BTW as a 4000 hour flight instructor, never put the flaps down when the airspeed is above the white arc on the airspeed indicator. That's what the white arc indicates; flap operating speed..
@@thert.hon.thelordnicholson7261 He meant 1000 ft MSL (Mean Sea Level) at his call out. When he was on the ground the altimeter reading was 750ft MSL which means when he called out 1000ft, he was at 250ft AGL (Above Ground Level). Approach airspeed for a precision/non-precision approach is 90kts. Non-Precision approach power setting: RPM roughly at 1600 RPM and 750 FPM descent rate. Landing airspeed is 60-70kts in a 172.
@@AssyrianKing4ever Are you sure? All the lessons (real life CFIs as well as some x plane vids) i've seen have an approach at about 65-70kts at most, then idle power above runway and land at stall speed (45kts or so, depending on weight/flaps). 90 is very fast and landing at 70 too fast. It seems odd to call out 1000MSL and not AGL e.g. if the runway is 2000MSL why would you call 1000MSL?
@@AssyrianKing4ever yeah a little check and you're a bit off with your numbers. 70kts is a standard and widely quoted approach speed, touch down ranges 55kts down to 45kts on average. altitude callouts should be made with reference to ground level, so you would call 1000AGL and definitely not MSL (as i pointed out, MSL makes no sense for landing phase). So the approach in this video seems a bit off, it did seem way too fast...
@@thert.hon.thelordnicholson7261 I gotta correct myself there, normal approach airspeed is 60-70kts. In real flight, we cut the power to idle close to the runway threshold and depending on the winds adjust with the throttle. Here is why I said 90kts for the approach airspeed. GPS approach is a non-precision so when in IMC with low ceilings you wanna keep your airspeed at 90kts down to your minimums so you can execute the missed approach. If you break out before your minimums, great. Also, as far as callouts go, I was taught 1000 above mins, 100 above, and Minimums. He may not have had any IFR training.
For anyone asking why this doesn’t work on the newer version, you have to set the auto pilot to NAV, APR, and GS and it will guide you in both horizontally and vertically. I usually only put it on APR GS when I’m on the final approach.
Thanks! Great amount of info, as I was having a rough time learing the GPS. I Could select where I was going but no vectors to land. You were a great help.
Hi thanks Jason,I am a slow learner but your teaching is cool,you don't talk like a auctioneer,and I am actually learning at a faster rate,cheers mate.
Hey, nice vids. I have watched a few of yours now. I think you do a good job, but there's one thing wrong in this vid. Man, you don't lower flaps at that speed, or you will do structural damage to the aircraft. And in the new XP11, you can actually tear them off of the aircraft. I would suggest looking at the section on speeds of the aircraft, which goes over all of the archs and colors of the speed indicator instrument. Other than that nice vid.
Excellent!!! Learned two things I was doing wrong. Not selecting vectors and activating the approach to soon Lol.... Thank you for the great video ✈️✈️
C172:- Use 65 knots as recommended approach speed for full flap (90kts is Maximum for 15 degrees or less if possible; ie. never apply f15 over 90kts) & once over runway, slowly lift nose to burn off speed trying to keep aircraft just above runway but level then very slow sink from say 20 feet (but don't balloon) letting the aircraft sink nose up until ground contract ideally as stall warning screech begins. Flapless approaches at about 80kts in heavy crosswind only, then kick rudder opposed to wind to stop weathercocking & wing low aileron into wind to keep wind side wing down. [Actual Pilot]. :-)
@@svtpete83 . Thanks. yes. So long ago now. in the nineteen sixties and early seventies when I did most of my C172 c182, c150, C210 flying, I did lots of 'for fun' night circuits at a very dark rural grass aerodrome north of Melbourne (4 million then)Vic Australia. Although not too far out of this big city, take offs & landings into the north were usually 'black' as they faced a 3 thousand foot mountain a few miles ahead, whereas going south the city lights seemed extreme. I recall, one thing in circuits was on passing the runway threshold whilst going downwing, was to immediately turn base & on 172s, pull off power, applying pitot heat whilst trimming so a glide at 60 knots as those oldies (nearly new planes then) allowed 40 degree flaps. the entire approach was at 60kts with a bit of judicious power at times. One memorable night, the guy in fromt of me was flying a C150, & as I turned final & called 'called final' the 'speaker' squealed as the C150 ahead called 'MAYDAY' at the same time! He ended up on the boundary road with no more than a bent nosewheel & a cut leg (due to hasyy exit). The C150's engine was so small, that the carby heat 'blanket' failed and iced up due to the long glide on a cool night. it made history, as every C150 on earth was subsequently modified to alleviate this problem. But, yeah. I loved the 40degrees on the C172 because a good pilot could land in a very short distance. i heard that Cessna went to 30degrees to save law suits from 'newbie' pilots & others who Cessna felt couldn't handle 'flaps 40'. You have to remember that the GA fleet of lighties was then being marketed as a car alternative, (laugh) so an absence to head sets! I'm nearly deaf as a result.
@@letsseeif also this X-plane 11 fellow is too high and fast on final.Folks do themselves a HUGE favor by learning to hand fly land taildraggers 1st,then switch to Tri-gears. I got some time on cubs , champs, and citabria. Next is the Pitts. I'm looking forward to that
@@williamleadbetter9686. You're right as far as I'm concerned. I'm a Melbourne (Vic0 Aussie and learnt @ 17yo in1957 on on DH-82 Tiger Moth biplanes. Also did lots on DHC Chipmunks and Austers. ALL were tail wheel (or skid) and the art of good three pointers was invaluable. Usual approach (full glide with Handley Page leading edge slats (top staggered forward wing) was 58 knots, but we were also taught "Precautionary Approaches" at 45knots indicated - long low almost flat approaches for short fields (Tiger Moths had NO BRAKES). Rather 'nose up', these were power on until over threshold at which point just above the surface, one cut the throttle & it sunk onto the grass (they had no tail wheel, just a directional skid). 'Ag Pilots' & people like me used this technique on v short fields. After the Tiger, Chipmunks were LOOXURY 'cos they had tail wheels & differential brakes for stops & steering. I noted then that airlines pilots routinely did three pointers in DC3's, up through DC6B's & other big planes as a lower airframe stress landing. (except as in Tiger Moths, a (level) wheel landing (ie. level) (not 3 pointer) were the go in heavy wind with airliners. I note that all rebuilt old airliners routinely do "fly on level" these days, maybe because pilots never learnt 3 pointers, but probably not to damage someone's pride & joy. :-)
yes, 61-65kt. It was a nice tutorial film. But landing speed was odd. Pass threshold at 86 and touchdown at 76... That is high speed. It should bounch or something. I will ignore that part because approach was the topic at hand
As usual, Jason in a very good teacher, I believe the best for virtual air navigation! In this case I have not been able to replicate the video because when I reach the last leg and I push APR, the plane turns unexpectedly on the right and lose definitely the right route to the final approach. I know the video is using an old version of autopilot, but I have have not been able to do the same with the new current version. Did someone do it?
