FlightSim.Com FS2000 FAQ
Frequently Asked Questions
5. FLYING
HOW CAN YOU TURN ON THE LANDING LIGHTS?
I can shed some light on that!! It is the standard, for the time being! No
landing light display on the ground. Probably for much of the same reason why
there are no shadows on the ground. Luckily, they have left the night quite
bright, so you don't need landing lights anyway. As I recall, FS98 had a
white-out wherever the landing light hit. Not a big help in finding your way
around either. Maybe someday!
Bob F.
I agree Bob, the FS98 landing lights were pretty useless in helping you find
your way around in the dark as they just washed out anything they were supposed
to be illuminating. It was easier to just turn off the dash lights and look
out the windshield. I don't miss em.
HOW DO I KNOW IF I MADE A GOOD LANDING USING "LANDING ANALYSIS" IN FS2000?
>I have a question about the feature in FS called LANDING ANALYSIS.
>When I have landed and the landing analysis appears, what does the
>LANDINGVELOCITY(i think?) number tell me?
>It often lies around 300 in big jets. What is a good landing?
>Between which numbers should I land? Can it be true that I got alower
>number (better landings) in FS98 than FS2000?
The number is in vertical speed (feet per minute).
If you are used to MPH, 300 FPM is equal to 3.4 MPH, not terrible but alittle
like letting your car hit the curb when you park. The car will survive,
but your passengers will feel "roughed-up".
Ideally, this speed should be less than 100 FPM. Try to keep the airplane from
landing until it sinks to the runway by itself. Practice makes perfect!
IS IT TRUE THAT, FOR EXAMPLE, A BOEING 747 CAN ACTUALLY LAND ON ITS OWN USING AUTOPILOT?
>Just saw movie Turbulance on Sky TV last night here in NZ. Can a 747 actually
>land on its own by dialing in a few headings etc on the autopilot.
>Curious
>Regards Trevor
Hi Trevor!
I have not seen the movie, as far as the autopilot is concerned, Yes!
If someone is telling you what dials to turn and the plane is kept on autopilot
right through out, it can do a full autoland safely and the plane will come to
a full stop with the autobrakes kicking in after touchdown.
It is amazing to sit there and watch the huge bird do an amazing, smooth as silk
perfect landing and come to a halt. Of course, before it comes to a grinding halt
we disconnect the autobrakes, autopilot etc and taxi the plane to the ramp just so
that the fare paying passengers don't have a long walk to their kith and kin awaiting to.
Capt. Bala
HOW DO I BACK OUT OF THE GATE, I TRY TO DO A PUSHBACK BYT IT DOESN'T WORK!
>What I wanted to ask was how do you back out of the gate? Do
>you slew out or what. I assume your reversers don't work either, unless I was
>absent the day they gave them out.
The name of the gauge is fpda_pushback.gau and I think it is available
as fpda_pushback.zip. You can use the search engine in the search files
section to get on to that gauges file. You may even try using the wildcard fpda*
in the filename block. You can install that gauge into your panel and
prior to push back set the pushback distance and the turn Left/right in
it and when you hit the Pushback button you will get your pushback with the
voice communication between the pilot and the groundcrew.
Bala
HOW FAST DOES A REAL AIRLINER CLIMB TO REACH ALTITUDE?
>I know that airliners like to get to 10 to 15 thousand quickley and
>will climb at 2.5 to 3 FPM. What I would like to know is the average FPM they
>use after that to reach altitude.
> Also I would like to know what average FPM they use in decent.
Hi Dan!
As a matter of fact, in airliners, when you climb out, you maintain
Maximum permissible Climb power on the engines(Autothrottle can be delegated
this task). Then Either by manual flying or Autopilot you maintain an
optimum climb speed till about 29000 -30000 ft from whereon you start maintaining an
optimum climb m No.
Max power for engine performance. Optimum speed/M No combo for max
Airframe performance. These two ensure a overall max climb performance.
Generally climb speeds/M No vary from 270 kt to 340 kts/ .76M to .84M depending on
the type of plane. You accept whatever the rate of climb you get. The rate of
climb obviously will depend on the type of plane, weight,climb schedule
chosen etc. It can vary anything between 2000 to 4000 fpm at the start and
gradually keep reducing as you go higher and higher from the start figure till you
reach the height where you start maintaing the M No where it will increase again
since you will from now on will be dropping speed to maintain the climb M
No. At heights you wont get much rate of climb as good as that was at lower
levels. May be 500fpm to 1500 fpm. Obviously at your max height you will not
be able to climb at all since all your power will be used up in just trying to
maintain height and speed itself leave alone climb. The ATC requirements state
that if you request for any altitude, you should be able to maintain a minimum
rate of climb of 500fpm to that altitude.
