Okay, long post ahead. Have coffee or tea ready...
rwy 35L ( I don't have 36L)
Runway names change over years, even though the piece of concrete may be the same. It has to do with location of magnetic north pole. In real world the new number is painted on, the procedures, planning software, and FMC data are all updated about the same time. Not so in flight simulators, it is not a large problem once you adjust. The airport likely did not move (sometimes it will).
I think because your instructions was provided well done.
Thank you.
After tried a couple of times if not more I did again and stopping often Plan-G to see the route where I am going. You will laugh loud.
A problem is that I cannot go into great detail on the turn at BKZ without doubling the post. The goal is you that you need to leave BKZ flying the correct direction, no matter the direction you arrive at BKZ. The procedure exists to keep you in safe airspace while you adjust both heading and altitude to safely start approach.
None were good for me but learning.
Yes, learning and safe flight. Passengers will be happy with gentle landing but not happy by sudden stop as Connie strikes drainage ditch.
ASN Aircraft accident Lockheed L-049 Constellation NC86510 Washington-National Airport, DC (DCA)
PROBABLE CAUSE: "Poor judgement of the flight crew in attempting to land from a position which did not afford sufficient time to accomplish a satisfactory approach. A contributing factor was the poor landing technique of the pilot in failing to reduce the airspeed sufficiently for a safe landing. A further contributing factor was the lack of knowledge on the part of the crew concerning the poor braking action of rubber tires on a wet runway."
because MP varies continuously and I have to adjust it from FE.
No. MP gauges are on pilot panel as well as FE panel. Throttles control MP, and throttles are between pilots, both can move them. You need to move them on approach as required for gear, flaps, airspeed, altitude, climb, descent, level flight.
More trust from engines...... what is that?
Language issue, no worries. The word is "thrust" T-H-R-U-S-T.
Okay, time to review video: "FSX Connie LTBQ-LTBA 2nd.mp4"
I ignore everything until BKZ.
@25:08. You reach BKZ. Nice job locating it. Look at your video at this time. I want you to see TO-FROM pointer on Omnibearing. I want you to see it change from TO (Going To) to FROM (Going away From) BKZ. I assume you do not look at this pointer much, so I want you to see it work. It shows without doubt you have passed over BKZ. It is important part of VOR instruments, and more useful when there is no DME Counter, and no DRMI installed in airplane.
You have correctly arrived at BKZ no lower than 5,000ft.
As soon as you pass BKZ and begin turn to 052 you have permission to 4,000ft. No problem with this descent, just to remind you. Descend when you are ready.
Now we must talk about radio setup. You flightplan ends at BKZ and Omnibearing is 296. My flightplan begins at BKZ and VOR2 Omnibearing is 232. Set it now. BKZ is an important part of this approach. It defines your flightplan from LTBQ-BKZ, it defines Hold at BKZ, and it defines missed approach path away from LTBA. I uses 3 different settings of Omnibearing to accomplish this: 296, 232, 234. You did not know this and do not set them.
@27:29. Turn is finished, timed leg begins near clock time 07:43:37
@28:43. You extend first flaps. My procedure calls for this to happen after leaving BKZ on approach, but it is suggestion. The choice is within limits. Airspeed is 162 knots when this happens. Altitude is 5,000ft. You make no power(=MP=thrust) change. Watch how airspeed results!
@29:30. You increase RPM and MP and airspeed is 125 knots. With no change other than lift and drag from extending flaps
once, airspeed loss 37 knots in 47 seconds! Good job adjusting throttles.
@29:56. We turn back to BKZ. Timed leg about 2m30s. Okay, whatever. Watch course needle when you repeat this... after having correctly set Omnibearing 232.
@33:40. We are on heading 232 but BKZ pointer indicates about 221. The goal is to arrive back at BKZ. In a perfect world that would happen on heading 232. But life is not perfect. You are pilot.
@35:37. TO-FROM flag changes. But it is not correct, we have not arrived yet. Omnibearing still set for LTBQ-BKZ, not Holding BKZ. It would be correct for that part of flight.
@36:16. We reach BKZ. Distance probably less than 1nm I call it good. You forget to set Omnibearing 234 before switch VOR1(LOC). If you have to miss approach "Connie Lost in Space." That error is made right here, right now, but may not be seen for the next 5+ minutes.
It is time to ask the 2 questions at BKZ:
are there less than 90 degrees of turn to 233? YES
Am I at 4,000? YES
Approach is authorized.
There were rules which were in force to this time:
you cannot go below 4,000ft until you start the approach, and you cannot go below 5,000ft if you approached BKZ the first time from the south-east.
You followed these rules well.
@36:52. Gear down just at 4,000ft. It is fine, within limits. Connie is now literally dragging wheels through the air. Watch how the drag makes life difficult later lol.
@39:03. Very nice job finding Localizer beam.
@39:33. We arrive 1,425ft at airspeed 134 knots, gear down, flaps 1st, 28"MP 2,300 RPM. You have not moved the throttles since 5,000ft around BKZ. DME Counter reads 9.2nm.
There is a rule here:
Until distance is less than 3.9 you are not allowed to descend below 1,425ft.
You are going to soon violate this rule.
@40:43. In 70 seconds of level fight without correcting throttles we have lost 21 knots and are now too slow. You do not have enough thrust from the propellers to maintain both airspeed and altitude. In fact, you cannot maintain either. DME Counter reads 4.9nm but you have lost control of Connie. Rule is broken and you (like many times) "fall out of the bottom" of the approach. I can see you struggle to maintain control. Localizer is great though!!!
@42:11. Blue Light comes on. DME Reads 3.9. "Outer Marker" radio transmission audio is heard. You are at 1,200ft. You were supposed to be at 1,425ft. You decided to trade altitude for airspeed, violated rules of the approach. All because engines are at the same settings here as at 5,000ft.
The skill to avoid this failure will be needed for finding G/S. It is one of many reasons you do not find G/S.
I even told you in notes: "
Remember to fly level after descent you will need to add power."
It is time for another check of progress. Are you at 1425ft? NO
Are you on LOC? YES
Is airspeed less than 130 knots? YES
If the answer to any of these is NO you are not allowed to continue.
You decide to continue. If you follow my procedure you will be lost in space, because you did not set VOR2 Omnibearing 234 after BKZ.
Even with these errors... this approach looks much better than your other attempts.
Compare to your first attempt following G/S 3.2. In that video, in this same exact location (@53:56) your altitude is only 550ft! You see why I say this approach was much better? You will never find G/S at 550ft 3.9nm from runway. It is not there... Back to the current video.
All the time you are doing a good job with Localizer. You now have a new rule.. you will break it too:
You are not allowed to fly below 710 ft until 2 things are both true:
1.) You are lined up with the runway (mostly)
2.) You see at least 2 white lights of the PAPI. If you see all red, you cannot descend! Wait.
@43:08. You descend below 710ft with 1 white, 3 red lights. you are supposed to have 2 white. It is a minor deviation, but it will make learning Connie harder, and learning ILS harder.
@43:43. 2 white, 2 red. On path. 400ft.
@43:49. 3 white, 1 red. You are now high on path. This will be a long landing, but not as dangerously long as first try with G/S. The rules of this approach make you work to contain errors. You still make errors, but they are measured.
@44:13. You land. We are outside the allowed landing space, and it is hard for the passengers. But you leave more than 1/2 of the runway pavement to stop the aircraft.
From 29:30-44:00 the throttles did not move at all. Through 4,700ft of altitude loss, gear and flap extension, and 1 attempt at level flight.