Another wonderful lesson but there is a problem. In using the updated X-Plane auto pilot this procedure does not work. If GPS is on and the NAV on AP is set, the plane seems to want to head in the approach direction as soon as it starts on the runway, and then runs away. I have tried various other options and cannot get the approach vector to work, It does not head for the target airport. Clearly there is some different way with the new auto pilot and I have not been able to figure it out. Hoping Jason can help.
I had the same problem. I think that you need to activate KDPA when you take off, engage GPS at an appropriate height, then activate the approach leg. Then it navigates correctly.
Question: Can you use the default ATC plus GPS approach together? ATC might come in handy if you're at an un-familiar airport and have to taxi...Just asking...Thanks for all the great tutorials...
After trying this a few times I could not get my plane to connect with the glide slope and auto descend. I tried a few approach options messing with altitude and speed but could not get it to work Then I read the S-TEC 55 AP Manual. It appears you need to hit the Alt button a second time to engage the GS. Not sure if it's due to an older version of the Auto Pilot or me not doing something right, but it's working now. Great video. Very informative. I do suggest everyone read through the manuals under the Cessna 172SP folder. I found some other nice tidbits of information in the Garmin G530 manual as well. AE
FYI all, the current version of Xplane there are a couple of steps that are not shown I think. Like GPS steering, and using heading bug when you hit approach in GPS etc. I will create a video this week consolidating a few tutorials including this one (which is great) for knowledge transfer.
Helpful video, thanks for this and other X-Plane videos you've done!. Just after you activated the APProach button on the autopilot, you went to an extended exterior view. We missed the critical point at which the GPS and AP captured the glide path and the plane started descending. I have had a lot of trouble getting that to happen with this LPV approach. Very frustrating. I've read the S-Tec manual and tried repeated attempts to get vertical guidance using the APP or even the ALT pressed twice. Neither work. If anyone has any thoughts, please comment. Thanks.
Again, great job and couple of points for safety: using ground speed as a reference on approach can kill you. Always use IAS, indicated airspeed. As a personal habit, I like to disengage the autopilot a little higher. Taking your eyes off the approach that close to the ground and possibly pushing the wrong button could be trouble.
One recommendation I would make is for you to land the plane as close as possible to the stall speed. Your main mounts should touchdown before the nose wheel, and try to keep the nose wheel of the runway for as long as possible. Let aerodynamics lower the nose wheel and not by relaxing (yoke or stick control going forward) the elevator control.
@@galoon Most of these people have never heard about the types of landing accidents caused by strong cross winds and excessively hight touch down speeds as the pilots tries to force the aircraft onto the ground. Here is a good video (second landing) on a pilot porpoising down the runway in a Piper Cherokee 140 that rips of the nose wheel. .
Hi Jason just came across your site and I would like to ask as a complete novice what I really need to start flying thanks in advance for any help from you.
You are Great, you explain nicely and understandably how to set GPS, but most people with LAZINESS, do not show how to set GPS and insert Plan. that are LAZZY and
Jason I been following this video to get me 530 to follow thru what you did , step by step . I guess I should ask being I see this video back in 2017 , and my XPlane11 is 11.40 , which maybe 530 now does not follow these steps ? Is this true?? Dale
You say, "great, our GPS has been activated". Perhaps I'm just ignorant but I wish you would say what you do exactly to activate the GPS at that point. It's really frustrating? I hope someone can help?
He switches on the autopilot. look at the left corner of AP display, you can see AP sign coming on. This is older type of S-Tec, on newer XPlane versions there is no separate "AP on" button but AP is switched on by selecting correct mode directly (in this case pressing NAV button on the AP panel).
@@petervandentoorn376 You are correct, I missed that. For GPS Steering (GPSS mode), you do need to press NAV twice as per instruction manual: www.x-plane.com/manuals/S-TEC_Autopilot_Manual.pdf (page 22). It is one press for VLOC tho.
@@RaoulsRandomVideos Hei, one of the latest versions of XP11 changed it so that if you are flying a plane without HSI (like cessna 172), you need to set HDG bug to ILS front course yourself. It also affects the GPS LPV approach. See page 25 of what i linked above. Quote: Before transitioning from GPS steering mode to APR (Approach) mode, set the Directional Gyro HDG (Heading) bug to the final approach course for the runway.
Jason, I need to use the GPS steering to track the Approach. Also, when I am on final and push in the APR button the plane veers off course. All is good up to that point. What am I doing wrong that causes the plane to go off course? Thank you, Ray
The AP getting into those oscillations is annoying. I've had it happen in other sims too...Does it happen irl? By the time you get done correcting for it, you might as well have just flown manually.
Hi Jason. Can't get the APR to operate as described in your video. Following instructions to the letter. Any thoughts on what I am doing wrong, please? When I press APR the plane heads away from the correct path. Thank you very much.
Hi Jason, great tutorial. I am new to xplane and have tried to follow what you do on screen, but my plane misses the way point. Any idea what l may be doing wrong?
Ive tried Vectors to Final several times now from KDFW to KDAL just as a warmup. The first leg, instead of going to wp Myles, it flies away from it bearing 313. Only way I can go toward the wp and DAL is to hit REV on my autopilot. Got to be a simple mistake im making somewhere.