Descent is done by throttles at Idle and at your descent m No/speed
combo similar to the climb combo. Generally this gets you an average rate
of descent of 2500 fpm descent.
WHICH IS THE HIGHEST ALTITUDE YOU GO "IN REAL LIFE"?
>I know that I can safely fly up to the max operating altitude in
> these planes, but how high do you really go in real life? For example, I zip
>around in a Baron C55 at 15,000. Is this normal, or would I be lower? Are there
>physical problems at this height? How about just a hundred mile jaunt in the
>Cessna? Would I go all the way up to 10,000, or stick around 5,000?
>
>Mike
Mike, I'll give you a few rules of thumb.
1. Multiply the distance you are flying in nautical miles by 100.
This will give you the optimum cruise altitude for medium/long trips. Airlines
sometimes use this one for a quick hack at their altitude for flight planning.
2. Don't climb much over 80% of an aircraft's service ceiling. If
you go higher you won't have sufficient reserve performance if you need a
quick maneuver.
3. For non-turbocharged aircraft I generally don't go higher than
5000-6000 feet. More than that and you risk mild hypoxia (I live at sea level)
even though the regs say up to 12,500 feet is OK. This type of hypoxia is
more likely to show up at night. It happened to me once flying from Bar
Harbor, ME to Lawrence, MA at 7000 feet. For turbo aircraft, go as high as you
want assuming you have a pressurized craft or supplemental oxygen.
These are some tips from my 'as real as it gets' experience in Cessna
and Piper singles.
Also, if you want to fly realistically in VFR, remember not to fly at
the 1000's (6000, 7000, 8000). VFR flys at the 500's (6500, 7500, 8500).
And if you're flying 0 to 179 degrees you fly even thousands (6500, 8500,
etc.), and 180 to 359 degrees, the odd thousands (5500, 7500, etc.) If I'm wrong
on those, someone please correct me (it might be the reverse). It's been
awhile since I've flown the real stuff.
MANY FS2000 AIRCRAFT SEEM TO HAVE AN UNUSUALLY SHORT BREAKING DISTANCE.
>Being familiar with the real Sydney (Australia) airport, many FS2k aircraft
>seem to have an unusually short braking distance on touch down - as if reverse
>thrust is too great. There's just no point in using speedbrakes.
>The Concorde seems to me to be the only fairly "realistic" touch down.
>Have you found a similar problem?
Hi Malcolm!
If there is something that is truly NOT "as real as it can get" in FS98 or FS2000,
it is the braking effect. Yup! Concorde seems to be more closer to reality
(but not the same as real). In real life the brakes are not as effective as it is
shown out here and particularly the early version planes like B747-200s etc you got
to avoid any harsh braking since otherwise you will end up with high brake temperature
sat the terminal gate where any tire blowout may cause damage not only to own plane
but to other planes nearby as well.
It is interesting to note that in heavy planes, after the brake application on
landing, the brake temperatures reach their maximum temperature only after
about 30 minutes or so! It is a slow and steady build up of the temperature.
Ofcourse modern planes have carbon brakes with Brakefans etc etc which are more
effective but not as in FS98/FS2000.
Bala
WHERE CAN I FIND A TUTORIAL ON HOW TO FLY THE CONCORDE?
Flightsim.com has posted a good tutorial covering a flight from
heathrow -> JFK. Visit
/main/howto/concorde.htm to read it!
HOW DO I LAND/TAKE-OFF FROM WATER WITHOUT CRASHING WITH MY SEA-PLANES?
>I have downloaded a few different sea-going planes but always crash when
>landing on water. If I reposition to start from water, my plane will not move -
>as if stuck in mud or something. Is it not possible to access water in FS2000?
>Are there any fixes?
