Patflapman wrote: ↑28 Sep 2020, 17:16Captain want's to find ILS beams, not mountains at night or in fog. DME reads the same at both places.
Distance RJTT to Mihara VHF Omni Range (OSE 109.85) = 50nm. DME reads 50nm and it is time to turn.
Distance RJTT to top of Mount Fuji = 53nm. DME reads 53nm and you are dead.
Legal and safe departure from Kobe has DME counter go up. It must go up. You will learn this.
===>>> Now, this part is getting interesting. I do turns right after passing the expected navaids to the new course accordingly. But, following your second line about distance RJTT to Mount Fuji is dangerous. I guess we are safe if we fly at the recommended altitude.
You will miss ILS. That's why Trev gave you and NV at EHAM. VOR and DME will be no help to you. Remember how you got lost EDFE to EHAM? You had DME entire time.. didn't help. You got lost. Simple NV NDB has no DME yet you find 36R ILS every day. Which is better for Connie captain?VOR gives me DME so I know how far I am from the destination airport.
===>>> I think now good idea to add a NDB radios beacon at the end of each flight plan. Even though, I flew before VOR 2 VOR and I was be able to find the airport and landed.
We are over the top of CL NDB in Japan and you ask me the distance to RJTT. I can tell you this exactly. Nobody needs a rotating DME counter to know the answer.NDB doesn't give DME.
===>>> I understand. By looking at the Plan-G map we can figure the distance. Still, DME is very useful with my flights telling me where I am.
What is the name of the NDB in front of RJBE ILS 09? There is none. Many have no NDB. Many ILS have no DME either. Neither is required. Following a VOR course is required.But yes, now I think since the NDB usually is located at front of the ILS then I am flying ILS....... I guess.
===>>> I understand. ILS is landing system not a navaids. NDB guide me to be on ILS. I think I got it.
The "Queen of the Skies"
Smoothly. By thinking ahead. By making a change before I need it, watching to make sure the change I wanted is happening. And making any further corrections as needed.
I've sent you that link twice now, Pat. This is now the 4th link to that site in this thread. There is an image from that site in this thread too. I posted it. Perhaps Nick would have better luck than I...Nick sent me a link http://www.navfltsm.addr.com/ and I found tracking the glide slope is identical to tracking a localizer.
You really need to start that website from Page 1. Do you have the A2A Cessna or A2A Piper Cub?I am new on this procedure with G/S forwarding the GlideSlope needle and maneuvering just with MP power? I don't see how can be leveled the glideslope.
If I can, then yes. If not, then no. Large piston engines are expensive and complicated. There can be many rules on their operation. You may want to set a MP for glideslope but you cannot do so.Do you keep glideslope just only with MP power?
I will always be a student with airplanes. They really should tell you that when you start! And yes, I do have some piece of plastic somewhere that says I am a pilot on it.
It's too late for me as well. I believe L-049 made it's last flight before I was born.I don't qualify to be a Pilot and is too late so I enjoy sim.
Agreed. These are some of the most demanding aircraft to fly, and the most interesting to fly, even in the virtual world. I wonder, other than the obvious, what made you choose the Constellation? You seem to have all your experience with modern FMC equipped jets. When did you decide to try piston propeller?Connie is real one I love it.
Thank you, and for you the same. Ask if there's anything else you have a problem with, or would like an opinion. I'm glad we could get you to the point where you can safely fly A-to-B, see the airport, and land at it.Rest well and relaxed.
Can you explain what you mean by this? I found the video. Perhaps give me a time in the video that this happens?
What is the problem with seeing a G/S needle at 3,000ft? Does the problem relate to where he is when he receives it? Or the altitude? You have on many cases received a glideslope at altitudes higher than 3,000ft so I don't understand this statement.
On last page we talked that NDB and Glideslope have no connection. You explained that you had learned this. You said, "I understand. ILS is landing system not a navaids. NDB guide me to be on ILS. I think I got it."I know the G/S is unflagged using NDB navaids but not with VOR.
Are you asking, "how does he find Glideslope with no NDB?"
It appears okay. We never actually see him tune or identify the ILS on NAV2, but no reason to assume anything is broken.So, is it normal the Glideslope becomes unflagged from that Captain's flight?
He's flying a visual traffic pattern without visual references. A very "flight simulator" procedure.
At 1:56:06 he says, "Hi folks and now I'm on my downwind leg... the airport is over off behind me on my left (turns to look at it)" This is a part of a rectangular traffic pattern. The equivalent of the 180° heading for your EHAM practice.
At 1:57:23 he says, "and you can see my glideslope coming up to meet me (at 3,000ft)... as the glide slope comes up we know that we are getting further and further away from the runway."
At 1:57:54 he brings up Plan-G, and with his mouse draws the intended flight path. "See I'm going to come around, and turn, and come in..." His mouse ends at the start of the green Localizer feather.
He then makes the turn as he briefed it, finds the localizer, glideslope, then runway.
We don't get to see how he gets from FL240 on the east coast of the UK to the left hand downwind leg of Glasgow Runway 23, but I can make some educated guess based on the aircraft track displayed in Plan-G.
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