35 - 22:37 - Showing off the autopilot in air
22:37 - 26:32 - Showing more features of autopilot
26:32 - 28:50 - ILS Prep.
28:50 - 30:45 - SkyVector Showcase + ILS Prep.
30:45 - 34:45 - Final ILS Prep/Course Setting
34:45 - 39:03 - Capturing LOC + Glide Slope
39:03 - 41:28 Landing + Final Statements
#MSFS2020 #MicrosoftFlightSimulator #Tutorial
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Игры
Just to quickly clarify, those THR/REF speeds are really useful. Especially when you’re unfamiliar with the aircraft (like most people flying a sim are).
They show V speeds.
Glide is obvious, it’s the best glide speed should the engine fail or something else go wrong.
Vr is the rotation speed. When that speed is reached on takeoff, you have enough speed to safely pitch up (rotate) for takeoff.
Vx is the speed that allows for the best angle of climb. If you need to climb in the shortest distance possible (say to avoid an obstacle after takeoff), this is the fastest way to do it. You generally don’t want to fly Vx at takeoff because the AoA is relatively high, which means it’s close to the stalling angle.
Vy is the speed that allows for the best rate of climb. Where Vx gets you the most altitude in a given distance, Vy gets you the most altitude in a given time. It’s the most efficient way to climb, and the speed you (generally) wanna fly when climbing after takeoff.
A good way to remember the difference between Vx and Vy is that the letter x in Vx (speed for best angle of climb) has more angles then the letter y in Vy ;)
So yeah, that reference panel’s really helpful.
Thanks for that!
Wow thanks for clearing this up! I learned something new now haha. I did know what Vy was, but was unsure of the others. I also assume that the G1000 accounts for payload too?
That's how I remembered the difference for Vx and Vy when I learned to fly 25 years ago. It wasn't in a book but I'm glad someone remembered it with the same trick I used.
On some planes they change with the amount of fuel you have added into the computer
This was the best ILS tutorial where I actually learned how to do it. Simple and straight to the point.
Yes sir! I really didn’t like watching 2 hour long videos on ILS landings so I tried to keep this one as short and to the point as possible.
I used FSX to explain the principles of an ILS system to another simmer and found that he understood the whole thing better when I explained that there are two elements to the system.
Element one is the Localiser (LOC) signal, which you can visualize as a triangular vertical wall stretching out from the end of the runway out towards the approaching aircraft. The sharp end of the triangle is at the runway and one edge is along the ground. The other edge is at an angle upwards and outwards.
Element 2 is the Glide Slope (GS) which is another signal but this time it is a horizontal triangle which has its sharp end at the runway and its edges equidistant from the runway centre-line. The triangle slopes up and out at an angle of about 3 degrees. ( This angle may vary according to local conditions such as mountains etc.)
The principle of Instrument Flight Rules (IFR) is that the controller will give the pilot bearings to fly and an altitude to fly at. These headings will put the aircraft on a heading which will cross the localiser signal some distance from the runway. The aircraft will then turn to follow the localiser bearing thereby taking it along the extended runway centre-line towards the runway.
Shortly after this point the same system will encounter the Glide Slope signal which you can think of as an electronic ceiling which the aircraft collides with and slides along till it reaches the runway threshold.
I am sure there are real-world pilots out there who may be kind enough to correct anything above and maybe improve my explanation, and i hope the explanation helps some better understand what is actually a fairly simple principle.
and the LOC and GS become more sensitive/precise as you get closer to the rumway. Try flying it manually. You will want to have benchmark pitch power flap configs in place...then make very minor corrections to fine tune. This is refererred to as "Comtrol Performance"
I like 500fpm stabilized decent as i enter the GS.
( Constant power, Contant Pitch, Constant rate of decent)....
