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In MSFS there is a great feature to change the registration of the aircraft to personalize the flight experience. However, the registration is black or white in almost all cases. What if I create a livery and want the registration color to match the color scheme? In the following I will explain how to change the color of the registration in a custom livery. Please note that you need to know how to create a basic livery to understand this blog. It should also be noted that the way to change the color has changed since the release of MSFS. Here I describe the latest method as of January 2024. First of all, you need a working paint job where you want to change the color of the registration. It is important that the standard folder structure for such an add-on is adhered to, as otherwise it can lead to problems. As an example, I have a livery for the LS8 from Asobo. I have created a black and blue livery and would now like the registration to have the same blue color. Please note that some folders have names that the creator is practically free to choose. Mine are different from yours. How exactly you name your folders does not matter. You simply need to be able to keep track of everything later on. Here is my existing folder structure: If you have already created your own liveries, you may have noticed that there is a line "atc_id_color" in the "aircraft.cfg" file. This sounds good at first, but is no longer usable. When MSFS was released, you could actually enter a HEX code in this line and the registration took over this color in the game. Unfortunately, this has been changed and works differently today. But where is the paint color recorded today? The answer: In the "panel.cfg" file. To get this file and avoid damaging the folder structure, it is best to copy it from the folder of the original Microsoft airplane. In the case of the LS8, this looks like this: If you don't know which folder I mean, here is the file path: C:\Users\Username\AppData\Roaming\Microsoft Flight Simulator\Packages\Official\Steam\asobo-aircraft-ls8\SimObjects\Airplanes\Asobo_LS8 Depending on where you purchased and installed MSFS, this path may vary. The file we are looking for is contained in the "Panel" folder. To retain the structure, we now copy it and paste it into our add-on. It should then be at the same level as our "Texture" folder. It is best to rename it so that it is easy to identify. Here is my example: If we now open this folder, there should be several files in it. In the case of the LS8, there are two. However, this may be different for other aircraft. The file we are interested in is "panel.cfg". We open it so that we can edit it. I use Notepad++ for this. However, other text editors also work. Here we can finally change our color. In the LS8, the corresponding section is called [VPainting01]. This varies from aircraft to aircraft. It is important to distinguish between "exterior" and "interior". I have marked it in red in the picture. You can either use a CSS color or enter a HEX code as the color. I would now like to enter the HEX code "0074D3". This is the same blue as I used on the paintwork. This is done as follows: All letters in the HEX code must be written in lower case. You must add "0x" before your code. (Not a "#"!) Don't forget to save this file! Now we switch to our "aircraft.cfg" of the add-on. Here we have to enter that our new "panel.cfg" should be loaded instead of the normal one. For this, it is important that you still know what you have named your "PANEL" folder. Don't forget to save this file as well The last thing you need to do now is to adjust "layout.json" so that MSFS knows that there is a new folder in your add-on. The easiest way to do this is with the following tool: https://github.com/HughesMDflyer4/MSFSLayoutGenerator If you now restart MSFS, your registration should have the color you selected. Have fun with it
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How to Trim a Helicopter in Microsoft Flight Simulator By thecorporatepilotdad If helicopters are a struggle to fly in Microsoft Flight Simulator and the nose rockets to the sky when the controls are released, this 90 second tutorial will show how to set trim for helicopters in MSFS to make flying them easier and more enjoyable. As stated in the video, here is the link to the FAA Helicopter Flying Handbook: https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/helicopter_flying_handbook Join this channel to help support the channel to for more aviation content, IFR and VFR procedures, ATC communications, aircraft systems, and more. These videos are informative and are entertainment, but in no way are they meant to replace actual in-person flight instruction from a Certified Flight Instructor. @thecorporatepilotdad thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 8000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets.