Kind of late in the game for X Plane (version .40 here) but what exactly are you clicking on (I hear an audible click in the video but dont see you move your cursor) to "Activate" the gps for the approach. Sorry if its a silly question, but I just cant seem to get the 530 to set up for my approach. Im flying into KAUS from KEDC. Its only about 13nm's.
Well spotted, I enjoyed the video though. Just a quick tip back then as well, the Airspeed must be in the white arc before lowering flaps. Lowering flaps with too much speed can cause structural damage in the long and even short term. :-). Gleim has a cool x-plane course very well done and it simulates the lessons. Not sure if they are still on 10! www.gleimaviation.com/xplane/
Dear Jason, at 4:00min you activated your GPS using a button from your joystick, could you explain how you mapped this function to the specific joystick button? What is the function called? Thank you!
Thanks f you great videos, but I could not find the video where you enter a complete flight plan. New to X Plane 11 but used FXS for long time about 100 hours.
Thank you for the tutorial! QUESTION: As soon as I hit APR button, it starts flying towards HEADING even if there is no HDG button pressed. On display it says NAV APR GS?
Thank you for this tutorial. It is very helpful. I did try to follow along and things went well. But I noticed my plane followed the GS correctly but stayed a bit to the right of the Localizer needle. Yours were perfect. I tried approaches at different locations but the plane always stayed right of the Localizer. I generally take over and land manually when I am close in. Is there something I am doing wrong or do I need to make some adjustments to my instruments/settings? Thanks
Set the Heading Bug to the same number as the runway number you're approaching. When the approach button is pressed you can make small tweaks to the runway center through incremental adjustments. Also ensure you have set NAV1 to the ILS frequency of the runway. Even small deviations to a frequency setting can throw you off. Worked for me, but have not tried this with Jason's GPS approach, only in an straight ILS approach. Good luck.
Matteo Benedetto Manini Yes GPS approach works. I believe the autopilot just works differently than it does in Jason’s tutorial here. Moving the heading bug to the approach course heading does the trick.
Lots of things I would change about the video itself. Including zooming in the GPS each time to close to full screen. Most people dont watch these things on widescreen PC screens anymore lol
@@earlglover6091 I said MOST PEOPLE. And I know thats an accurate perception because, this is how people made videos 20 years ago, when I spent hours in front of my pc. And there was no tablets or smart phones. Everyone did.... *back then* But I feel ya lol
Agreed. I presume he just switched from NAV to GPS to activate?? Also, he activates the approach before taking off, because the last waypoint is so close to the runway.....so, what if the last waypoint is farther away from the runway?? I guess you go back into your GPS and activate the approach while you pass your last waypoint??
When you press Enter to open the ATC, it will ask for the Departure AP, Arrival AP, and flight level. That is enough to let the ATC make it's own flight plan. However, you can use the box below to enter in waypoints to fly your own flight plan.
Thanks, I great for gps instruction ! but never put your flaps down at that speed in a real 172. And flair your landing s . land on the rear wheels and keep the nose wheel off the ground as long as possible. The stall warning should come on as you touch down
Great presentation .just in real life flaps are extended withing the white line of the airspeed indicator. To prevent flaps structural damage. Could cause a spin. But great tutorial.
I follow your instructions exactly, yet on autopilot my plane literally flies the opposite direction of the waypoint which is activated. Any idea why this happens? I'm using a demo but I don't think that should matter. Thanks.
Hi Jason, @11:40, the "VS" on your Autopilot isn't activated anymore. Did you turn this off or did the plan this by itself because of the approach button that's turned on? When I try this, only lateral navigation works. On the CDI instrument, only the vertical is moving. The horizontal needle is always centered. It looks like there is no vertical "assist". What could be the reason for this? I can see the glideslope on the map for the runway I'm landing on and position of my Cessna.
Hi Jason, I have a question about using the default atc or even 124th atc and the Garmin 530. all of the videos i see, i see them open up the atc put a few way points in then start the flight with ATC guiding them all the way. But i have yet to see a video of someone using a Cessna with a garmin 530 and having them use the GPS for the flight plan that they put in. Is there a video like that out there? can some one explain to me?
Hi again, I've done that a few times now, works fine, but if I try the same plan but instead of choosing vectors I choose the ILS approach via BOWEN I find that when it starts the turn at BOWEN the GPS keeps turning itself off and the plane heads off in some random direction. Any ideas what I need to do (or not do) to stop it please? Many thanks, Steve
How will this work in vatsim For example I told them I am doing a ifr flight to EGKK From EGSS letd day they tell me active runway is 26l so do I just put in the 22r vectors approach and continue
Using X-Plane 11.34 this tutorial refuses to work for me on 4 separate attempts. I can create the flight plan, activate the noted leg in your video, but once I activate the auto-pilot nothing happens. The plane seems to be flying to a VOR location?(not sure) The magenta line appears for the first waypoint (GIDVE) on the Garmin but there must be a subtle change with the Garmin or the way to activate the auto-pilot. For example, recently, disengaging the AP in the Cessna has change. Perhaps there is something different I am missing. I will be delving into the X-Plane manual tonight.
I think i just found the solution below!! Although I think it needs change is pretty major and needed to be more readily communicated. Looking forward to giving this another go. Aivar Avalo 3 months ago @Peter van den Toorn You are correct, I missed that. For GPS Steering (GPSS mode), you do need to press NAV twice as per instruction manual: www.x-plane.com/manuals/S-TEC_Autopilot_Manual.pdf (page 22). It is one press for VLOC tho.
Sooooooo, I got the GPSS mode to activate my flight plan leg, but like what others have said, when activating the approach, the plane goes off course sharply to the right, off to who knows where? More research......
So I learned from another video that a few minor things need to happen for the approach button to be fully effective. First, ensure the ADF is disengaged, (Found on the co-pilot side) Second, From the Map, ensure that the ILS frequency is set in NAV1 Third, Set heading bug course to the same heading as the runway of final approach For example, my final approach runway was KOMA ILS14L. Setting the heading bug to 14 was crucial to remain on course once the Approach button was depressed. Fourth, once in ILS range press the approach button, then press the ALT twice until only GS is showing. Final descend should begin. Continue to maintain speed, set flaps as appropriate. Minor deviations to the center of the runway can be tweaked through the heading bug. After doing all of this I have a successful landing!!!