As a retired commercial pilot, not too bad. Still lots to learn if you are working to be a RL pilot. Your approach plate has tons of information, the BC is not for missed approach, that is for the older days of shooting an approach to an ILS that had a published Approach opposite to the one on the same frequency. The BC made it easier to not cross control, to stay on course, Approach plate would have BC marked letting you know. For missed approach the plate in the bottom right corner of the view will give just the important info, like FLY 090 CLIMB TO 1500 INTERCEPT THE ILE 150 RADIAL. That is more for loss of comms, atc will tell you what to do in the event of a missed once you declare it. Again good stuff, keep it up!
Thanks so much! Yes I would love to be a real world pilot. I know I missed quite a few things from lack of real world experience. Thanks for your kind words my friend! ☺️
@@captainhorn23 Example, i remember EKEB only had ILS on 08, but not on 26.. in that case the Offshore heli pilots would use ILS bc on approach when arriving on 26.
Yes, even heli's going in and out follow the g/s, aleast in the northsea area.
Not sure I would equate the NAV button to the LNAV when talking about VNAV.
There will be a suspend button once the airplane get close to DA. Also, in real world you can't change heading nor altitude unless ATC said so for IFR flights. Plus the G1000 is so smart that you don't even need to compute LOC frequency or the app course if you set up your approach. Great tutorial for fun sim flight but watch your airspeed cuz you want to keep 90 KIAS after FAF unless you wanna go to category B.
I decided to try ILS for fun today and realized I was way in over my head, even understand some of the g1000. Great video, thanks!
Really good. Went through it again slowly making notes....really helped.
Thanks man! Glad I could help out! ☺️
hahaha, that's exactly what I do, play the video step by step and take notes...
By far the best tutorial on ILS in my opinion. I had just about given up on ILS approaches til I looked at this. Thanks.
I just completed my first ILS with the Cessna thanks to this. Going to try this with a King Air tomorrow.
Great job man! Good luck with the King Air!
Thanks for this bud! It's just what I have been looking for :)
Killer tutorial man. Straight to the point
Dude this is perfect thank you
Thank you so much, I was looking everywhere to find out how to set up the Localizer, even G1000 manuals, and you take the bread.
No problem man! I’m glad to help you out! ☺️ is there anything else you would be interested in seeing?
Exactly what I was looking for! Completed my first ILS landing thanks to this tutorial!
Congrats my man! I’m glad I helped you out!
That was GREAT! Thanks a lot for explaining aspects of the Garmin G1000 and ILS. Very appreciated.
Thanks so much for your kind words! I’m glad you learned form the video! ☺️
Thanks for this great Tutorial!
Exactly what I needed - great video, thanks!
This was a very useful tutorial. Thank you.
Thank you very much !! The tutorial is excellent. This is the best I've had used in the G1000. You made it very clear and easy to understand the explanation of all the functions and buttons in detail.
Great info and vid! Thanks!!
Thank you alot, i learned many things more than the previous videos I've watched in the past. Excellent tutorial. 👍
Great and easy to understand tutorial for the G1000. Just what I was looking for. Thanks!
Thank you so much! I am working on an even better video with the G1000 to kinda update this video!
I agree that this is the most comprehensive and easiest to understand video on the subject. My only suggestion would be that to avoid any confusion the seperate portions of the knobs be refered to as the inner knob and the outer knob. Excellent video.
Great video! Good job!
Hey. Very nice tutorial. Easy to understand the way you explain it. Thank you very much for that. It was my first one of yours, so now i want to check your others. ;-)
Thank you. This has been very helpful. I look forward to learning more in future videos.
Thanks for sharing! As a beginner, I learned a lot from your tutorial today.
No problem! I’m very happy to help out always!
Best tutorial I found on RUclips and I’ve been through a few!
The “little blue thing” for changing heading is called the heading bug. It only changes your heading if you have autopilot on with heading mode turned on. When autopilot is off, in real life you should still move the heading bug throughout your flight as a guide to yourself to show you and remind you of the heading that you should be maintaining.
There's so many things he's skipping and half assing in this vid. Honestly couldn't bear it. He really needs to properly understand the g1000 before making a tutorial. You'd think that would be common sense.