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Soft Field Takeoff And Landing | A Demo In MSFS By thecorporatepilotdad Flying in an out of soft field airports (grass, sand, dirt, gravel, etc) do present a different set of challengers over landing on a hard surface runway. This demonstration will present some of those differences along with what not do to during soft field operations. Soft field taxi, takeoff, and a landing will be demonstrated. About the creator of this video: ATP rated 8,000+ hour corporate pilot and former CFI who enjoys making YouTube videos as a hobby along with using A.I. to make thumbnails for videos. If interested in aviation podcasts, please take a listen to The Corporate Pilot Guys Podcast which I am a co-host of. Myself and the other co-host are both professional pilot who have currently fly business jets and we've both flown various types of jet aircraft over the last 20 years. We talk about current events, failures, training, written tests, and so much more. Episodes also include ATC tips given by Air Traffic Controllers as well as aircraft buying tips from an aircraft broker (McGill Aviation). The Corporate Pilot Guys Podcast: https://open.spotify.com/show/3CGTyNGt0hGG9nlSDElOlj Join this channel at the Private Pilot tier or higher to get access to AD-FREE guides and tutorials on the Citation Longitude, CJ4, Flysimware Cessna 414, Concorde, and more. These videos are informative and are entertainment, but in no way are they meant to replace actual in-person flight instruction from a Certified Flight Instructor. @thecorporatepilotdad thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 8000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets.
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Flying The ILS Approach And A Whole Lot More By PhrogPhlyer Flying by reference to instruments is a challenging skill to obtain. It requires an in-depth understanding of the air traffic control system, and a thorough knowledge of your aircraft's navigation equipment. But once obtained, it opens a whole new range of equipment and approaches to be flown. Although this tutorial is titled "Flying the ILS..." we will plan and execute a complete IFR (Instrument Flight Rules) flight from Trenton-Robbinsville Airport N87 to Philadelphia International Airport PHL. In doing so we will not only plan to end the flight by flying an ILS approach, but we will also explore IFR procedures and considerations from take-off to landing. IFR flight requires that you prepare, prepare, and then prepare some more. US FAR (Federal Aviation Regulations) state: 91.103 Preflight action. Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include: (a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC; (b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information: (1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein... A lawyer most definitely wrote the phrase "all available information concerning that flight." In today's electronic world it is hard to imagine what the FAA would consider as not available. Realistically, IFR flight includes your usual proper flight planning with the addition of a more formal flight routing than you normally have for VFR (Visual Flight Rules). The reason it takes more preparation is partly in case something out of the ordinary occurs while in IMC (instrument Meteorological Conditions) such as an in-flight emergency, loss of communications, or loss of a navigational system. While in IMC, you cannot just look outside and see where to make an emergency landing or follow ground references to an alternate field. For this flight I chose one of the FSX default aircraft, the Beechcraft King Air 350. This particular aircraft has an easy to view 2D panel that will be used for screen shots in this tutorial. Also, the autopilot will assist me in route positioning to show proper instrumentation readings. The steps taken in FSX are nearly identical to what you'd use in any version of a flight simulator, or an actual aircraft. For in-flight visual comparisons, I will fly this flight twice, in VMC (nice blue skies) and also in IMC with minimum weather for the approach (200' ceiling and 1/2 mile visibility, gray skies). Before we go any further, I want to discuss IMC vs IFR. These are often used interchangeably, which should never be the case. IFR or Instrument Flying Rules. These are the laws, international and national, that pilots are required to follow to fly in a country's airspace. For this flight these are the requirements we will abide by during instrument flight. These rules apply whether we are in visual or instrument weather conditions. IMC or Instrument Meteorological Conditions. Whenever weather conditions are such that there is less than 1000' ceiling or 3-mile visibility, it is considered instrument conditions. Visual flight rules (VFR) do not apply, and you must follow IFR and of course be an instrument certificated pilot. Let's look at the route we would fly if the weather were VMC (visual meteorological conditions) and we were flying under VFR. It could be as simple a straight line between the two airports. First with Google Earth, And then with the Washington Sectional chart. When