![]() ![]() Most of Mel's aircraft were designed to fly in FS 2000 OR FS 2002 and very few were converted to FS2004 and the ones that were converted to 2004 had afew flight dynamic problems I guess one of the reason's for this was know one tweaked the air file to fly in FS2004 but they are still nice aircraft.įor FSX I wanted to do something very special for MELJET'S I wanted them to have the same Luster and flight dynamics that Mel wanted them to have without looseing or having to compromise anything. But if a 747 becomes unpressurised the last thing the cap will be thinking 'bout is passenger comfort.Updates and Conversion to FSX By: David Grindele So some sims assign different freqs which solves the issue though it is different from real world.Even descending from cruise: 300 knots 30 15 1500 FPMPilots of unpressurized aircraft usually follow a 6 to one ratio for passenger comfort till the localiser. Some runways have ILS's at both ends but flite sims usually have problems getting the centerline right if the freq is identical. Actual FAA minimums are usually higher because of the imprecise nature of this method and possible terrain. 6 miles out, 2000 AGL 1 mile out about 333 AGL which if you don't see the runway you should DEFINITELY head somewhere that has better weather or a glideslope. On the reciprocal, WHERE THE GLIDESLOPE INDICATORS ARE REFLECTIONS AND DANGEROUS TO FOLLOW, or at runways that do not have a glideslope but do have the lateral component, knowing the 3 to one ratio helps too. but knowing the baseline value is an aid. 7This is the what your descent rate should be to mantain the glideslope in hundreds of feet per minute, 700If you have a glideslope and are slightly high, you would of course increase your rate of descent. Thus if you are descending at 140 knots, 14.Divide by half. (If you use these formulas and keep getting higher on the glideslope, think about a different runway cuz you have a tailwind, period.)Move the decimal point one place to the left or drop the last digit. ![]() This can be seen on GPS or it is your true airspeed minus wind. The folllowing procedure works in ANY aircraft:To determine descent rate first find your groundspeed. You should use the glideslope indicator to stay on the vertical path when available, but knowing the ratio can help you make corrections more precisely. GPS usually uses field midpoint, not the threshold to determine distance. ![]() Therefore, 6 miles from touchdown you should be at 2,000 feet AGL. This is a misleading term, it means traveling 3 miles for each 1000 feet of altitude loss. Small corrections early.ĭonny AKA ShalomarFly 2 ROCKS!!!The ILS system is set up usually for a 3 to one descent ratio. ![]() Know your pitch attitude, Power setting and speed for the approach for that airplane.e. If you are going to stare.stare at the attitude indicator.d. trim and then shift your eyes to to the other instruments. Once you are happy with the seting a 10degree change for eg. Do not change attitude or turn while looking at any other instrument. When you are either starting a turn or changing the attitude, Look at the Attitude indicator while making these change. DO NOT change attitude or turn without looking at the attitude indicator. Talk to the controller (This is low priority)Other tips.a. You should know this by know.after all.you are a good pilot to be flying IFR. Set the Throttle to the appropriate level. Tune to the ILS or Vor Frequency (You should have done this already.but still a final check).4. you then switch to the non precision approach and find your MAP based on your time).3. (this is required.if the vertigal guidence goes on you.and it becomes a non precision approach. (Most often a turn is not required, it would be the same crs.as just before the FAF. When you approach the FAF (Final approach Fix). (Repeat this a 1,000 times)This is for GA. ILS with a Heavy? WOW.Remember the 6Ts: Turn, Time, Tune, Throttle, Track, Talk. ![]()
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