I think we are aware hes not a CFII...Having said that.. Hes just trying to learn more from everyone. A good pilot attitude he has....
Terrific tutorial. Thank you chief! Subscribed.
No problem man!! I’m glad I helped you out. Be on the look out for live streams and full flight tutorials to learn even more!
Awesome tutorial. Thank you!
Just did my first successful IFR flight with landing with a lot of help from this video. Thank you again!
BRG stands for bearing. When flying you have a heading, a course, and a bearing. People can google them learn what they are and the difference between them.
Great video.
Helpful, thanks!
TRK and DTK stand for track and desired track. Your track is the actual ground track that you are flying. It is the actual direction of the airplane across the ground.
Desired track is the ground track that you want to fly. The difference between your actual track and your desired track is effected by the winds aloft and if you are flying without autopilot, flying the wrong heading which takes you off your planned course and desired track.
Track, heading, bearing, and course are your primary navigation terms for flight, boating, and cross land navigation like hiking and trekking.
Heading is the direction the plane is pointed, but due to winds, your heading is not always the same as your planned track or your planned course.
Bearing is the angle between any two points. For example, I could ask you to calculate the compass bearing between Tampa international airport and Orlando international airport. The bearing from the Orlando airport back to Tampa airport is called the reciprocal of the bearing from Tampa to Orlando. To quickly determine a reciprocal bearing, you just add 180 degrees if the original bearing is between 0 and 180 degrees or you subtract 180 degrees in the original bearing is between 180 and 360 degrees.
And finally, course is your intended path of travel to your destination. The same trick that we used to calculate a reciprocal bearing, can be used to quickly calculate a reciprocal course. This is commonly done during flight planning when figuring out the appropriate bearing and course for your return trip.
Bearing and course are the same only if you choose to fly the most direct course between two destinations, however because of restricted airspaces and other factors, your flight plan will not always have your course the same as the direct bearing between your departure and arrival locations.
Your ground track will often differ from your planned course due to unplanned winds or because you manually flew off your planned course.
Your heading, which is the direction your plan is pointed, will almost always differ from your planned course, unless there are zero winds for your entire flight which never happens.
For example because of winds aloft, I may have to take a heading (point my plane) at 180 degrees, even though my planned course is 160 degrees. This differential would be due to a wind out of the West blowing East. If the wind is blowing from West to East during my flight, but I still fly a 160 degree heading to achieve a 160 degree course, my actual ground track will end up East of 160 degrees.
How Far East that I end up, will depend on how strong the West to East wind during my flight. During flight planning, a pilot plans for forecasted winds aloft at each planned altitude and makes the necessary adjustments to the planned course.
During the actual flight, the G1000 has gauges that measure real-time winds aloft speed and direction, and the G1000 will provide real-time heading recommendations to keep your ground track so that it matches your planned course, despite the winds aloft.
Also if you are using autopilot in any of the modes that control your heading, the G1000 will make constant heading adjustments to account for the real-time measured winds aloft, so that your track stays on your intended course.
In a hypothetical flight where you had zero winds and you chose to fly a direct course from your departure to your destination and where you never once veered off course, your bearing, course, heading, track, and desired track would all be the exact same. But obviously none of these scenarios ever happen during a real flight. There are always winds aloft and the winds are always different speeds and directions at each location and altitude during your flight and the wind speed and direction are constantly changing. Also in real world VFR flying, because of many restricted airspaces, instructions from air traffic control, and other factors like military jet training airways, your planned course will rarely be a direct bearing between your departure and arrival airports.
When flying IFR, your planned course will never be a direct bearing between your departure and arrival airports, however you will usually fly planned courses that match the direct bearings between each individual waypoint in your IFR flight plan. The only times you will veer off direct bearings between waypoints is when air traffic control tells you to do so or if you have and declare an in-flight emergency
Your comment is so useful that I am going to copy it and study it :). Thankyou!
Great tutorial! Thanks, I learned a lot!
Glad it helped!
