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cfi86

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About cfi86

  • Birthday 11/18/1986

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    Oslo, Norway

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  1. It is indeed included. I highly recommend the Simcheck A300
  2. Yes, but you have to insert the waypoints of your SID or STAR manually.
  3. FTX NRM, Simcheck A300. Missoula to Spokane. [img width=1160 height=652]http://fsfiles.org/flightsimshots/images/3792.jpg [img width=1160 height=621]http://fsfiles.org/flightsimshots/images/3323.jpg [img width=1160 height=652]http://fsfiles.org/flightsimshots/images/6554.jpg [img width=1160 height=628]http://fsfiles.org/flightsimshots/images/2785.jpg [img width=1160 height=632]http://fsfiles.org/flightsimshots/images/5906.jpg [img width=1160 height=601]http://fsfiles.org/flightsimshots/images/2817.jpg Any comments appreciated
  4. You are IFR until YOU cancel IFR. ATC can never cancel your IFR flight plan without you asking for it, except when landing at a towered airport where they will do it automatically. A visual approach is still under IFR, you are just using visual references. Sure, no problem using a dual axis AP. Just use vertical speed and altitude select for your MDA, the aircraft will level off automatically. (At least in real life).
  5. Check out http://www.youtube.com/user/JustPlanes . Cheers
  6. Hello. Contemplating buying and adding FTX AU to my collection, currently have FTX PNW and NRM. Will I need to uninstall these, install FTX AU, then install them again? Or?
  7. It's quite hard to maintain a vertical speed of 833 Especially if using an autopilot with increments of 50. So of course, use common sense and round the numbers up or down If ever in doubt, perform the missed approach. Especially in mountainous terrain like this. Start a climb while following the approach procedure, remember, you aren't on the missed approach segment until reaching the MAPt. If you get lost while circling, start a climbing turn towards the landing runway, then follow the missed approach procedure.
  8. 2700feet (7200-4500) in 3 minutes means you need to descend 900feet per minute. Normally,most airline, or flightschool SOP's for that matter, will require that your rate of descent is 1000ft/min or less while below a certain altitude, for example 2000ft AGL. If landing RWY 15, I would probably overfly the airport, then make a right turn to downwind while descending to a more suitable altitude - all while keeping the airfield in sight.
  9. This approach isnt really designed for a straight in landing without circling. But by the book: Starting from TYEEE: -Maintain 8200 until EPLIT, pluss corrections for temperature deviations from ISA(4% per 10deg Celsius below ISA) and possibly altitude corrections for wind, this applies to all altitudes -After EPLIT you can descend to 7200. -Passing RESDN, the Final approach fix or FAF, descend to 6500. -Passing SPREA,descend to 5700 -Passing IPVOV, descend to the MDA 4500ft. You shall maintain 4500ft until the missed approach point, in this case the RNAV waypoint RWY15. Now... In real life we never step down from altitude to altitude like this, we do a constant descent. Why? To keep from having to reconfigure the aircraft or adjusting power, it just makes everything easier. Which means you need to do some calculations. An optimal, normal descent is 3degrees. You calculate this by using 300feet per nautical mile as a thumb rule. So for example, in 2NM you should descend 600ft. To find rate of descend you can use your groundspeed times 5. So 100KTS would be 500ft/min. Remember the altitude restrictions are minimum altitudes, not maximum. So you don't really have to be at exactly 7200 at RESDN, you could be at 8000 - Just not any lower than 7200. Also keep in mind that if the wind favors RWY15, and you are 1mile from the threshold at 4500 feet, there is no way you are going to make it in without doing a spin or something. The elevation is 1624feet, so if you wanna do a constant descent to runway 15, your new missed approach point (Called a VDP, visual descent point), will be when reaching 4500ft(2876ft AGL), divided by 300= at approx 9,5NM. Now this doesnt make sense here, because thats too far away from the field. Meaning this would need to be a circling approach. By looking at the profile at the bottom, we can see that by doing stepdowns AFTER the FAF(RESDN), you are descending more than 300ft per NM. Meaning that by using a 300ft/min calculation, we would automatically be above the minimum altitudes at the fixes. But for this approach, being special, lets do a constant descent from 7200 at the FAF to 4500, ending up at 4500ft overhead the threshold(RWY15 waypoint). That's 2700feet to get rid of. 2700feet divided by 7(2+2+3nm) = 385feet per NM. Groundspeed(lets say 100kts) divided by 60= 1.66, times gradient(385feet per NM) = A vertical speed of 641 Congratulations, you can now do a stabilized approach from 7200 to 4500,at 100kts GS, at 641VSI without any configuring. BWT: Circling is only allowed west of the airfield, in this case this will be a left hand circuit (left turn to base, left turn to final). Let me know if you have any other questions.
  10. Click the bottom of the left yoke and it magically disappears..
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