Hi Steve,
What you are describing is probably the most common complaint about water in
FS2000. I recently answered an email with basically the same question. I hope
you dont mind if I avail myself of CTRL+C CTRL+V and paste the general contents
of that email here. It will save me about 2 years of typing:)
-------------------------------------------------------
As far as water landing's go in FS2000, it is largely nothing you are doing
incorrectly . Because of the new terrain system water has become somewhat of
an eyesore both visually and technically for users. I am sure if you have
flown around any mountainous areas you have noticed streams and lakes
floating high above the surrounding terrain. You may have even tried to land
in some spots and found your plane falling through as though the water
wasn't even there.
Well the other known problem with water in FS2000 is it's "hardness", which
is reliant on how the water area in question is defined by the program. Some
areas will function perfectly and yet a mere mile away it will become
unlandable. This can be very disconcerting after a long flight into an
unknown area, as you are aware.
About the only real advice I can offer on this right now is twofold. With
practice you will get to where you can pretty fairly tell if you will have
problems or not, but for the meantime try this. If you know of a body that
you want to land on test it first ( I'm sure the brilliance of that just
swept you in amazement eh?). As you descend toward the water watch along the
edges though, if they start to move, or creep along with the path of the
plane you will probably not be able to land there. Or at best you can land
but once on the surface the water will seem to disappear from cockpit view.
If you then go to spot view you will most likely see the water return to
under the craft as you raise your view of the area. But the creeping
shoreline is you primary clue, at least initially.
When I create a scenery area, I create them at locations that I know are
landable and so they provide a moderate solution in some specific areas.
Additionally, any add-on area that includes water will be landable. This is
generally because when designers create an area they use a "Flatten Switch"
to allow them to place scenery as they desire. and the water stability is a
by-product of that process.
Really though with some experimentation you will begin to be able to
identify suitable water on a more or less reliable basis. The Mountains
though are notorious for poor water handling by the terrain modeling aspects
of FS2000.
I hope this helps you somewhat, and I know that while it is not a total
solution for you that you will soon find a great many landable bodies in the
area you prefer to fly. Once you find one you will never forget it's
location as its often the only nugget of gold in a seeming rich but mostly
waste area.
-------------------------------------------------
I hope that the information was somewhat useful if not an actual solution for
you. You are not alone though and you are certainly not the only to have his
flats stick in the waves.
Best of luck to you.
Ron A.
WHAT DOES THE AUTO-BRAKE SETTING "RTO" STAND FOR?
>A question on how to use the AutoBrake, obviously enough the brake can be set
>to different degrees of braking. However, What is RTO and what is it used for?
Refused Take Off.
When you go to idle during a takeoff the brakes will be automatically applied.
Bob F.
WHAT ARE OAT AND RAT?
OAT=Outside Air Temperature is the temperature of the undisturbed air
stream. TAT=Total Air Temperature =RAT=Ram Air Temperature is the
OAT plus the temperature rise due the complete slowing down of the
air stream in the temperature sensor.
ISA= International Standard Atmosphere.
The measured temperature is in reality the Ram Air Temperature (RAT).
It is the Outside Air Temperature (OAT) increased due forward speed.
The difference is the ram air temperature rise.
A typical value is after take off with an indicated airspeed of 170
kts a rise of 3 degrees C which is 5.4 F.
At 30.000 ft with a DIAS of 280 kts or M.74 at OAT of - 45 degrees C
( -49 F) the rise is 26 degrees C or 46 degrees F.
The conversion from RAT to OAT is done electronically in the
instrument system. In this atmosphere the sea level temperature is
15 deg Celsius or 59 deg Fahrenheit. This temperature decreases
with 2 deg C or 3.6 deg F with every 1000 ft increase in altitude
until reaching the tropopause altitude after which altitude the
temperature is is assumed to stay constant. Dew point is the
temperature at which the present humidity in the air would be 100%.
so if the present temperature decreases due f.i. radiation you get
closer to the dew point. And when dew point and temperature coincide
you have a good chance of fog.
Saturated Air Temperature I'm not sure about.
I think it might be what in my language is called the wet bulb
temperature. The thermometer bulb is surrounded by wet cotton. The
water is evaporated by ventilation and thereby decreasing the
temperature. The dryer the atmosphere the lower the subsequent
temperature. The difference in temperature is a measure of the
humidity.
Antoon Amesz
HOW CAN I CORRECT THE VEERING TO THE LEFT ON TAKEOFF?