Great tutorial. Finally i get the g1000 :)
Great video man! Really well done! Thank you very much. I have to train this now ;)
Thanks so much for your kind words! So glad to help out!
Awesome. Still great 2 years later!
Fantastic tutorial, very clear and informative! Thank you!
You're very welcome!
Thanks for putting this up. To make a long story short, I used to fly on my computer. Now, I fly with my xbox x. So I am learning how to set up ILS to the destination all over again. And plus the Garmin 1000 is new. Again thanks, and I would enjoy flying with with some people in here.🙂
Great, I learned a lot, subbed.
Awesome, thank you! Glad you learned a lot!
Brilliant Video.....just so helpful....thanks Captain...
Well done for a person who isn't a real pilot. If you were, you would know that Vx and Vy are very important and something a pilot has memorized as you need to hit those speeds on takeoff. (one is best climb speed Vy without stalling but climb fast to clear an obstacle, and the other is best rate Vy which is faster, safer and the normal climb speed at most airports. You need to nail these on your airspeed indicator during climbout. But great insight in your video on G1000 familiarization. Also, you wouldn't load up your battery with all those switches before you start the engine, so you haven't used checklists. If anyone is going to use conventional guages or the G1000 to shoot an ILS, look closely at the side view to see the altitude to intercept and the distance from the runway to intercept (a star). Then you can "catch" that glidescope right on every time. Also, on missed approach, common to set the heading but ahead of time and missed approach altitude using ALT SEL knob. Then if a missed approach, hit HDG when in stable positive climb and smooth your way out of there properly. I could say more but I do applaud your effort. Many will still learn from this and its a great orientation of the G1000 which is common in Diamond aircraft and newer C172s that I fly. For flight lessons using your flight simulator, visit my courses on Udemy and Skillshare.
Great video. Thank you for all of it. Made everything very clear for someone who isn't a pro pilot.
No problem man! Glad to help out!
Great Video. Thanks
You're welcome!
Thank you , very helpful.
Thank you for the video. Really good and helpful.
Thanks so much for your kind words!! Glad to help out!
That was very helpful thank you
No problem my man!
good stuff many thanks
Great video. I'm a noob with Flight Sims and really appreciate all the help!
Yes sirrr no problem my man! Always glad to help!!
I find displaying the FPL / Flight Plan during approaches to help with positional awareness, turn anticipation, all on the PFD good videos, looking forward to more
Thanks man! More to come soon! :)
Thanks very helpful
Glad it helped!!
The video was really helpful , I managed to replicate everything you did down to the moment you turned to see the landing strip I looked in that direction and it was right there also. Me and s as friend tried it out and landed perfectly. Carolina is kinda pretty.
thank for the video, just like you trying learn the systems this help a lot, just start to get in GA aircraft will be flying them until my add on jet arrive in the sim like PMDG & QW
Yes sir!! I can’t wait until we get a 737!!!
That was awesome
Thanks!
Ammmazinnggg 👍🏻
Thanks for visiting my home airport! KGSP is fun to fly into also.
awesome thank you
Excellent for this newbie to flight Sim
Glad to of helped my man!
Actually you can you the center COM panel to listen to two frequencies at once. Just put the ATIS or ASOS in the com 2 active frequency for the airport where yo want to land. Then you can listen to the weather simultaneously without changing COM 1. Comes in very handy. You can also monitor secondary frequencies this way as in a real aircraft.
Just wanted to say thanks man. This video helped me get it... And the comment section ain't too shabby either. 😏
Glad to help out my man!
You are an excellent teacher
At 35:55 you started to align your plane to line manually, but there's a trick, you can activate a next waypoint in FLP section and changing AP to NAV mode
Ah! Very interesting! I will have to give it a shot. Thanks for letting me know!
Excellent tutorial thanks so much!
The first lesson that that actually helped.
I actually performed an Ils landing
So glad I could help you out!!!
things to extend on minimum decision height , missed approach preparation but thumbs up !!!
Thanks for this it helped a lot. i seem to be able to get the plane to line with the runway via GPS for ils for some reason.