I didn't actually adjust the screen ratio. What I did was use the default view, then zoomed out using "," or "." until everything was in full view, then used the arrow keys to move into the middle and up. Once you are happy with a view, you can press CTRL+Number to save the view.
i don't get something .. at 4:05 you say that the GPS is activated but it was already on at the start of the vid. does one enter Alt for 1100 ft in the ap panel? please clarify i would appreciate it. Thanks if some one can help.
Good call! 110 KIAS is max for 10deg of flaps in 172sp. Finally.....X-Plane 11 does LPV precision approach. XP 10 had LNAV + V, which worked essentially the same. Technically you can only fly to MDA not DA with LNAV + V. Does any of this ring a bell? I use Airfoil Labs 172. It has a BK KAP 140 which is a much better AP. Well worth $35 if you want to push towards instrument rating. Do you know if XP 11 and AFL 172s and GNS 430 does an LPV approach? What is your take on the grey/cloudy instrument panel in XP11? I have never seen a rental 172sp with 530 and 430, just 430.
At the beginning when you immediately activated your approach because it was only 0.3 nm away from your last way point. What would you say is the max nm before you would load it in rather than immediately activate it?
ATIS or Approach control will tell you the active runway or by listening to radios. In the real world you would not load GPS/ILS approach until you know winds and which runways are in use. You can also request an approach sometimes, for sure on Pilotedge. I use NAV or HDG button to get within range of 20-30 deg intercept and below Glideslope. Being outside of reasonable intercept angles and altitudes can confuse a GPS. They often will try to intecept the next leg etc. and miss GS entirely. Pull up the free approach plate at SkyVector. Hope this helps. Good Luck!
Does anyone have any experience of flying an approach using the newer 530 LIKE AP. Something I have noticed and it may be something I am doing incorrect is that when I am flying to the approach on NAV plus the auto steer function is activated (pressing NAV twice). If I press APR somehow the plane veers off course ??? Are there any major differences to using the newer AP LIKE to the one in the video please?
@@peterdepra Try this: Be sure to set the ILS frequency in NAV1 by using the Map feature. Try setting your Heading Bug to the same number as your runway number. This needs to be do before final approach. This should keep you on course once the APR button is pressed. Press the APR button once within ILS range. Then press the ALT button twice until only GS is displayed. Descent should begin. The AP is rather different than in previous versions of X-Plane. For example, disengaging the AP is now done from the red button on the left side of the yoke. Cheers and good luck.
@@mr.martintorres5804 Why should we tune NAV1 for the ILS frequency? Wouldnt that just make it an ILS approach? The point of this video is GPS Approach
BTW as a 4000 hour flight instructor, never put the flaps down when the airspeed is above the white arc on the airspeed indicator. That's what the white arc indicates; flap operating speed..
when he said "we're at 1000ft" he was actually at 250ft right? and is 90kts way too fast in the 172? i thought 60-70 would be more like it. thanks
@@thert.hon.thelordnicholson7261 He meant 1000 ft MSL (Mean Sea Level) at his call out. When he was on the ground the altimeter reading was 750ft MSL which means when he called out 1000ft, he was at 250ft AGL (Above Ground Level). Approach airspeed for a precision/non-precision approach is 90kts. Non-Precision approach power setting: RPM roughly at 1600 RPM and 750 FPM descent rate. Landing airspeed is 60-70kts in a 172.
@@AssyrianKing4ever Are you sure? All the lessons (real life CFIs as well as some x plane vids) i've seen have an approach at about 65-70kts at most, then idle power above runway and land at stall speed (45kts or so, depending on weight/flaps). 90 is very fast and landing at 70 too fast. It seems odd to call out 1000MSL and not AGL e.g. if the runway is 2000MSL why would you call 1000MSL?
@@AssyrianKing4ever yeah a little check and you're a bit off with your numbers. 70kts is a standard and widely quoted approach speed, touch down ranges 55kts down to 45kts on average. altitude callouts should be made with reference to ground level, so you would call 1000AGL and definitely not MSL (as i pointed out, MSL makes no sense for landing phase). So the approach in this video seems a bit off, it did seem way too fast...
@@thert.hon.thelordnicholson7261 I gotta correct myself there, normal approach airspeed is 60-70kts. In real flight, we cut the power to idle close to the runway threshold and depending on the winds adjust with the throttle.
Here is why I said 90kts for the approach airspeed. GPS approach is a non-precision so when in IMC with low ceilings you wanna keep your airspeed at 90kts down to your minimums so you can execute the missed approach. If you break out before your minimums, great.
Also, as far as callouts go, I was taught 1000 above mins, 100 above, and Minimums. He may not have had any IFR training.
Despite the flying faults, thanks for spreading the knowledge of the AP and GPS system.
I wasn’t sure about „Vectors“. Now I know it and have to thank you very much. You did a great job.
Great tutorial. I always admire those that do tutorials.
jason, good videos. is there a hotkey to turn off autopilot like fsx? and how change altitude without using vsi knob?
For anyone asking why this doesn’t work on the newer version, you have to set the auto pilot to NAV, APR, and GS and it will guide you in both horizontally and vertically. I usually only put it on APR GS when I’m on the final approach.
Thanks. This worked as advertised and I’m glad that I finally found an easy solution to flying approaches and landings using GPS.
Absolute perfect Lesson on using the GPS for approach - clear and Precise! thanks so much Mike
Thanks! Great amount of info, as I was having a rough time learing the GPS. I Could select where I was going but no vectors to land. You were a great help.
This is EXACTLY what I've been looking for.
I've been flying to radio ils only so knowing this will make a huge difference to me :))
Hi thanks Jason,I am a slow learner but your teaching is cool,you don't talk like a auctioneer,and I am actually learning at a faster rate,cheers mate.
Stumbled across this video after getting sucked into the "You Tube Vortex". Thank you so much. It has enlightened me...