flying under IFR we may have to follow specific routing and use certain navaids (navigational aids). Direct routing is often not available, especially in higher density areas such as the U.S Mid-Atlantic area (Washington DC to Boston). On a historical note, you will see at the bottom center of the sectional chart above a point identified as Carranza Meml. This is where on July 12th, 1928, Captain Emilio Carranza crashed and lost his life attempting to return to Mexico after completing a Mexico City to New York flight in a Ryan Brougham aircraft. Yearly there is a ceremony at this memorial to remember this famous early aviator pioneer. https://en.wikipedia.org/wiki/Emilio_Carranza Now, let's look at the route we would fly if the weather were IMC (instrument meteorological conditions) and flying under IFR. We initially must fly to the COYLE VORTAC since this is the initial approach fix for our approach to PHL. First on the Washington Sectional Chart, Then on the Low Altitude Instrument Chart L34. And now, let's look at the approach routing, using the ILS 27L approach plate. The Instrument Approach Procedure Chart (IPP or Approach Plate) is used to provide guidance from the enroute portion of the flight to the runway. Reading The Instrument Approach Procedure Chart I will be using the US Government charts issued by NOAA. The other most often used charts are by Jeppesen, referred to as Jepps or Jepp charts There is a TON of information presented in these standardized charts. For this tutorial, I will attempt to only address information needed for our flight and aircraft. 1. Briefing Strip Information Most pilots develop their own way to read/review this information. The following method I have found useful. Approach Name block. Ensure that you have the correct plate for the airport and runway you plan based upon weather at the destination and your aircraft's navigational equipment. Runway physical information. Make sure that you have enough runway to safely land based on the landing distance charts in your aircraft Pilot Operating Manual (POH). You will see that the touchdown zone elevation is 26 ft. below the listed field elevation. Note any additional equipment requirements. If your aircraft does not have DME (distance measuring equipment), or if the DME were to fail in flight, this approach could only be flown if you were communicating with ATC Approach Control who was giving radar distances to you. In the rare occurrence that your DME and communication radios were inoperative, or you had an inoperative DME and the radar facility was not operating, you could not fly this particular approach. The approach course information tells you that the runway will be offset 3 degrees to the right when it becomes visible (assuming the runway is exactly 2700). This note informs you that you can reduce the 1/2 mile minimum inflight visibility required for the approach (shown in the Profile section, to be discussed later) to 1800' RVR (runway visual range) if your aircraft is equipped with a Flight Director, or Auto Pilot, or HUD. When an entry is published in the Takeoff Minimums, (Obstacle) Departure Procedures, and Diverse Vector Area (Radar Vectors) section it will be identified with a symbol. When non-standard IFR alternate minimums exist, you must refer to the IFR Alternate Airport Minimums section. This entry will be identified with a symbol. Actual visibility at the time of your approach is determined by one of four ways, 1) airport reported visibility, 2) RVR, 3) previous pilot reports visibility (DME distance when they see the runway environment), or 4) the actual DME distance when you see the runway environment. This is a graphical representation of the approach lighting you will see as you near the runway. Keep in mind that it will be offset 3_ to your right. This block tells you how to execute a missed approach if needed. In this case you must a) climb to 1500', then a climbing left turn to 3000' going direct to OOD (Woodstown VOR), and then enter a holding pattern at OOD. The remainder of the header provides communications and navigation frequencies. 2. Plan View IAF (Initial Approach Fix) Coyle VORTAC. Localizer information (frequency and ident). Routing from the IAF to the FAC (Final Approach Course). Final approach course. Distance from TDZ. Graphic representation of the missed approach maneuver. Missed approach holding information. MSA (minimum Sector Altitude). Alternat missed approach fix. CPDLC identifies that U.S. Domestic En Route Controller Pilot Datalink Communication is available. The King Air we will be using is not equipped for CPDLC. 