No problem man! Always glad to help!
Just to answer some questions he asked during his flying, it's a sim, and real C172s pull to the left on full power due to propeller "wind" over the wings on single engine aircraft. Yes, you need right rudder on takeoff to stay on the runway. Also, on FLC, you can use Nose up nose down to get the FLC to stay at a lower speed and climb faster (basic flight manouvers). Se the FLC nose up or nose down to nail your Vx or Vy an it will get to the desired altitude using safe climb speeds. The VS button is to nail an exact feet per minute, like conventional 500 feet per minute to predict exact climb or descent rates. Remember when using FLC or VS.. autopilot and all these functions do not control your throttle. (opposite of a car). So yo have to manage your throttle manually for every attitude of flight. Knowing basic flying and throttle control (full on climb, 2300 on cruise and idle on landing) then using the G1000 still needs that knowledge. For your approach, you can LOAD first and then activate once you are at your IF or initial fix. Once heading in to intercept the glidescope, then activate your approach using the APR button, then use the CDI button to change the magenta line to NAV1 green pointer which will follow the glidescope all the way down. REMEMBER never to FILE a flightplan in Skyvector. We use that for reference in flight simulator, but many simmers will file a flight plan and that files it for a real flight. We use this same tool for real flying, so please, just use for reference and even save the flight plan for use in the sim, but never FILE a flightplan.
The left turning tendency at high angle of attack and low airspeed, is due to P-factor, torque, and slipstream over the vertical stabilizer, not wind over the wings. I hope you're not a flight instructor.
@@mrfofa09 You are absolutely correct. Using terms like that with "gamer simmers" turns them off and certainly they don't have a clue what you are saying. I am explaining in simple terms they can relate to. And yes, I am a 30 training veteran of both flight and IT training with excellent ratings. Finding the words for the audience is part of it. (I could have said there is a small piece of metal on the rudder for rudder trim... ) but thanks for clarification.
and that little blue thing fits into the wotsit here, and what happened to the little map thing.... and stuff. An excellent tutorial with loads of humour.
Haha thanks man! I’m glad you got some laughs from it 😂
The SkyVector also has the approach height to catch the glideslope...2500
Skyvector was good help
Am i the only one laughing over here that our teacher is actually learning new things as he teaches?! LoL. Either way thanks for taking us through the basics!
Lol I know right 😂 even the teacher learns things during the lesson 😂 no problem man! Always glad to help out. Do you have any video suggestions for me about what you would like to see next?
CaptainHorn23 if you wanted to continue from this i would think, like myself, some struggle with managing waypoints and adding different destinations along the way. For example when you added the approach taking us through how to remove waypoints that sometimes goes completely out of the way but still be able to continue to follow the normal navigation after that point. Just a though on managing flight plans or waypoints directly in the system Thanks!
Nice Video.Learned quite a bit. Thanks. But any idea why when I try to select approach, there is no options for any runways.Thanks
Thank you so much! I´m totally noob and I learn a lot!! Let´s practice!!! See u in the skys!!
Yes sirr!!
