FLIGHT SIMULATION FORUMS

[slamshedida]

@ 99jolegg

1st i wanna thank u for answering my posts :)

im flying the short flights category specifically the " on approach " flight.

i made a lil experiment , and i figured somethin out using the visual flight paths.

@ 14.3 nm , u have to @ 1300 FT . ( the airport elevation is 204 ).

back then i was @ 2500 ft @ 14.3 nm thats why the puple magneta pointer dropped down suddenly .

anyway thnx

[99jolegg]

[slamshedida]

this is a screenshot , sorry the plane isnt lined up .

i wanted to just set the vertical purple magneta pointer.
look at the altitude and DME and visual flight path and the purple magneta pointer .

[99jolegg]

I don't have access to the sim at the moment, but the rule of thumb is DME x 300 which should give you the height above the threshold, e.g. at 5 DME you should be at 1500ft but admittedly, I never tried that out!

http://charts.klaeuserich.net/KORD.pdf

Indeed, if you look at page 24 of the above document, a real world approach chart for ILS 14R KORD it shows that at 2400ft you should be intercepting from below the GS at CHSTR at 7.5 DME from I-ORD which is located at the MM 0.5nm from the threshold. According to the chart, at 14nm, you should be just beyond MISCH at about 4000ft...if we look at the formula I quoted, this would make it 4200ft which makes it look pretty accurate if this chart and my interpretation of it is correct.

Very intruiging! Something doesn't seem right unless I'm missing the blindingly obvious.

Apart from that, the position you're in (or close) to looks like a nearly ideal time to engage the APP function.

I'll do a bit more digging...
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99jolegg - Click below to support FSF

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[slamshedida]

ok thnx

[Bindolaf]

I can say a couple of things if you'd like, regarding the image you posted:

1) I see you are tuned to IORD, the DME shows 13.6 nm, you are at 1320 feet and the magenta dot is centered. This is impossible, sorry :( That far out, the dot should be much higher up. Also the blue line is pointing somewhat off... I can't see the RMI though. Are you sure you are tuned to the right frequency? Please let us know.

2) You are rather fast - not for your flap setting, but for the approach phase. At almost 1000 feet you should be at Vref and stabilized on the approach.

3) You are descending much too fast. Again, after 1500 feet you should be stabilized with a vertical speed of 1000 ft/min or less. Add to that the fact that the engines are at idle, that makes me think that you "chase the needles" a little - quite normal, but not good. Try to establish your approach from much further out.

Try as I said, to approach the ils from 20 nm out at no more than a 30 degree angle at 3000 feet AGL. Don't push it, just ease into it. When the needles start to move, follow them but make small adjustements.

Mainly let us know (maybe post another pic) what your NAV settings are (and which airport etc)
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Bindolaf

[99jolegg]

I've had another look around, and I agree with Bindolaf - which ever way you look at it, 14 DME at just above the final gate for landing config at 1000ft for some airlines, is not right. It's odd that the visual approach path is working...if you had the wrong frequency, this wouldn't work.

Where possible, it's best to intercept at the specified altitude on the approach plate if you can get hold of the info...so for this approach, use 2400ft.

Maybe try another approach to another airport? I really can't see why this is happening when it would appear your CRS and ILS freq are set and correct...the ILS is co-located with DME (ILSDME) and the top corner of the HSI shows the distance from I-ORD...

[slamshedida]

here is another screenshot of a different approach flight "Palermo to Malta " .

as u can see DME and altitude and the purple magneta pointer.

i guess im right ?

[slamshedida]

[99jolegg]

I don't have access to the sim here, but when I get home, I'll try an ILS approach and see how it goes.

I'll let you know, it still seems a bit odd!
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99jolegg - Click below to support FSF

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[slamshedida]

hey i found what was causing the problem ...lol ...i set the altitude in meters and not in feet . lol

that was it

anyway thnx every1 who helped.

