Intercept altitude (AGAIN)
Erik Selde
Perhaps I said something wrong before, because it do track the "Localizer",
but not always the "Glideslope", but I´m almost certain it has something do
with the fact I´m flying to high.
But thanks for your answer before.
Erik
Brian Jones
news:3d2f6407$0$46321$edfa...@dspool01.news.tele.dk...
What airport? Runway number? What aircraft?
Very generally speaking, with MS FS2K2, try to intercept the
glideslope/glidepath at approximately 2,000 feet above ground level (i.e.
look at the airport info, find out what altitude the airport is, and then
add 2000 feet to the airport's altitude -- then take that sum to be your
approx. ILS intercept altitude). I find that if you intercept much above
2,000 feet, then the autopilot might not track the glideslope properly.
However, if ATC dictates you must fly higher for your intercept, then do so.
Also, use common sense i.e. don't fly so low on your ILS intercept approach
that you risk hitting a mountain etc...
If you make an ILS approach using your autopilot, make sure to tune in the
proper ILS frequency into your NAV 1 stack, that the NAV/GPS switch on the
panel is set to Nav and your autopilot switch is on, and the approach button
has been selected... Also make sure your fuel load is <50% when you are on
final (high fuel load will be a problem if you try to land). When you are
tracking the ILS, make sure your a/c is flying about as slow as you can
safely do so i.e. for the 737-300 (with fuel load <50%), approach at approx.
140-145 knots (no winds) with full flaps, gear extended and spoiler armed.
That way the autopilot can control the plane better --for if you fly too
fast, then the aircraft won't be maneuverable enough to accurately track the
localizer/glidepath (flying faster will result in wider turns etc). This
should give an idea of the very basics....
Suggestion: don't try to fly one of the jets until you've mastered the prop
planes... I recommend you first master the Cessna 172. Also, don't be
afraid to take the flight lessons provided in FS2K2--they are actually quite
good. (except for the PPL "check ride"--unrealistic demands).
no one
"Erik Selde" <erik....@mail.dk> wrote in message
news:3d2f6407$0$46321$edfa...@dspool01.news.tele.dk...
>> because it do track
"do it?"
How quaint.
bob
Bob
From an article by Peter Mcleland.
1. Select your default Meigs Field flight and make sure it is lined up well
with the centerline of runway 36 with the parking brake off.
2. If necessary World > Time and Season > Day.
3. Aircraft > Select Aircraft > Boeing 737-400
4. If engines are not running > Hold down Ctrl and tap E once, WAIT until
both engines have started.
5. World > Weather > Clear All Weather > set visibility to 5 miles.
6. Aircraft > Fuel > set all three tanks to 15%.
7. SHFT+2 to get Radio Panel. Set Radios as follows:
COM 1 127.32 (1 click below KORD ATIS frequency 127.35)
NAV 1 110.50 (ILS for KORD Runway 27R)
NAV 2 113.90 (ORD VOR)
ADF 414.0 (IA NDB Outer Marker)
SHFT+2 to get rid of Radio Panel
8. Autopilot Panel Windows as follows:
CRS 270 (QDM of Runway 27R)
HDG 360 (Present Heading)
IAS 250 (Speed required after Take-Off)
ALT 3000 (Altitude required after Take-Off)
VS 1200 (Rate of climb required after Take-Off)
9. Autopilot Buttons - Select the following buttons to light them up:
ALT (Altitude Lock Engaged)
HDG (Heading Lock Engaged)
Select A/T Armed (Arm the Autothrottle)
F/D on (Flight Director On)
NAV/GPS switch to NAV
10. Autobrake Selector - Select position 2.
11. SHFT+4 to get Throttle Panel. Drag one side to make it thinner. Drag it
down to cover the four small gauges to the left of the Gear Selector and
finally adjust its size to fit.
12. Flights > Save Flight > Call it Autoland.
Ready for take-off!!!
O.K. you are ready to go now. Operate as follows:
1. Click on the TO/GA button, which is on the top right corner of the
throttle panel.