I think it's
Microsoft's way of trying to simulate what really happens on T/O. when you
spool the engines up and begin your roll, the blades on the turbine or prop
fans turn clockwise and therefore want to spin your aircraft to the left. It
happens in real life too! It's called Isometric Thrust. I know in a Cessen I
have to hold a bit of right rudder to keep the thing straight on the runway so
I imagine MS is trying to simulate that. Once your airborne, a little rudder
trim should take care of it and some aircraft manufactures incorporate a
slightly off centre verticle stabalizer to counter act that natural force.
You'll find you won't have to actually adjust anything once your airborne as
you mentioned as FS does it for you. Good luck with it! Some pilots are well
known for their stick and rudder skills! Now you know why!
dannyair
PS In the Concorde, it's a good idea to spool the engines up before you release
the break and begin your departure roll so that the engines can catch up with
one another to get a relativly straight roll. Regardless, it will be difficult
to keep it straight anyway! Have fun!
WHAT DOES PITOT HEAT DO?
Pitot heat is very necessary. The pitot tube is used to measure
your airspeed.
If the opening in the tube is blocked it will not work, and your
airspeed will drop to zero. This usually occurs in icing
conditions. Pitot heat electrically heats the pitot tube and
prevents this. To see it in action, set up a cloud layer with
icing and fly through. In no time your pitot tube will ice up
and the airspeed will drop to zero. Turn on the pitot heat and
wait for the ice to melt.
Michael D. Klatt
WHAT IS THE FUNCTION OF THE "YAW DAMPER" ON THE AUTOPILOT?
Airplanes with swept wings are susceptible to a highly unpleasant
oscillation called a Dutch roll, which is related to their yaw
instability. The yaw damper uses the rudder to control this
tendency.
Michael D. Klatt
IF ONE WERE TO PUSH THE THROTTLES ALL THE WAY OPEN ON A REAL 757, 747, ETC, WHAT
N1% DO YOU GET?
In simpler terms, depending on the design features/material strength/the
exhaust temp etc you will have a max limiting RPM of the engine in figures
say 34500RPM. But,an RPM is decided upon as the regular test bed RPM
under ideal conditions say 30000RPM.This 30000RPM is termed as 100%N1.So, if
any N1 above will be 105% N1 etc.
Now, for every day use we look in the manufacturer's book, which will tell
us how much RPM can be used for that day's ambient conditions of temperature,
density( Apt elevation),for takeoff purposes for standard operation.From
this limit, further limits of overspeed as to how much N1 for how many seconds
etc are also specified.Knowing what the normal max power is available, another
table will tell us as to how much is the max TakeoffWeight that can
be accepted on that day. Other factors that decide these are available
rw length,available brake energy,rw slope,obstacles in t/o path,tire speed
limits etc.So,if necessary you reduce the payload to get this regulated
TOW and take off at that N1-which may be say 110% n1.But suppose, the actual
payload is much less, to save on the engine life, you may takeoff at a
reduced N1 of let us say 102 % N1 (Airbus calls it Flex N1)once again
calculated from a reduced N1 Table, since you dont need that much power for
that takeoff.
If these limits are exceeded inflight accidentally, depending on the amount
of excedence the engines will be inspected/worked upon/rejected. But,during
flight if any dire emergency demands the engine can be firewalled.Repair work
on ground comes later.
In fighters since the takeoff weight variation to the basic weight of the
a/c is quite small,full throttle is normally used but observing the max EGT
limit for the engine.In formation takeoffs you are actually constantly
manipulating the throttles to keep in position. In after burner a/c,
once again takeoffs can be performed with no burners/min burn/mid burn/max
burn etc but all the time keeping within the corresponding EGT Limits.
Bala
WHAT DOES "KNOTS" MEAN ON THE HSI (RIGHT UPPER CORNER)?
I assume that you are not asking what "knots" mean. The knots on the B737-400
and other jets that use the same HSI means the speed of closure to the VOR
being received. The other side has the distance to the VOR. Both of these are
from the airplane at altitude to the beacon on the ground. So you could be
several miles from the beacon when you pass over it.
The speed of closure is in actual ground speed, but it is measuring the rate at
which the distance to the beacon is increasing or decreasing. If you are far
enough away and flying direct to the beacon, this will be close to the true
ground speed, which will be much higher than the IAS of the airplane.
If you are not flying direct to the beacon, the speed shown here will be
something less than the true ground speed since a line from the airplane to the
beacon will shorten or lenghten disproportionally to the movement of the
airplane. Probably more than you wanted to know, but I'm an old guy and I
ramble on.