Very clear and concise tutorial, much better than some much longer ones!
Great tutorial regarding the use of the system. I'm always learning from your videos.
Hey, nice vids. I have watched a few of yours now. I think you do a good job, but there's one thing wrong in this vid. Man, you don't lower flaps at that speed, or you will do structural damage to the aircraft. And in the new XP11, you can actually tear them off of the aircraft. I would suggest looking at the section on speeds of the aircraft, which goes over all of the archs and colors of the speed indicator instrument. Other than that nice vid.
Excellent!!! Learned two things I was doing wrong. Not selecting vectors and activating the approach to soon Lol....
Thank you for the great video ✈️✈️
Thanks for the video Jason. I think I'm finally going to give xplane a try.
C172:- Use 65 knots as recommended approach speed for full flap (90kts is Maximum for 15 degrees or less if possible; ie. never apply f15 over 90kts) & once over runway, slowly lift nose to burn off speed trying to keep aircraft just above runway but level then very slow sink from say 20 feet (but don't balloon) letting the aircraft sink nose up until ground contract ideally as stall warning screech begins. Flapless approaches at about 80kts in heavy crosswind only, then kick rudder opposed to wind to stop weathercocking & wing low aileron into wind to keep wind side wing down. [Actual Pilot]. :-)
In an R or S model 172 you can deploy 10 degrees of flaps at 105. 85 for 20 and 30. I don’t think flaps 15 degrees are an option...
@@svtpete83 . Thanks. yes. So long ago now. in the nineteen sixties and early seventies when I did most of my C172 c182, c150, C210 flying, I did lots of 'for fun' night circuits at a very dark rural grass aerodrome north of Melbourne (4 million then)Vic Australia. Although not too far out of this big city, take offs & landings into the north were usually 'black' as they faced a 3 thousand foot mountain a few miles ahead, whereas going south the city lights seemed extreme. I recall, one thing in circuits was on passing the runway threshold whilst going downwing, was to immediately turn base & on 172s, pull off power, applying pitot heat whilst trimming so a glide at 60 knots as those oldies (nearly new planes then) allowed 40 degree flaps. the entire approach was at 60kts with a bit of judicious power at times. One memorable night, the guy in fromt of me was flying a C150, & as I turned final & called 'called final' the 'speaker' squealed as the C150 ahead called 'MAYDAY' at the same time! He ended up on the boundary road with no more than a bent nosewheel & a cut leg (due to hasyy exit). The C150's engine was so small, that the carby heat 'blanket' failed and iced up due to the long glide on a cool night. it made history, as every C150 on earth was subsequently modified to alleviate this problem. But, yeah. I loved the 40degrees on the C172 because a good pilot could land in a very short distance. i heard that Cessna went to 30degrees to save law suits from 'newbie' pilots & others who Cessna felt couldn't handle 'flaps 40'. You have to remember that the GA fleet of lighties was then being marketed as a car alternative, (laugh) so an absence to head sets! I'm nearly deaf as a result.
@@letsseeif also this X-plane 11 fellow is too high and fast on final.Folks do themselves a HUGE favor by learning to hand fly land taildraggers 1st,then switch to Tri-gears. I got some time on cubs , champs, and citabria. Next is the Pitts. I'm looking forward to that
@@williamleadbetter9686. You're right as far as I'm concerned. I'm a Melbourne (Vic0 Aussie and learnt @ 17yo in1957 on on DH-82 Tiger Moth biplanes. Also did lots on DHC Chipmunks and Austers. ALL were tail wheel (or skid) and the art of good three pointers was invaluable. Usual approach (full glide with Handley Page leading edge slats (top staggered forward wing) was 58 knots, but we were also taught "Precautionary Approaches" at 45knots indicated - long low almost flat approaches for short fields (Tiger Moths had NO BRAKES). Rather 'nose up', these were power on until over threshold at which point just above the surface, one cut the throttle & it sunk onto the grass (they had no tail wheel, just a directional skid). 'Ag Pilots' & people like me used this technique on v short fields. After the Tiger, Chipmunks were LOOXURY 'cos they had tail wheels & differential brakes for stops & steering. I noted then that airlines pilots routinely did three pointers in DC3's, up through DC6B's & other big planes as a lower airframe stress landing. (except as in Tiger Moths, a (level) wheel landing (ie. level) (not 3 pointer) were the go in heavy wind with airliners. I note that all rebuilt old airliners routinely do "fly on level" these days, maybe because pilots never learnt 3 pointers, but probably not to damage someone's pride & joy. :-)
yes, 61-65kt. It was a nice tutorial film. But landing speed was odd. Pass threshold at 86 and touchdown at 76... That is high speed. It should bounch or something. I will ignore that part because approach was the topic at hand
As usual, Jason in a very good teacher, I believe the best for virtual air navigation! In this case I have not been able to replicate the video because when I reach the last leg and I push APR, the plane turns unexpectedly on the right and lose definitely the right route to the final approach. I know the video is using an old version of autopilot, but I have have not been able to do the same with the new current version. Did someone do it?
That was great Jason, easy to follow and got me up and running. Thank you.
Can you please make a tutorial of the ils approach function of the nav. I dont know, how it works.
Dude. You are a GREAT teacher--probably the best flight teacher I have seen. Thank you for this.
Except for the broken flaps, nose gear damage, and added wear and tear in the engine from high RPM.
...great.....thanks, is very helpful....Bruno from Switzerland
Wow your videos are awesome, simple and in-depth explanation. Thank you.
Another wonderful lesson but there is a problem. In using the updated X-Plane auto pilot this procedure does not work. If GPS is on and the NAV on AP is set, the plane seems to want to head in the approach direction as soon as it starts on the runway, and then runs away. I have tried various other options and cannot get the approach vector to work, It does not head for the target airport. Clearly there is some different way with the new auto pilot and I have not been able to figure it out. Hoping Jason can help.
I had the same problem. I think that you need to activate KDPA when you take off, engage GPS at an appropriate height, then activate the approach leg. Then it navigates correctly.
Question: Can you use the default ATC plus GPS approach together? ATC might come in handy if you're at an un-familiar airport and have to taxi...Just asking...Thanks for all the great tutorials...