3. Profile Glide Slope Information. There is a 3_ GS with a TCH (Threshold Crossing Altitude) of 57'. IAF to FAF route and altitude. On a 267_ course, intercept the GS at no lower than 3000'. Identifying the FAF/GSI. FAF is located when at 3000', DME of 8.7 miles (or radar distance call out), and localizer needle is centered. Identifying the approach intercept minimum altitude. Identifying the VDP (Visual Decent Point). This is the soonest you can descend below the approach, but only with the runway environment visibly identified. Identifying the MAP (Missed Approach Point) and DME antenna displacement. At the MAP you must either have the runway environment in sight (and can continue/land) or you must execute the missed approach without descending any further. Distances between points on the approach. Used for timing. Missed approach directions. Climb straight ahead until reaching 1500', then climbing left turn to 3000', to OOD (Woodstown VORTAC)/ Note that VGSI (Vertical Glide Slope Indicator) and ILS glideslope are not coincident. 4. Landing Minimums Landing speed categories (based upon VREF). Category A: less than 91 kt indicated airspeed (IAS) Category B: 91 kt or more but less than 121 kt IAS Category C: 121 kt or more but less than 141 kt IAS Category D: 141 kt or more but less than 166 kt IAS Category E: 166 kt or more but less than 211 kt IAS Category H: Helicopters Helicopters may use Category A minima on instrument procedures designed for airplanes or may use specific procedures designed for helicopters. VREF if established for a given aircraft, or if VREF is not specified, 1.3 Vs0. VREF is the landing reference speed or threshold crossing speed. Vs0 is the stall speed or minimum flight speed in landing configuration. The default King Air has a VREF (depending on aircraft weight) between 100-109 kt, or Category B. Weather minimums for the S-ILS 27L. The weather at the time of the approach must be at least 200' ceiling and 1/2 statute mile visibility. These minima may be used only if the ILS is fully functional (course and glideslope). The S identifies this as being a straight-in approach (no circling to land). Weather minimums for the S-LOC 27L. The weather at the time of the approach must be at least 600' ceiling and 1/2 statute mile visibility. These minima are used if the ILS loses its glideslope function. The approach would then continue as a Localizer (course only) approach. Weather minimums for a Circling approach. The weather at the time of the approach must be at least 600' ceiling and 1 statute miles visibility. These minima are used if the ILS 27L approach is used until the airport environment can be visually obtained, and you intend to circle to land on another runway. 5. Airport Sketch Note the difference between the field elevation (36') and the touch down zone elevation (10'). A reminder of the final course and the distance from the FAF to the TDZ. HIRL (High Intensity Runway Lighting) will be seen for all runways to include 21L. The runway is 12,000' and 200' wide and has runway centerline lighting. VGSI will be a PAPI. A5 is for a MALSR (Medium intensity Approach Lighting System with Runway alignment lights). Lighting legend page is below. Displaced Threshold (usable runway for landing is displaced ahead of the actual runway end). Small graphic representation of the MALSR Time/Distance Table A Time/Distance Table is provided below the airport sketch. The table provides the distance and time that is required from the final approach fix to the missed approach point for given groundspeeds. Should DME fail during the approach, you could continue as a LOC approach using timing for distance. Note that this is GS not IAS, so you will have to compute the GS based upon winds on arrival. At the FAF start a timer. When this time has elapsed, no matter what else is going on, if you do not see the runway environment you must execute the missed approach. Different lighting systems that may be associated with an approach. Having decided on our route, we need to ensure that our aircraft has the navigation equipment needed for this flight. It must have a VOR to identify and fly to the COYLE VORTAC and if we execute the missed approach identify and fly to the WOODSTOWN VORTAC. Additionally, we need to be equipped with DME and ILS (localizer and glideslope) per the IPP. The aircraft selected will meet the equipment requirements for this flight. Now that we all the pieces to make this flight: what we intend to do (fly from N87 to PHL), how we intend to get there (IFR to CYN then the ILS 21L approach), what we should see when we get there (runway information), and what we will do if the runway environment is not in sight or we cannot land safely (missed approach to OOD). So now it's kick the tires, light the fires, and off we go time? Not quite yet. We need to review available information about N87. We can see that there are noise abatement requirements for Runway 29. Since the note specifically states VFR, we will also check to see if there are IFR noise abatement considerations. Instead of calling FSS (Flight Service Station) for our clearance, we will call McGuire Approach Control. Weather for takeoff must be at least 300-1, with a climb gradient of 421'/nm. And there is a requirement to climb out on a 289 heading to 800' before a right-hand turn. This informs us that there are several obstacles near the DER (Departure End of the Rnway). N87 is an uncontrolled airport, with no ATC services available on site. We will call FSS (Flight Service