Bob Fiedler
I haven't looked at the HSI recently, but KNOTS is basically an abbreviation
for nautical miles per hour (a nautical mile is 6080 feet, about 15% larger
than a stature mile -- 5280 feet). So you're looking at the speed readout.
Modern aviation uses knots almost exclusively (except for a few places that use
kilometers per hour).
Larry N.
I NEED HELP LANDING THE 747 IN A CROSSWIND!
Hi. I fly the FS 747s all the time. I am a real 2500 commercially rated pilot
too...and can help you. Since real life is basically the same as FS98, I will
tell you the methods are the same for the most part.
1) crabbing is fine until around 200 - 300 feet... then if it's a really strong
xwind... you may sideslip.. .wing down into the wind ..opposite rudder to keep
nose on centerline. This is uncomfortable in a big rig...if you have to bank
more than a couple of degrees, you will scrape a pod on the ground. So in this
case landing should not be done!
2) Upon rollout and flare... keep in the slip if it's a small one. Otherwise,
straigten out the nose, level the wings just before arrival..but try to keep
the wing down into the wind all the time slightly.
3) on touchdown, get the nose to the ground immediately to steer.
4) slam the contols (aileron) rapidly full into the wind. The big bird
will pivot towards the wind...opposite rudder again!!
5) be sure to pop the spoilers quickly, get max reverse on and braking.
If you don't she will run towards the sides of the runway if the winds
are strong. You must get all lift off the wings quickly.
This is just as tricky in real life... if your good with the web, you can find
websites that show crosswind landings in Hong Kong where the 747s land in a 40
degree angle to the runway... smoke is coming from tires etc..as the plane is
really slammed in hard and crooked.
In real life... the 747 normally does not do crosswind landings if the
component is more than 27kts on the side. They will find another runway or
different airport if no other options are present.
Peter D. James
IS THERE A PROPER WAY TO CALCULATE WHEN TO SLOW DOWN AND START THE DESCENT?
As to a guide for the descent point, two methods could be:
a) your altitude divided by your average rate of descent will give you the
time in descent in minutes. Just multiply that by your average ground speed.
That will be the approximate distance required.
Say in big jets, from 33000ft at 2500fpm average you will need approxy 12
minutes and at average 8nm a minute ground speed it would be 13X8 =104nm.
It will put you overhead at same speed!!!!! So, add 7 to 8 miles as you
need for the deceleration/approach segment etc. and commence descent at 121 nm.
You also correct for wind by taking off/adding approxy 15% of your Head/Tail
Wind component.
OR
b) You lose 300ft per each nm dist in a 3 deg glide slope. So from 33000 ft,
you descend at 33000/300= 110nm. Add 7 miles for deceleration and descend at
117 nm.
For Wind!!!!! Well! If your a/c has a ground speed read out no need for
correction at all as long as you maintain a 3 deg glideslope. How to do that?
Keep your rate of descent at all times equal to half your GS X 10, ie ROD =
Half ground speed X 10. For e.g. if your GS is 300kt your ROD should be
1500 fpm. etc. You need to keep adjusting power to do this and the wind is
automatically taken care of.
through out the descent you can keep cross checking :-
Leaving 7 miles for deceleration,
At 107 miles you should be at 100 x 300 = 30000 ft
97 at 27000 ft
87 at 24000 ft
77 at 21000 ft
..........Notice 3000 ft for each 10 miles........
47 at 12000 ft at 300kt
..........If you decelerate now to 250 kts......
from now on leaving out the 7nm
40 miles .............................12000 ftat 250kt
30 ............................. 9000 ft
20 ..............................6000 ft
10 ..............................3000 ft
Any time you decelerate and take your flaps, gears etc all that needs to be
done is to keep that rate of descent half of your ground speed x 10.
In case if you happen to be high or low then increase or decrease
your ROD to be more than /less than the half ground speed figure till you catch
up with your 3 deg slope and then start maintaining base ROD.
In a nut shell, simple facts. 300 ft for each mile. Add 7nm or what you are
comfortable with. Half the number on your GS indicator as your ROD.
bala
WHAT AIRSPEED DO I NEED TO HOLD IN A PATTERN AND WHEN SHOULD I DEPLOY FLAPS?
The Cessna 180's I've flown were all older ones, and read in miles per hour.