[99jolegg]

That would make sense! Glad you got it sorted.
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[slamshedida]

1 more question plz .

what are those ? ( marked in Yellow circles )

[99jolegg]

They are all annunciator lights.

A/T Lim is beyond the default aircraft, but it will illuminate when the N1 setting in the FMC becomes void or the N1 of engine #1 or #2 drops below around 20%.

Reverser Unlocked is a warning light to let the crew know that a reverser has become unlocked. Most often this will illuminate on landing when reverse thrust has been selected. However, it will also illuminate at any time that the reverse becomes erroneously unlocked, on take off for example due to mechanical fault. This has happened in the past in the real world. The #1 light corresponds to the #1 engine and the #2 light corresponds to the #2 engine.

Start Valves Open are lights that should extinguish themselves after the engines have started correctly - if they remain after engine start, there is a problem that needs troubleshooting.
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99jolegg - Click below to support FSF

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[slamshedida]

oh thnx for clarifying .

by the way , whats ur fav. website for downloading aircrafts ?

[99jolegg]

I split this off and put it below so we don't go off topic:

http://www.flightsimulationforums.com/viewtopic.php?t=10832

I can't PM you because you aren't a member.
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[Frederik]

Dear all,

I have been reading this thread with great interest, and have managed to get an gps to ils approach and landing. However, there are 2 things which i can't seem to get working right, i suppose this forum is the place to be :-).
question: how does one select the right approach and when to activate it?

1) When I fly from e.g. rotterdam to london city, I have an IFR flight plan and low (or high) airways filed. Either way, the gps follows the waypoints over the channel, but the last waypoint is the VOR at EGLC (same for EGLL etc).
without activating an approach the gps first navigates to this VOR on the airfield before continuing into the approach pattern (which isn't always a clear cut connection). Is this normal, or do I need to explicitly activate the gps every time when i am near the airport. If so, how far away from the airport should i do this?

Secondly, depending on what the approach controller tells me, how do i select the right approach pattern? For example EGLL 27R has 6-7 different transitions, how do i know the correct one?

Thanks in advance!

regards, Frederik Mohrmann

[99jolegg]

[Frederik]

Hey,

Thanks for replying! I think one of the answers is then that i can decide which approach (STAR), depending on my inbound direction (east, west, etc). As far as i understand FS does not really care (or does ATC reroute people during the approach? if so, how to determine what they want you to fly?).

However, my question about when to activate was posted a little vaguely, let me use the flight rotterdam - LCY. The FS flight planner creates a waypoint route which ends at the VOR over EGLC.
in flight (officially only when cleared for the approach near EGLC) i can then select an approach transition in the GPS (for rwy 28 or 10 depending on ATC), either VECTORS, LCY or ALKIN (alkin only for rwy 10). Having loaded this approach, i can see it in the waypoints list in the gps, but placed below the VOR at EGLC. This means that the A/P will navigate to the airport VOR, and only then make a bunch of funny turns in order to get to the next hold, ndb, or vor the approach dictates. This seems very strange, i would expect that in "real-life" (for the sake of try to simulate it), it would be mad to direct all the aircraft over the airfield prior to approach.

Hence I can get around this issue by "activating" the approach before the A/P finishes getting to the EGLC VOR, and thus have a straight in approach or, if the active rwy is on the other side of the airport, let it start the approach procedure at a more convenient distance and heading.

However, this seems to me more like working around the problem and shortcutting the system. Hence the question is:
Is manually "activating" the approach on the gps the official way to have the A/P fly it seemingly correct,
or must the A/P fly the approach only after it has completed the filed waypoint plan,
or can the waypoint plan be edited (removing waypoints or actually inserting an approach into it instead of appending it)?"

Sorry for the long story, i figured i could better tell the whole of it instead of posting back and forth !

kind regards,

Frederik Mohrmann
J.F.W.Mohrmann@gmail.com

[99jolegg]