You could drag the last leg of your flight path to one of those way points in the simulator’s flight planner. You might also be able to see those conveniently placed NDBs and way points in the simulator’s map. I recall there being a section describing GPS operation in the simulator’s learning center. If you want to use the in simulator resources the GPS receiver included in many planes has procedures for accessing the horizontal portion of those approaches AND guiding you along them while “flying”. Since the Earth’s magnetic poles slowly drift around a few runway headings and the associated runway numbers change when the approach charts are revised. How the box interprets the LOC vs VOR is internal to the box and nothing different for the Pilot. The Glideslope and Localizer are tuned on one freq. Please remember that those plates might be subject to revision multiple times EACH year and the simulator is based on information that’s significantly more than a decade old. Yes ILS/LOC is in the same frequency range as the VOR. Results might vary depending on the political jurisdiction where the airport is located. You might be able to find some of these approach plates online by entering the airport code and “charts” in your preferred search engine. Simply adding a zero to the runway number MIGHT result in a figure that’s a much as 5° different from the actual center line heading. Note that runway numbers are based on the center line heading rounded to the nearest multiple of ten and the resulting zero dropped. In the real world there would be requirements for being able to actually see the runway and the associated visual approach slope aids before descending within several hundred feet of the ground. Sometimes the pilots have to really on their gyro compass and their wind drift calculation for a FEW miles. Airport information for Toronto Pearson Intl (CYYZ) in, including runways, map, navaids, weather (METAR/TAF) and ATC frequencies. Some other times the plates might show two or more VOR fixes for a way point along the extended center line. Sometimes there’s a NDB conveniently installed several miles from the airport along the extended center line of the runway. The maps included one or more volumes of approach plates (approximately 5.5” X 8.5” per page) that show radio navigation fixes to cross on the way to land at all but the smallest airports in one or more regions. The Canadian TSB reported review of the FDR data revealed a severe turbulence inspection was required and the engines had been overtorqued by the windshear escape maneouver.For many decades most pilots carried their own boxy black case in the cockpit containing aviation maps and personal items. They are a newly designed product equiped with the latest state of the art technology. The crew initiated a windshear escape maneouver using maximum power and diverted to their planned alternate Montreal,QC (Canada) where the aircraft landed without further event. Mercury ILS series are available in a wide range of configurations all exceeding the most rigorous ICAO Level 4 requirements and designed to be cost-effective, easy to install and operate, and more than anything else, reliable. Both the ILS 03 at Gander and 23 at CYYZ are off slightly as shown in the pics below. On navigators without an ILS receiver, such as the GPS 400/500, the pilot will need to manually load the ILS frequency, monitor both the localizer and GPS course, and switch guidance when receiving localizer guidance. While the aircraft was intercepting the localizer at 3000 feet MSL about 15nm before the runway threshold at 20:07L (01:07Z Dec 6th) the crew observed sudden and significant airspeed fluctuations, the stick shaker activated. It doesnt matter what airac data you use as the ILS is embedded in the default scenery. A Jazz de Havilland Dash 8-400, registration C-GGMI performing flight QK-8936 from Thunder Bay,ON to Toronto,ON (Canada) with 58 passengers and 4 crew, had been holding for about 30 minutes on approach to Toronto, then was cleared for the ILS approach to runway 06L.
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