I know this is a very old video but would suggest having your heading bug setup to runway heading in case everything goes to pot and you become totally discombobulated, all you have to do is hit hit heading bug on autopilot to bail out of VOR (ILS) approach add throttle and ease yoke back for a missed approach....the heading bug will at least help to keep wings straight and level while you get your head and thoughts back together.
Henry good style of teaching with first explaining the theory so when we engage in the actual sim you have a good understanding of the game plan. I am really new to flight sim and flying so I am absorbing as many examples as possible to get an understanding of what is involved in flight. Take off is very easy, flight is easy however ILS and GPS / AP need some understanding. I feel I have the basics now for ILS now in the N172 thanks for the good practical info I will go and practice as they say practice makes you better ;-)
Thank you for your comment, Mike! Welcome to sim flying! :D There is a LOT of great content online to help out, as well as many companies such as Nav Canada have free issues of the CFS and maps online (they give out a free expired example every once and a while for general learning). You can also use websites like Skyvector for online flying and planning. They are great recourses for frequencies, etc.. Let me know how things go! :)
I am bran'-spankin' new to flying and X-Plane. I will be putting what I learned from your video to use right now. Can you tell me though, what is meant by "flaring" the aircraft? I've heard it before, but not sure I know what it means. (I told you I was new to this).
have you done a video on the 530 and 430 nav with fpl? My 430 failed to make the necessary changes for each leg last night and I'm unsure as to why? Really helped me understand ILS gauge, will remember this.
On an ILS you pitch for vertical speed, you power for airspeed and you flight the heading that will keep you tracking the localizer.. you have to use your instrument scan to constantly control all three parameters and fly a stabilized approach to the runway. Using pitch to control speed and power for descent rate will result in very poor control and make it difficult and close to impossible to fly the ILS
I find it easiest to set trim for speed, usually 80ias, configure, and note the throttle while level under the glideslope. Then reduce power by about 1 rpm for every fpm of descent, slowly, as the glideslope line reaches about 1 above. This would be less if you have better performance due to low weight or density altitude, mabe closer to 2fpm per change in rpm. Then I should be at a stabilized descent profile of around 500fpm, 80kIAS, and have a centered cross to minimums. If the localizer is trending left or right, I correct by not more than 5 degrees either way, and if my glideslope is trending up or down, I correct with no more than 50 rpm either way. I then pitch gently to maintain a constant airspeed, and let the vertical speed settle. Realistically, you should only really need yoke input for transient pitch corrections during power changes, ir with flaps. Once steady, the trim should do its job. Pitch+Power=Performance, and Performance=Airspeed+vertical speed. Especially with non precision approaches, you need to keep a constant airspeed (and therefore groundspeed, barring windshear) to make sure you reach the MAP in the correct time from the FAF. This is especially true if you are flying a minimum equipment NP approach, as I think most pilots should train for. Turn off your GPS for ILS, LOC, and VOR approaches to see how you do. You might need it someday.
@@zacharytaylor190 If you continue to fly faster airplanes, you will see that your technique will not suffice. You want to stay on the center of that beam as you appraoch the runway. You goal is that once you intercept glide slope you will be in the center of the beam. If you get an error in glide slope, you will correct it inmediately by pitching and you will see the correction. Speed is critical but not as critical as the glide slope and localizer. As you approach the runway, the become more sensitive. The aircraft I fly has an appraoch speed aeound 150 knots.
I’m in cyxx, are you near CYVR for your home? Hardly any Vancouver, Fraser valleyxplane pilots doing any videos out here😭 can you find the Vancouver parachute centre airstrip in Abbotsford?🤪👍
Hey, Mixup221 :) You need to tune your 'NAV' radio to the ILS frequency. This can be found by clicking on the runway with map view, or is done automatically in XP11 by spawning on an approach. Great free online tools such as SkyVector or Nav Canada documents are amazing for getting the frequencies and what-not. Hope this helps! ^^
I’m a pilot...
Why is this the best explanation I’ve heard...? 🤔
extremely interesting :-) always great to learn from your videos
Thank you I’ve got instrument training coming up and I’m working ahead
I know this is a very old video but would suggest having your heading bug setup to runway heading in case everything goes to pot and you become totally discombobulated, all you have to do is hit hit heading bug on autopilot to bail out of VOR (ILS) approach add throttle and ease yoke back for a missed approach....the heading bug will at least help to keep wings straight and level while you get your head and thoughts back together.