2. At 120 kts Press Z (engage Autopilot)
3. Clear of ground and climbing press G (retract Gear)
4. Click on Autopilot IAS button to light it (engage Speed lock)
The aircraft will climb to 3000 ft and will soon cross the approach to
runway 27R at 90 degrees (you will still be heading North). You will see the
ILS beam bar move down the Horizontal Situation Indicator (HSI). As it
crosses the center, note the second hand on the clock.
5. At 20 seconds after crossing the center line, click on the + side of the
HDG window to dial the HDG up to about 150 degrees. (We are turning Right,
the long way round to get a nice shallow 30-degree intercept angle)
6. As soon as the turn has started, click in the - side of the IAS window to
dial the speed down to 210 kts (four SHORT clicks).
7. Go back to clicking the + side of the HDG window to increase the HDG
towards the final intercept heading of 240 degrees. (But DON'T let the
Heading Pointer on the HSI pass the Tail heading, or the bank will reverse
and you will turn the other way. Be patient until you can safely leave the
HDG window on 240 Degrees.
8. As soon as you have finished dialing the Heading, click on the APR button
to light it up. (Engage ILS approach)
9. SHFT+/ (Prime the Auto Lift Dump)
The aircraft will now intercept the ILS Localizer. You will know when it has
because the HDG button light will go out but the APR button will remain lit.
You can then tidy up the HDG window by clicking it up to 270 degrees the
same as the CRS.
10. Select four notches of Flap - Four presses of F7 (Flaps to 10 degrees
and Leading edge slats out)
11. Click the IAS window down to 180 kts (short clicks)
The aircraft should be fully established on the localizer now. Watch for the
Glidepath pointer to start coming down the right side of the HSI (also on
the Attitude Indicator).
12. With one dot to go to center, press G (lower Gear)
13. As the aircraft pitches down to start descending, two presses of F7
(select flaps to 25 degrees)
14. Click the IAS back to 160 kts
15. As the ADF needle swings round and the Outer Marker sounds press F8
(select full flap)
16. Click the IAS slowly back to 130 kts
Adapted from an article by Peter Mcleland on Simflight.com
Published April 15th 2000
See http://simflight.com/news4/article.php?sid=428 for the original work.
"Erik Selde" <erik....@mail.dk> wrote in message
news:3d2f6407$0$46321$edfa...@dspool01.news.tele.dk...
Bill Leaming
> Also make sure your fuel load is <50% when you are on
> final (high fuel load will be a problem if you try to land).
And, if you are married, do NOT tell the XYL that you can 'dump fuel.' That
way, you can say, "I'll come to bed after I land the plane!" ... "No dear, I
*can't* land right now, I've got to burn off this excess fuel!" :)
Bill
--
Fr. Bill Leaming
n4...@attbi.com
"Semper Modus Durissimus"
Personal Website: http://catholic-hymns.com/frbill
Catholic Hymns Website: http://catholic-hymns.com
Shared Contemplative Insight: http://sci-world.org
Gregory Abbey
brought the following to our attention:
The following is a simple table that represents a 7% slope vs `miles
out' from the runway. Second column is C1 x 5,280 or the distance in
feet. The third column is altitude based on 7% slope where glidepath
would be intercepted.
Add one to three miles to the distance for any given altitude so that
you can proceed along the localizer and `intercept' the glideslope.
Table - Glideslope Altitude vs DME
miles ft. alt.
4 21100 1500
5 26400 1800
6 31700 2200
7 37000 2600
8 42200 3000
9 47500 3300
10 52800 3700
11 58100 4100
12 63400 4400
13 68600 4800
14 73900 5200
15 79200 5500
16 84500 5900
17 89800 6300
Example: to intercept the glideslope at 3,000 ft altitude (which is
about 8-miles out).. intercept and get established on the localizer
at 10-12 miles out (depending on model) and proceed to the
glideslope beam.
Note: numbers rounded to nearest 100 ft -- easy to recalculate by
using slope other than 7-deg.