Nice video, good explanations. Some tips. If you were going to use this to practice for real world experience consider the following. Because your left hand is on or near the yoke (flights controls) we typically use our right hand to program the MFD and PFD. A co-pilot or flight instructor would be the left hand. And because the yoke would be in the way while using this hand we use the center section of the panel. Right hand as an example. As you mentioned, All the buttons on the left side of the PFD are also on the left side of the MFD along with the auto pilot making it much easier if you use the buttons on the right of the PFD and the buttons on the left of the MFD. this saves you from trying to reach across the yoke with your right hand which is damn near impossible or switching hands which removes the ability of your right hand to instantly go to the throttle. Just saying this so if you’re practicing for real life you get used to that memory function. Another thing if you’re not close to the course (gps) 45 degrees off track or so, the G1000 Will not capture the GPS course and you have to use the heading mode to get you within those parameters. Lastly if you plan on using the ILS you should have this programmed well before you get to the airport. Even though you can use an existing plate (and have it programmed) for route guidance in real life ATC will often vector you. You can also observe on the instrument chart that the general altitude for capturing the glideslope is listed and you can have yourself at that altitude by the time you arrive. Oh and one other thing. For safety (to avoid an inadvertent stall) always use flight level change to climb. The reason is you can always set it to above your stall speed and the auto pilot will never try to take you into the stall zone. It is common practice to use the vertical speed mode in decending. The big reason for this is a standard decent, assuming 100 knots approach speed for a Cessna 172 (or similar Diamond DA 40 any cat. A aircraft) is 500 ft./min. and it is also easy to calculate altitude loss per distance for putting yourself in the right position for landing. If the chart requires you to be at 1500 feet at a certain point (4 miles from the airport for example) and you are at 6,500 feet 10 minutes (approx. 16 miles) from that point (per mfd) you would need to lose 500 feet of altitude per minute to be at the required altitude. If you are five minutes away (approx 8 miles) you need 1000 ft./min. and so on. So as you can see using feet per minute for decent is a lot easier to establish yourself than in flight level change which may or may not and most often not equal the correct amount of feet per minute. My times and distances are rounded off somewhat for ease in explanation. Hope this helps!
Vx is the maximum angle of climb. Vx allows you to climb to a given altitude within the shortest horizontal distance. If you need to get up and over an obstacle, you should fly at Vx. Vy is maximum rate of climb. Vy is always a faster speed than Vx. Vx is always a higher angle than Vy. For normal take off, you should climb at the plane’s POA Vy speed. For a short field takeoff, you should add additional flaps and take off at the plane’s POA Vx speed. The reason to use the Vx speed with maximum angle of climb for a short field takeoff is in order to clear a hypothetical 50 foot obstacle after the end of the runway such as trees or a building. These are all real world flight training procedures.
thank you Eric for all those input! you made things much clearer!!!!
Excellent explanation ....So What I may do in order to set up the LOC is only showing me VOR1 and VOR?.. I don't see the long green bar ..Thanks.
Thanks. I didn't know you could use the BC for staying aligned with the rwy on a go around.
No problem man!
And as you may know, some airports have an actual published BC approach...it's not a precision approach like the ILS, but rather a localizer (LOC BC) approach. So, one could do a LOC BC to higher minimums if the front course (ILS) winds were not favorable. And we don't even want to get into Circling Approaches...:)
Just a trick I learned from doing takeoffs with nav what you can do is turn on your vertical speed on the ground and set it to what you want for example 700 fpm or whatever and have that on without turning the ap on and then once you get in the air to turn on ap it wont level out it will just start climbing at 700 fpm in this case.
Thank you.
No problem man!
Subscribed! Thank you for the great video.
@CaptainHorn23, I noticed that when you hover over the buttons, a display deploys indicating the function of that particular button. How/where did you configure that setting? I haven't been able to figured it out myself. Thank you in advance...!
The center audio panel is used in the sim and in real planes. It is set to transmit and receive on COM1 by default, that is why he says you never need to use it. But you typically tune your COM2 radio as a backup or to monitor ATIS or guard (emergency 121.5) and press the COM2 receive button on the audio panel, but you don't transmit. We also use the audio panel to listen to the tuned ILS frequency to ensure we have the right one. Once you have tuned your NAV1 to the published ILS frequency, you push the audio panel NAV button to listen to the published morse code. You see that printed on the approach plates. It is in morse code, but just listen that its the same as what is printed. Then you can push it again to turn it off as its anoying. Many pilots over the years were trying to head to the wrong NAV frequency and didn't audio confirm with deadly results. For this and more, tune in to my twitch channel.
VOR: Tune - ID - Turn - Intercept - Track. Yah....ALWAYS IDentify the morse code. Good post. ....
Please do an overview of the baron g58!
brilliant tutorial DTK by the way is the desired track ,, that takes wind ect into account
Yep if you are having your pc monitored while in flight , you’ll see from time to time the cpu usage will jump to 100% and the FPS will drop to a single digit maybe and after a couple of seconds it’s all good again.