They also have 4 notches of flaps (manual, with a Johnson bar), 10 degrees each
notch.
A typical traffic pattern at a non-tower airport might be: climb at 85-90 after
takeoff (no flaps), turn crosswind, then downwind. On reaching pattern altitude
(700-1000 ft. depending on airport) level off to 100-120 mph. Abeam the
numbers downwind, power back to 1600-1700RPM, slowing to about 85-90 (or you
can slow to 80 and pull in first notch of flaps). When the numbers are roughly
45 degrees astern, turn base, slowing to 75-80 and bringing in two notches of
flap. Turn final, slow to 70-75, bringing in the rest of the flaps. "Over the
fence" power to idle, easing the nose up (speed is probably about 65, but this
is no time to be watching the gauges). Hold it about a foot off the ground as
the nose rises (gradually), until the tail touches first (slightly before the
mains). Continue to keep the nose straight and the stick in your belly until
stopped.
There are numerous variations on this, and many pilots fly the pattern a bit
different. Some will do wheel landings (main gear first in a roughly level
attitude). Sometimes conditions may dictate 20 degrees flap, rather than full,
for landing. Note that on a real Cessna, the last 20 degrees of flap do very
little for stall speed, but add a huge chunk of drag, for steeper approaches.
The most important consideration is to have the aircraft stabilized on the
final approach leg, constant airspeed and configuration, to make it easier to
judge your touchdown point. You can divide the mph reading by 1.15 to get
knots (i.e. 115mph / 1.15 = 100 kts).
After you get comfortable with landings with one type of approach, make some
slight variations (different flap settings, base leg entry, rather than
downwind, etc.), getting comfortable with each. It will eventually become
second nature, with enough practice.
Larry Nussbaumer
HOW SOON (DISTANCE) AFTER TAKE-OFF CAN YOU START MAKING A TURN TO YOUR HEADING?
Are you flying big iron or light a/c? In light a/c, you'd typically (VFR)
climb to at least 400 ft AGL and past the departure end of the runway before
initiating a turn, unless ATC asked you to turn early AND you felt it was safe
to do so. When IFR, ATC will normally give you an initial heading to turn to
(usually as part of the clearance) before contacting departure, and I'd want a
minimum of 500 ft. AGL before starting the turn. I'll let Bala and Co. talk
about the big iron.
Larry Nussbaumer
In commercial aircraft, ATC usually tells you your alt, heading, and when to
turn. In light aircraft too (IFR) you use the instructions on your SID
(Standard Instrument Departure). I'll read an excerpt from the Cincinnati Eight
Departure for RWY 36L: " Fly runway heasing until 0.5 DME north of runway
localizer, then turn heading 330 degrees, maintain 6000 feet, expect radar
vectors to filed/assigned route. Thence expect clearance to to requested
altitude/flight level ten minutes after departure." This explicitly explains
what to do! :-) Of course, SIDs differ (most don't use ILS freqs as SID navaid
DME indicators). you generally climb until you reach that assigned altitude.
what some adventures don't portray very well is when the climb to your
requested flight level begins. most adventures request that you stay at the
initial altitude (in this case 6000) for the full ten minutes. In real life,
it's usually just about a straight climb up to your flight level because they
clear you to your requested altitude before you reach your initial altitude.
Hope this helps!
Noel Benford
HOW DO I AVOID ACCESS TORQUE (PULLING TO THE SIDE) ON TAKEOFF?
For you flightsimmers that hate when your aircraft goes left on
takeoff but wish you could still have the torque setting so that it
minimally turns left, then try setting the torque to half real. I
did a flight from an airstrip in Corpus Christi, Texas to Corpus
Christi International Airport with the torque setting on half real
and only needed minor rudder trim to the right. (note this: I only
had the torque adjusted and the crash tolerance at 1 notch from not
real position. In cruise and descent, I monitored the heading
carefully and leveled the wings if they were banking. that's where I
determine if I need rudder trim. Landing was a "little" problem. On
landing if you concentrate on the runway and touchdown, then the
plane will bank due to insufficient rudder trim. So to keep the plane
straight, I recommend that you rely on your heading indicator and
attitude indicator for any sign of misalignment to required/assigned
altitude. All the above works great for beginners or who are
experimenting with realism settings.
HOW CAN I FIND THE ILS FREQ. FOR DIFFERENT AIRPORTS?