Brian Jones
news:3D2FAE61...@attbi.com...
> Brian Jones wrote:
>
> > Also make sure your fuel load is <50% when you are on
> > final (high fuel load will be a problem if you try to land).
>
> And, if you are married, do NOT tell the XYL that you can 'dump fuel.'
That
> way, you can say, "I'll come to bed after I land the plane!" ... "No
dear, I
> *can't* land right now, I've got to burn off this excess fuel!" :)
Good one Bill! :-) IRL I don't think my passengers would appreciate if I
said: "sorry we can't land right now at our destination because we put waaay
too much fuel onboard for us to land as we are overweight to do
so--therefore we are just going to fly a holding pattern for the next 2
hours to burn off fuel. By the way, you have to keep your seatbelts on all
during this time because I say so... oh, and apparently we are now out of
pretzels, so don't bug the flight attendants for more... thank you for
flying with us."
For others reading this post (as Bill correctly understands fuel load
requirements), proper flight planning dictates that you only put just enough
fuel onboard so that you can make your trip safely (with reserves)--so that
you won't be landing with ridiculously high fuel loads i.e. putting a full
fuel load on a 747 for a 200 nautical mile trip is a no no! :-) Plus
think of the waste of energy required to lug all that fuel around if you
don't need it.
Then again, one can always cheat by hitting the alt key while in MS2K2
flight to access the menu, and then you can change your fuel settings to
whatever you want :-)
Bill Leaming
> For others reading this post (as Bill correctly understands fuel load
> requirements), proper flight planning dictates that you only put just enough
> fuel onboard so that you can make your trip safely (with reserves)--so that
> you won't be landing with ridiculously high fuel loads i.e. putting a full
> fuel load on a 747 for a 200 nautical mile trip is a no no! :-) Plus
> think of the waste of energy required to lug all that fuel around if you
> don't need it.
Actually, replicating 'real life conditions' as much as possible is more than
half the fun for me...
Fuel management with my little Socata TB20 GT has become much easier since I
'built' an EDM 700 EGT/CGT gauge. A Shadin fuel flow meter is next on the
agenda. Using the EGT/CGT display, the pilot can determine which of the six
cylinders' EGT 'peaks' first, then use that temp as a base line to optimize
(and balance) EGT across all cylinders, making the mixture control more than
just another lever to play with... :)
The latest beta version is available at
http://catholic-hymns.com/frbill/FS2002_Pictures/Socata_T20_Panel.html
Gregory Abbey
Kool panel.. Bill
When is your new advanced Radio-NAV gauge going to be completed?
Cheers!!
--------------------------------------------
On Sat, 13 Jul 2002 17:08:48 GMT, Bill Leaming <n4...@attbi.com>
brought the following to our attention:
>Brian Jones wrote:
Gregory Abbey
Note: table may be flawed. Used 7% slope or a factor
of 14.29 which is an angle of roughly 4 degrees. Best
to make your own custom table. See factors below:
TAN % 1/TAN ATAN (deg)
0.05 5 20.00 2.9
0.06 6 16.67 3.4
0.07 7 14.29 4.0
0.08 8 12.50 4.6
0.09 9 11.11 5.1
0.10 10 10.00 5.7
0.11 11 9.09 6.3
0.12 12 8.33 6.8
0.13 13 7.69 7.4
0.14 14 7.14 8.0
0.15 15 6.67 8.5
0.16 16 6.25 9.1
0.17 17 5.88 9.6
0.18 18 5.56 10.2
--------------------------------
On Sat, 13 Jul 2002 13:54:35 GMT, Gregory Abbey
<spm.g...@spm.dynanet.com> brought the following to our attention:
Bill Leaming
> Kool panel.. Bill
>
> When is your new advanced Radio-NAV gauge going to be completed?
If you are referring to the KX 155A model Bendix/King radios, they are complete and
in the most recent version released.
If you are talking about the KLN 94B GPS and the KMD 550 MFD display unit, that
will take a bit longer... :)