Henry good style of teaching with first explaining the theory so when we engage in the actual sim you have a good understanding of the game plan. I am really new to flight sim and flying so I am absorbing as many examples as possible to get an understanding of what is involved in flight.
Take off is very easy, flight is easy however ILS and GPS / AP need some understanding.
I feel I have the basics now for ILS now in the N172 thanks for the good practical info I will go and practice as they say practice makes you better ;-)
Thank you for your comment, Mike! Welcome to sim flying! :D There is a LOT of great content online to help out, as well as many companies such as Nav Canada have free issues of the CFS and maps online (they give out a free expired example every once and a while for general learning). You can also use websites like Skyvector for online flying and planning. They are great recourses for frequencies, etc.. Let me know how things go! :)
Thanks, nice very clear explanation.
Oh my that was great. I’m new to xplane and new to flying. Can you tell me the best place to begin learning??? Thank you!
I am bran'-spankin' new to flying and X-Plane. I will be putting what I learned from your video to use right now. Can you tell me though, what is meant by "flaring" the aircraft? I've heard it before, but not sure I know what it means. (I told you I was new to this).
have you done a video on the 530 and 430 nav with fpl?
My 430 failed to make the necessary changes for each leg last night and I'm unsure as to why?
Really helped me understand ILS gauge, will remember this.
Interesting.. Gotta love technology! :P Thanks, mate! Happy it helped a bit :)
Big Hello to you, I'm out in the valley at CYXX👍🤘😎👊🏻💥👊🏻
HELLOOOO! lol Thanks for stopping by! :D
On an ILS you pitch for vertical speed, you power for airspeed and you flight the heading that will keep you tracking the localizer.. you have to use your instrument scan to constantly control all three parameters and fly a stabilized approach to the runway. Using pitch to control speed and power for descent rate will result in very poor control and make it difficult and close to impossible to fly the ILS
I find it easiest to set trim for speed, usually 80ias, configure, and note the throttle while level under the glideslope. Then reduce power by about 1 rpm for every fpm of descent, slowly, as the glideslope line reaches about 1 above. This would be less if you have better performance due to low weight or density altitude, mabe closer to 2fpm per change in rpm. Then I should be at a stabilized descent profile of around 500fpm, 80kIAS, and have a centered cross to minimums. If the localizer is trending left or right, I correct by not more than 5 degrees either way, and if my glideslope is trending up or down, I correct with no more than 50 rpm either way. I then pitch gently to maintain a constant airspeed, and let the vertical speed settle. Realistically, you should only really need yoke input for transient pitch corrections during power changes, ir with flaps. Once steady, the trim should do its job. Pitch+Power=Performance, and Performance=Airspeed+vertical speed. Especially with non precision approaches, you need to keep a constant airspeed (and therefore groundspeed, barring windshear) to make sure you reach the MAP in the correct time from the FAF. This is especially true if you are flying a minimum equipment NP approach, as I think most pilots should train for. Turn off your GPS for ILS, LOC, and VOR approaches to see how you do. You might need it someday.
@@zacharytaylor190 If you continue to fly faster airplanes, you will see that your technique will not suffice. You want to stay on the center of that beam as you appraoch the runway. You goal is that once you intercept glide slope you will be in the center of the beam. If you get an error in glide slope, you will correct it inmediately by pitching and you will see the correction. Speed is critical but not as critical as the glide slope and localizer. As you approach the runway, the become more sensitive.
The aircraft I fly has an appraoch speed aeound 150 knots.
such an amazing and helpful video
I’m in cyxx, are you near CYVR for your home? Hardly any Vancouver, Fraser valleyxplane pilots doing any videos out here😭 can you find the Vancouver parachute centre airstrip in Abbotsford?🤪👍
How do you set the instrument to track the runway
Hey, Mixup221 :) You need to tune your 'NAV' radio to the ILS frequency. This can be found by clicking on the runway with map view, or is done automatically in XP11 by spawning on an approach. Great free online tools such as SkyVector or Nav Canada documents are amazing for getting the frequencies and what-not. Hope this helps! ^^
Henry Baillie-Brown (UA-cam Account) thanks for the help👍🏻
Anytime ^^
thanks
Isnt this the 08 approach, not 26?
Airport?
Wolf muny CYVR or Vancouver
@@CaptShami Correct-o ^^
I think you said "again" over 100 times.
2mins 30secs in ... you have your GS and LOC descriptions ALL WRONG
Hugh Colgan u could’ve just done 2:30
2:54