After trying this a few times I could not get my plane to connect with the glide slope and auto descend. I tried a few approach options messing with altitude and speed but could not get it to work Then I read the S-TEC 55 AP Manual. It appears you need to hit the Alt button a second time to engage the GS. Not sure if it's due to an older version of the Auto Pilot or me not doing something right, but it's working now. Great video. Very informative. I do suggest everyone read through the manuals under the Cessna 172SP folder. I found some other nice tidbits of information in the Garmin G530 manual as well. AE
So press ALT twice on the autopilot menu?
FYI all, the current version of Xplane there are a couple of steps that are not shown I think. Like GPS steering, and using heading bug when you hit approach in GPS etc. I will create a video this week consolidating a few tutorials including this one (which is great) for knowledge transfer.
You brokeded the flaps
Yep he did
That was great thanks, particularly the little recap at the end, many thanks!
Helpful video, thanks for this and other X-Plane videos you've done!. Just after you activated the APProach button on the autopilot, you went to an extended exterior view. We missed the critical point at which the GPS and AP captured the glide path and the plane started descending. I have had a lot of trouble getting that to happen with this LPV approach. Very frustrating. I've read the S-Tec manual and tried repeated attempts to get vertical guidance using the APP or even the ALT pressed twice. Neither work. If anyone has any thoughts, please comment. Thanks.
I love your tutorial..
There is a detailed explanation in the last video, making me very understand ..
Again, great job and couple of points for safety: using ground speed as a reference on approach can kill you. Always use IAS, indicated airspeed. As a personal habit, I like to disengage the autopilot a little higher. Taking your eyes off the approach that close to the ground and possibly pushing the wrong button could be trouble.
how did you activated the gps ?
One recommendation I would make is for you to land the plane as close as possible to the stall speed. Your main mounts should touchdown before the nose wheel, and try to keep the nose wheel of the runway for as long as possible. Let aerodynamics lower the nose wheel and not by relaxing (yoke or stick control going forward) the elevator control.
Yep, I think he might have bent the firewall and/or broken the nose gear had that been a real-life landing!
@@galoon Most of these people have never heard about the types of landing accidents caused by strong cross winds and excessively hight touch down speeds as the pilots tries to force the aircraft onto the ground. Here is a good video (second landing) on a pilot porpoising down the runway in a Piper Cherokee 140 that rips of the nose wheel. .
At least I find something that helps me to landingnin ILS mode, thank you
Great tutorial. Excellent, thank you. Antonio from Brazil.
Hi Jason just came across your site and I would like to ask as a complete novice what I really need to start flying thanks in advance for any help from you.
You are Great, you explain nicely and understandably how to set GPS, but most people with LAZINESS, do not show how to set GPS and insert Plan. that are LAZZY and
You have really smooth frames and nice scenery, can you do a video on your settings?
How exactly do you know when you're close enough to turn on the approach button?
Hey Jason, why not just activate the approach when ready instead of activating the leg?
Jason I been following this video to get me 530 to follow thru what you did , step by step . I guess I should ask being I see this video back in 2017 , and my XPlane11 is 11.40 , which maybe 530 now does not follow these steps ? Is this true?? Dale
You say, "great, our GPS has been activated". Perhaps I'm just ignorant but I wish you would say what you do exactly to activate the GPS at that point. It's really frustrating? I hope someone can help?
He switches on the autopilot. look at the left corner of AP display, you can see AP sign coming on. This is older type of S-Tec, on newer XPlane versions there is no separate "AP on" button but AP is switched on by selecting correct mode directly (in this case pressing NAV button on the AP panel).
In my case i had to press the nav button of the autopilot twice...
@@petervandentoorn376 You are correct, I missed that. For GPS Steering (GPSS mode), you do need to press NAV twice as per instruction manual: www.x-plane.com/manuals/S-TEC_Autopilot_Manual.pdf (page 22). It is one press for VLOC tho.
@@Rabarebane Can you tell me, why the moment I turn on the approach with GPS navigation, the plane starts to turn off course?
@@RaoulsRandomVideos Hei, one of the latest versions of XP11 changed it so that if you are flying a plane without HSI (like cessna 172), you need to set HDG bug to ILS front course yourself. It also affects the GPS LPV approach. See page 25 of what i linked above. Quote: Before transitioning from GPS steering mode to APR (Approach) mode, set
the Directional Gyro HDG (Heading) bug to the final approach course for
the runway.
4:00 how did you activate the gps?
Jason, I need to use the GPS steering to track the Approach. Also, when I am on final and push in the APR button the plane veers off course. All is good up to that point. What am I doing wrong that causes the plane to go off course? Thank you, Ray
Really awesome tutorial! Im starting to learn again GPS and ILS approaches and nav and you're videos are a god send!!
Excellent, thank you. That makes it a lot easier to understand.
The AP getting into those oscillations is annoying. I've had it happen in other sims too...Does it happen irl? By the time you get done correcting for it, you might as well have just flown manually.
Thanks for this. Easy to follow!
Amazing video. Us noobs appreciate these videos!
So the approach is Activated by clicking the APR on the autopilot and not using the GPS Menu button and selecting Activate?
Thanks for posting this video. Very informative for me.
Jason are you from chicago? Do you still fly?
Hi Jason. Can't get the APR to operate as described in your video. Following instructions to the letter. Any thoughts on what I am doing wrong, please? When I press APR the plane heads away from the correct path. Thank you very much.
Hi Jason, great tutorial. I am new to xplane and have tried to follow what you do on screen, but my plane misses the way point. Any idea what l may be doing wrong?
Ive tried Vectors to Final several times now from KDFW to KDAL just as a warmup. The first leg, instead of going to wp Myles, it flies away from it bearing 313. Only way I can go toward the wp and DAL is to hit REV on my autopilot. Got to be a simple mistake im making somewhere.
When will I activate approach on GPS? I dont mean the APR button, but the Activate Approach selection for the GPS. Thanks.