I've managed to create a flightplan using the Flightplanner but it doesn't give me
the frequencies for the ILS.
Enter the MAP View (World -> Map View) and click on the specified airport.
It will give you the ILS Freq. and ILS Heading.
Martin
REAL WEATHER DOESN'T GIVE ME THE "REAL" WEATHER!
I thought I'd try the nice real weather function in FS2000.
Starting at Sturup / Sweden I downloaded the real weather but nothing happened.
The same thing if I do it at Frankfurt. It works in USA though.
There is a bug in FS2000 with real weather outside USA.
The FS2k Patch corrects this problem.
I WANT TO GET MORE INFO ABOUT VOR/NBD NAVIGATION
There's alot of information on the net, among the places there a one website that I
recommend, www.navflightsim.com. If you know more websites, mail them to me at
martin@m-music.net
THE VOR WON'T GIVE ME A DISTANCE
>Using Nav 1 radio, why do I not see DME distance on the instrument? Or, what am
>I failing to do?
#1 Not all vor freq. are DME reporting. In the flight planner or map view, when
you display the freq. for the selected navaid, it will be listed as VOR-DME.
These you can get a readout on the DME head.
#2 Make sure the small toggle switch on the DME display on the panel is set to
Nav 1.
IS ATC AVAILBLE FOR FS2000
FS2000 itself does not support atc, except for some adventures and ATIS.
But, don't throw you copy in the bin just jet, there are some great add-ons available for
this. One of them is RadarContact, get it at
www.flightsimmer.net/radarcontact
HOW DO I LAND THE AIRCRAFT LIKE THEY DO IRL?
>I've been flying FS2000 for a couple of weeks now, I've passed the private
>pilot test. I'm ok navigating from vor->vor but the problem I'm having is
>getting to the airport's runways. Does anybody know what I have to do to get
>my plane lined up from miles out instead of flying to an airport and
>circling around till I get on the line with the runway.
>I'm sure real planes don't do that *smile*
There is usually a traffic pattern you have to enter, and fly, once you get
to the airport limits - an entry, a downwind, base, and final leg.
Not too many landings are made straight-in, especially IFR
(which use special entry patterns, like STARs). There is some information in the
FS2000 manual.
But if you want to land straight-in, the runway number is the rough heading
for the landing, i.e. you'd land on runway 27 by flying a heading of 270
degrees, so you'd want to be east of the airport when you turned final.
(If you want the exact heading, look at the MAP View and click on the airport)
If you're flying cross-country, make sure you arrive at the destination airport at
the proper heading for the runway you want to use.
HOW TO USE THE AUTOPILOT FOR APPROACHES USING ILS?
I'm having trouble locking on to the ILS, have tried a few places
mainly Manchester & Liverpool. I approach the ILS at about 3000 ft 10 miles out
I change from the GPS to nav 1 then press the approach hold . Do I have to
disengage the altimeter & nav or should it lock on to the ILS when I
press the approach hold?
>Here's what I do, not saying in any way that it's the correct way, or the
>best way:
>This is in a B-777 or a B-737...
>1. Slow to 220 kts IAS, get lined up with the ILS runway about 50 miles
>out, at about 7000 ft AGL. Tune Nav 1 to ILS loc freq.
>
>2. Continue on rwy heading lined up as close dead-on to runway as
>possible. Use the map to keep lined up as perfect as you can.
>
>3. By the time you are 25 miles out, you should have picked up the
>localizer and GS. The instant you start copying it, hit the APP switch.
>You must be below the GS to fly "into it", when you get level
>with it, you will slide right down it. If you are above it, you have a
>problem. If you are not too far above it, you can do a rapid decent and hit it. But
>if you're too high, you may have to do a missed approached and try again. If
>you are left or right of the localizer, you will have to fly left or right to
>center up. Then just let the autopilot fly you right down to the runway.
>On the way down, gradually decdrease your speed about 10 mph every so often,
>add in a notch of flaps to keep the nose down, and experiment to see what
>works. I tend to want everything automated, while other guys, in fact
>most guys, don't. So whatever works for you...Enjoy.
>I know one thing...pressing approach hold does NOTHING until you are
>actually copying the ILS localizer, so don't bother until you are copying it. Then
>when you are copying it, and you punch approach hold, it takes over everything.
>Once you've learned how to intercept the approach, practice other approaches besides
>straight in from 30 miles out.
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