Yeah this is crazy. Idk why it does this. Hopefully a fix will come out soon.
I fly out of Gastonia very cool!!..
BRG at the top is your bearing, what heading you need to be at to be moving toward your target destination.
you know you can read at what altitude you should be to catch GS and Localizer, which is written on the chart you have looked at when obtaining frequency, if I remember well, it was 2500 feet for that airport.
Awesome video! I fly in the Charleston area (real life).
Awesome man! Do you fly with a G1000? If so, how accurate would say say it is comparing it to real life and this simulator?
@@captainhorn23 I don't. All my G1000 time is in a simulator. I actually fly a paramotor but am fortunate enough to have friends with planes so I get to practice some IFR stuff in real life too.
@@Tommyflies Wow thats awesome!
Thanks
Nice vid! Thanks for this essential tuto. Does anyone know how to skip one leg of your waypoints when you're flying NAV gps mode and set your course to your next waypoint?
Under flight plan (FPL) you can edit and remove waypoints. Select the undesired one and click CLR to delete it.
@@MattM.. Thanks man!
Thanks so much, I kinda self taught the autopilot over the last couple of weeks but didn’t know how to get onto an ils approach! Flying from lax to Santa Barbara right now to try it out! How early do you set the localiser settings? I’ve already set them half way into the flight, I’m guessing it’s just a case of flying with the nav and then switching the cdi when you get closer?
No problem man! Always glad to help. Good luck on your ILS landing! Yes you set the CDI to LOC 1 when you are pretty close to the airport/runway. Make sure you have your approach set up too.
CaptainHorn23 yes I had set the approach up in the way you did! You explained in a way that was easy to understand! Successful landing in Santa Barbara and happy passengers (wife and 2 dogs, although “get off that bloody game” when asked for feedback wasn’t appreciated!)
The reason course numbers are a little off for ILS is probably because the magnetic North Pole keeps moving faster then they can update the charts lol....
BRG is Bearing or Heading. Thanks for sharing. Well Presented. Easy listening. Namaste
Glad it was helpful!
You should (must) intercept ILS from BELOW the Glide Slope, minding the minimum altitude.
I’d love for you to do one on an fmc
Very nice tutorial! I just have one problem, whenever i set the NAV1 frequency and select the right screen through CDI i only see VOR1, it doesn't change to LOC1. Do you know why?
Gee wiz, I have to say.. don't apply flaps until you are in the white band area on your airspeed tickertape. He was too fast and that causes damage to your flaps. When on the localizer with the plane automatically descending on the glidescope, you have to adjust your throttle yourself by decreasing it and setting your desired approach speed. By the time you are 1 mile out, and in the white tape, you can apply flaps, adjust your speed with the yoke and trim, then at 1/2 mile one more flap (to 20) and adjust your speed and trim. By the time you touch down, you are at touchdown speed and won't float or bounce. Do a normal flair and rollout. Remember that any autopilot function does not adjust your throttle for you.. at all. That is something you have to control during all phases of flight.
1700-1900RPM. 0 flaps on GS. Once u come out of the soup, throw in flaps if in the white arc.....otherwise reduce throttle...hold pitch to bleed of AS....then u will get in the white arc for gradual flaps deployment. I think glide slope approach speed is 90KIAS with 0 flaps. 1700-1900 RPM will get u there. Remember basic control/ performance tecnique from flight school.
You can play with your power setting until you get 90KIAS. Always have a target (performance), and know what control inputs will get you there (control).
Give your plane time to stabilize. Your desired performance is not immediate after you put in your control inouts (power, flaps).....
For reference speeds, Vx is best climb angle, say, for climbing over obstacles, and Vy is best rate of climb. This is flight training 101.
Ahh yes I knew Vy but not Vx. Thanks!!
Vx is best angle of climb speed. It is used for clearing an obstacle. It gives you the best altitude gain per nautical mile. BRG is bearing.