Kind of late in the game for X Plane (version .40 here) but what exactly are you clicking on (I hear an audible click in the video but dont see you move your cursor) to "Activate" the gps for the approach. Sorry if its a silly question, but I just cant seem to get the 530 to set up for my approach. Im flying into KAUS from KEDC. Its only about 13nm's.
Nice video Jason. I noticed that you began extending flaps at an airspeed of 110 Knots. Vfe for a Cessna 172 is 85 Knots. Any reason not to wait?
Thanks for the tip. I will be sure to wait in the future.
Well spotted, I enjoyed the video though. Just a quick tip back then as well, the Airspeed must be in the white arc before lowering flaps. Lowering flaps with too much speed can cause structural damage in the long and even short term. :-). Gleim has a cool x-plane course very well done and it simulates the lessons. Not sure if they are still on 10!
www.gleimaviation.com/xplane/
Maximum speed for 10 degree flaps is 110 KIAS. He was safe although it would have better if he had slowed down a little bit.
Default 172 you can get away with stuff like this.The REP plugin has opened my eyes to what trying to land with no flaps will do for you.
Dear Jason, at 4:00min you activated your GPS using a button from your joystick, could you explain how you mapped this function to the specific joystick button? What is the function called? Thank you!
Thanks f you great videos, but I could not find the video where you enter a complete flight plan. New to X Plane 11 but used FXS for long time about 100 hours.
Have a look at this video - ua-cam.com/video/gsa97TdHIhA/v-deo.html
Thank you for the tutorial! QUESTION: As soon as I hit APR button, it starts flying towards HEADING even if there is no HDG button pressed. On display it says NAV APR GS?
Thank you for this tutorial. It is very helpful. I did try to follow along and things went well. But I noticed my plane followed the GS correctly but stayed a bit to the right of the Localizer needle. Yours were perfect. I tried approaches at different locations but the plane always stayed right of the Localizer. I generally take over and land manually when I am close in. Is there something I am doing wrong or do I need to make some adjustments to my instruments/settings?
Thanks
Set the Heading Bug to the same number as the runway number you're approaching. When the approach button is pressed you can make small tweaks to the runway center through incremental adjustments. Also ensure you have set NAV1 to the ILS frequency of the runway. Even small deviations to a frequency setting can throw you off. Worked for me, but have not tried this with Jason's GPS approach, only in an straight ILS approach. Good luck.
@@mr.martintorres5804 hi, did you eventually try with GPS approach? Does the heading bug adjustment work also for that?
Matteo Benedetto Manini Yes GPS approach works. I believe the autopilot just works differently than it does in Jason’s tutorial here. Moving the heading bug to the approach course heading does the trick.
Great! So if I follow these steps, but don't hit AP (I'd like to hand fly it), I will still course guidance from CDI when flying the RNAV?
Yes
you activated the gps but did not show how to turn it on! :)
Lots of things I would change about the video itself. Including zooming in the GPS each time to close to full screen. Most people dont watch these things on widescreen PC screens anymore lol
@@scottskinner577 i do
@@earlglover6091 I said MOST PEOPLE. And I know thats an accurate perception because, this is how people made videos 20 years ago, when I spent hours in front of my pc. And there was no tablets or smart phones. Everyone did.... *back then*
But I feel ya lol
Agreed. I presume he just switched from NAV to GPS to activate?? Also, he activates the approach before taking off, because the last waypoint is so close to the runway.....so, what if the last waypoint is farther away from the runway?? I guess you go back into your GPS and activate the approach while you pass your last waypoint??
He turned on auto pilot, as it was already set to use GPS.
Thank you so much for this.. I'm pretty new to this, but do you use the ATC in conjunction with the flight plans you create?
When you press Enter to open the ATC, it will ask for the Departure AP, Arrival AP, and flight level. That is enough to let the ATC make it's own flight plan. However, you can use the box below to enter in waypoints to fly your own flight plan.
Is there a way to download your flight plan from the GPS to the ATC without having to fill in the box below?
Did you disengage the VS when you descend? Or, does it turn off itself once your in the glide path?
Why disengage the autopilot before landing? It will keep your heading perfect.
Is vertical speed managed by this at all? Or just the lateral movement?
Thanks, I great for gps instruction ! but never put your flaps down at that speed in a real 172. And flair your landing s . land on the rear wheels and keep the nose wheel off the ground as long as possible. The stall warning should come on as you touch down
Great presentation .just in real life flaps are extended withing the white line of the airspeed indicator. To prevent flaps structural damage. Could cause a spin. But great tutorial.
To activate approch you can also press procedures batton and set the "activate approch" to activet it.
I follow your instructions exactly, yet on autopilot my plane literally flies the opposite direction of the waypoint which is activated. Any idea why this happens? I'm using a demo but I don't think that should matter. Thanks.
Please make an updated one!
verry nice video i am a beginner from belgium in europe. it is not simple
How does the approach selection tie in with ATC instructions?
Do I need to be below the glide slope in order for the auto pilot approach to work? Like do I have to intersect the glide slope?
Hi Jason, @11:40, the "VS" on your Autopilot isn't activated anymore. Did you turn this off or did the plan this by itself because of the approach button that's turned on? When I try this, only lateral navigation works. On the CDI instrument, only the vertical is moving. The horizontal needle is always centered. It looks like there is no vertical "assist". What could be the reason for this? I can see the glideslope on the map for the runway I'm landing on and position of my Cessna.
Hi Jason, I have a question about using the default atc or even 124th atc and the Garmin 530. all of the videos i see, i see them open up the atc put a few way points in then start the flight with ATC guiding them all the way. But i have yet to see a video of someone using a Cessna with a garmin 530 and having them use the GPS for the flight plan that they put in. Is there a video like that out there? can some one explain to me?
What button did you press at 4:01 to activate the GPS?
Hi again, I've done that a few times now, works fine, but if I try the same plan but instead of choosing vectors I choose the ILS approach via BOWEN I find that when it starts the turn at BOWEN the GPS keeps turning itself off and the plane heads off in some random direction. Any ideas what I need to do (or not do) to stop it please? Many thanks, Steve
thanks for the video, I have one question....the 'flight' is from KARR to KDPA,it isn't? sorry but I'm relly beginner
How will this work in vatsim
For example I told them I am doing a ifr flight to EGKK From EGSS letd day they tell me active runway is 26l so do I just put in the 22r vectors approach and continue
Using X-Plane 11.34 this tutorial refuses to work for me on 4 separate attempts. I can create the flight plan, activate the noted leg in your video, but once I activate the auto-pilot nothing happens. The plane seems to be flying to a VOR location?(not sure)
The magenta line appears for the first waypoint (GIDVE) on the Garmin but there must be a subtle change with the Garmin or the way to activate the auto-pilot. For example, recently, disengaging the AP in the Cessna has change. Perhaps there is something different I am missing. I will be delving into the X-Plane manual tonight.
I think i just found the solution below!! Although I think it needs change is pretty major and needed to be more readily communicated. Looking forward to giving this another go.
Aivar Avalo
3 months ago
@Peter van den Toorn You are correct, I missed that. For GPS Steering (GPSS mode), you do need to press NAV twice as per instruction manual: www.x-plane.com/manuals/S-TEC_Autopilot_Manual.pdf (page 22). It is one press for VLOC tho.
Sooooooo, I got the GPSS mode to activate my flight plan leg, but like what others have said, when activating the approach, the plane goes off course sharply to the right, off to who knows where? More research......
So I learned from another video that a few minor things need to happen for the approach button to be fully effective.
First, ensure the ADF is disengaged, (Found on the co-pilot side)
Second, From the Map, ensure that the ILS frequency is set in NAV1
Third, Set heading bug course to the same heading as the runway of final approach
For example, my final approach runway was KOMA ILS14L. Setting the heading bug to 14 was crucial to remain on course once the Approach button was depressed.
Fourth, once in ILS range press the approach button, then press the ALT twice until only GS is showing. Final descend should begin.
Continue to maintain speed, set flaps as appropriate. Minor deviations to the center of the runway can be tweaked through the heading bug. After doing all of this I have a successful landing!!!
What screen ratio are you in there, I like the set up of whole dashboard and centre view, I think Im on 65.0 ratio
I didn't actually adjust the screen ratio. What I did was use the default view, then zoomed out using "," or "." until everything was in full view, then used the arrow keys to move into the middle and up. Once you are happy with a view, you can press CTRL+Number to save the view.
Is that CTRL+Number on a Mac or PC?
PC but there might be something similar on a MAC.
i used s-tec 55 to approach, when I clicked twice on ALT, GS appeared, however, the plane didn't descend at all. do you know why? Thank you!
You lowered your flaps at 120 knots??? And maintained full throttle once achieving altitude??? 🙄
when selecting approach i guess waypoints are added; is that correct?
i don't get something .. at 4:05 you say that the GPS is activated but it was already on at the start of the vid. does one enter Alt for 1100 ft in the ap panel? please clarify i would appreciate it. Thanks if some one can help.
A little fast for flaps 1!!!
Good call! 110 KIAS is max for 10deg of flaps in 172sp.
Finally.....X-Plane 11 does LPV precision approach. XP 10 had LNAV + V, which worked essentially the same. Technically you can only fly to MDA not DA with LNAV + V.
Does any of this ring a bell? I use Airfoil Labs 172. It has a BK KAP 140 which is a much better AP. Well worth $35 if you want to push towards instrument rating.
Do you know if XP 11 and AFL 172s and GNS 430 does an LPV approach?
What is your take on the grey/cloudy instrument panel in XP11?
I have never seen a rental 172sp with 530 and 430, just 430.
Yeaaah....lowering flaps at 120 knots risks tearing them off all the way!
Approach speed for a 172 is about 70 knots, touchdown 55-60 knots.
NFE (Flaps extend speed) is represented by the end of the white line on your airspeed indicator.
I think he’s just demonstrating the approach, zero “””” given to flaps and touch down. Instrument level lol.
Great video easy to follow thank you .
At the beginning when you immediately activated your approach because it was only 0.3 nm away from your last way point. What would you say is the max nm before you would load it in rather than immediately activate it?
ATIS or Approach control will tell you the active runway or by listening to radios. In the real world you would not load GPS/ILS approach until you know winds and which runways are in use. You can also request an approach sometimes, for sure on Pilotedge. I use NAV or HDG button to get within range of 20-30 deg intercept and below Glideslope. Being outside of reasonable intercept angles and altitudes can confuse a GPS. They often will try to intecept the next leg etc. and miss GS entirely. Pull up the free approach plate at SkyVector.
Hope this helps. Good Luck!
I tried and it goes the absolute direct opposite way it should go
Probably because you need to put the heading bug onto the runway direction of 020.
Approach gps doesn’t work for me. Why? Nav does work though
Can someone explain how he used autopilot to take off? When was it activated? When the GPS NAV was turned on?
I would advise you to take off manually
Does anyone have any experience of flying an approach using the newer 530 LIKE AP.
Something I have noticed and it may be something I am doing incorrect is that when I am flying to the approach on NAV plus the auto steer function is activated (pressing NAV twice). If I press APR somehow the plane veers off course ???
Are there any major differences to using the newer AP LIKE to the one in the video please?
Yep - the same problem. There's something missing here.
@@peterdepra Try this:
Be sure to set the ILS frequency in NAV1 by using the Map feature.
Try setting your Heading Bug to the same number as your runway number. This needs to be do before final approach. This should keep you on course once the APR button is pressed.
Press the APR button once within ILS range. Then press the ALT button twice until only GS is displayed. Descent should begin.
The AP is rather different than in previous versions of X-Plane. For example, disengaging the AP is now done from the red button on the left side of the yoke.
Cheers and good luck.
@@mr.martintorres5804 Why should we tune NAV1 for the ILS frequency? Wouldnt that just make it an ILS approach? The point of this video is GPS Approach
@@mr.martintorres5804 as someone else said it seems we just have to allign the heading bug with the runway.
Thank you, enjoyed your tutorial !
Very helpful, thank you!
Very helpful but you are flying the whole time on full power, after you have taken off you can reduse your power a little until around 20000 rpm
Thijs Rinsema 20 000 too much, motorn not like too much
4:20 my ears broke