Station) via telephone to get an update weather briefing and file our IFR flight plan. I added a remark (11) so that we won't get radar vector to the approach and will benefit from flying the full published approach. When we are actually ready to fly (preflight complete), we call McGuire Approach via telephone, and request our IFR clearance. "ATC clears King Air 350KA to PHL via CYL, maintain 5000, after departure contact McGuire Departure Control on 126.47. Squawk 4243. Clearance valid until 1630Z." Getting your clearance can be a little confusing because there can be so much information. IFR clearances always follow the same format, and the acronym we use for it is CRAFT. Clearance Limit. Your clearance limit is typically your destination airport. But if traffic is backed up from weather or delays, you might be cleared to an intermediate fix, and then to your destination airport once you're airborne. Route. The route is often the route you filed in your flight plan. When that happens, ATC may tell you that you're cleared "as filed." If there are changes to your route, they'll give you your new route over the radio. Altitude. The altitude is the initial altitude you should climb to after takeoff. You'll often times be given a second altitude to expect later in your flight as well. For instance "maintain 8,000', expect 17,000' 10 minutes after departure." Frequency. Frequency is the frequency you'll use once you're airborne. In most cases at non-towered fields, this will be a Center or Departure controller you'll contact once airborne. Transponder Code. Finally, transponder code. ATC will give you a 4-digit code to squawk, like "2727". When your clearance is given to you, the ATC system creates a block of airspace for you. The "Clearance valid until" statement is given so that if you do not get airborne by the valid time, they open that blocked airspace to be used for other aircraft. When given a clearance at an airport with ATC facilities on the airport (clearance delivery, ground control, tower) you are expected to begin taxi within 5 minutes of receipt. Now we will set up the cockpit to minimize workload once we are airborne. For this tutorial there will be no inflight emergencies or system failures. If only we could make such guarantees in real aircraft. Aircraft: 1. Autofeather - Arm 2. Pitot heat - On 3. Lights: Taxi, Nav, Beacon - On Communications: 4. Transponder. Set to 4243 5. Comm 1. Set to Unicom/CTAF 123.00 6. Comm 2. Set to McGuire Departure Control 126.47 Navigation: 7. Nav 1. Set to Coyle VORTAC CYN 113.4 8. Nav 2. Set to Robbinsville VORTAC RBV 113.8 We have RBV preset and available should we need to divert from the intended destination. RBV is the IAF for the VOR 29 approach back into N87. 9. Set Altitude to 5000 10. Set Heading bug on 289 (per departure procedure) 11. Set course bug on 170 (approximate course to CYN. Will adjust once CYN is received and identified). Autopilot: 12. Flight Director - Arm 13. Heading - Arm 14. Altitude - Arm We are now ready to take off. Before taxiing onto the runway, complete our pre-T/O checklist and perform the engine runup. We then listen for any other aircraft that might be communicating on CTAF. If there are no traffic conflicts, we will announce on CTAF that we are taking off from Rwy 29 at Robbinsville. Now we turn on landing lights and strobes, taxi onto Rwy 29, scan to verify that T/O checklist is complete. Smoothly apply power and perform a normal T/O. Once safely airborne (gear retracted, climb power set), arm the auto pilot and ensure that we are climbing straight ahead. Now switch radios and call McGuire Departure Control: "McGuire Departure, King Air 350KA departing Robbinsville, IFR to PHL, climbing to 5000, squawking 4243." Unless ATC makes a change in routing or altitude assignment, you will most likely get a brief response: "King Air 350KA. Contact Philadelphia Approach on 124.35." You always respond to any ATC directions: "Roger McGuire, King Air 350KA, contacting Philadelphia Approach on 124.35." While this exchange is happening, you will turn towards CYL (move the heading bug to 170), continue your climb, and wait for positive identification of CYL. Positive identification of a VOR occurs when your CDI (course deviation indicator) starts to function and/or the VOR needle points towards the VOR and you have heard the appropriate morse code identification. Adjust the course needle so that the CDI is centered, and switch the autopilot from HDG to NAV. Also, you will switch comm frequency and contact Philadelphia Approach Control: "Philadelphia Approach, King Air 350KA, 1300' climbing to 5000', direct CYL." Philadelphia Approach responds: "Roger King Air 350KA, report CYL." Upon reaching CYL: "Philadelphia Approach, King Air 350KA, 5000 at CYL." Philadelphia Approach responds: "Roger King Air 350KA, you are cleared for the Philadelphia ILS 27L approach." Upon reaching FAF: "Philadelphia Approach, King Air 350KA TORNE inbound." Philadelphia Approach responds: "Roger King Air 350KA, contact Philadelphia Tower 135.1." You respond: "Roger, Philadelphia Tower 135,1." Then: "Philadelphia Tower, King Air 350KA, ILS for 27L." Philadelphia Tower responds: "Roger King Air 350KA, report runway in sight." You respond: "Roger, Philadelphia Tower, will report runway in sight." This is what you want to see... But instead... You continue to fly the approach, and as you are nearing the MAP (0.2 DME on glideslope), the runway environment is not in sight. You must immediately execute the missed approach. Keep in mind that you always Aviate (fly the aircraft - nose up/power, gear up, flaps up), Navigate (begin straight out climb to 1500'), and THEN Communicate (call tower): "Philadelphia Tower, King Air 350KA is executing the missed approach." PHL Tower responds: "Roger King Air 350KA, missed approach. Contact Philadelphia Departure 119.75." If able, contact FSS to get updated weather for PHL and divert field (N87). FSS reports that weather is PHL (200 1/4) N87 (1000 2). Philadelphia is no longer an option since visibility is less than 1/2sm. We will return to N87. Or you can ask Philadelphia Departure for current weather at PHL and N87, and then decide on whether to attempt another approach to PHL or continue to N87. Remember, you are "in the soup". You are single pilot, flying in IMC, and flying by sole reference to instruments. Flying the airplane is paramount. Don't let any urgency expressed by ATC distract you from the safe operation of the aircraft. "Philadelphia Departure, King Air 350KA is missed approach to CYN. Request clearance to N87." Philadelphia Departure responds: "King Air 350KA, you are cleared to Trenton-Robbinsville airport via V-312 V-1 White RBV, climb to 5000, at ALBEK Contact McGuire Approach 126.47, squawk 3630." Always read back clearances: "Roger, King Air 350KA is cleared to Trenton-Robbinsville airport via V-312 V-1 White RBV, climb to 5000, at ALBEK Contact McGuire Approach 126.47, squawking 3630." Note that you received the clearance prior to reaching OOD. Therefore, you turn towards and intercept the V-312 airway (green dashed line). If you had not contacted Philadelphia Departure or had not received a clearance before OOD, you would enter the published holding pattern at OOD, per the missed approach instructions. As you are nearing ALBEK, switch frequencies per your clearance and contact McGuire Approach: "McGuire Approach, King Air 350KA at ALBEK, 5000'." McGuire Approach responds: "Roger King Air 350KA. Report WHITE." You: "Roger, report WHITE." Transitioning from V-312 to V1 and turning over CYN. You can see the hangars at NAS Lakehurst. At WHITE you call: "McGuire Approach, King Air 350KA at WHITE." McGuire Departure responds: "350KA is cleared for the Robbinsville VOR 29 approach." We respond: "Roger, 350KA, cleared for the Robbinsville VOR 29 approach." Note that since McGuire Approach shortened our callsign, we now may do the same, but only with this controller on this frequency. Departing WHITE towards RBV. Review the plate for the VOR 29 approach to N87. Look for the same types of data as you did for the PHL approach. Items such as frequencies (Comm and Nav), how to identify the FAF, inbound course, altitude restrictions, minimum weather, runway lighting, timing from FAF to MAP, missed approach procedure, and other notes. Approaching RBV At RBV (FAF) inbound you call McGuire Approach: "McGuire Approach, King Air 350KA is RBV outbound on VOR 29 approach to Robbinsville." McGuire Approach: "Roger 350KA, report field in sight." "McGuire Approach, King Air 350KA has Robbinsville runway in site, VFR, request close my flight plan." McGuire Approach: "Roger 350KA, your IFR flight plan is closed." Easy line up to runway when weather is good. Switch to the CTAF: "Robbinsville traffic, King Air 350KA RBV inbound on VOR approach to Runway 29." When the weather is at or near minimum, we are high and close to the runway. This often catches pilots by surprise, and they may be tempted to dive for the runway. We were configured and prepared for this steeper visual slope. If not, we either would circle (if weather and the approach allow), or we would execute the missed approach and determine a safe course of action. Landing, how I wish the day went. Instead, this was our landing roll-out. Rain, rain, and more rain. Parked safely on the ramp. NEED MORE COFFEE I hope that this flight gave you an appreciation of the myriad considerations that go into ensuring a safe IFR flight, from flight planning to pre-flight, and from take off until landing. Now pick a couple airports, anywhere in the world and give their instrument approaches a try. I want to thank Larry Nussbaumer (lnuss -- that's a Lower Case L, not an Upper Case I) for his review and editing of this tutorial. The Author PhrogPhlyer (FlightSim.Com) has over 5,000 hours of flying in various aircraft, both fixed and rotary wing, military and civil. PhrogPhlyer holds multiple FAA certifications to include ATP, CFI, MEI, Ground Instructor-Instrument and BV-107 Type Rating.
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Multiplayer Formation Flights Written by Larry N. (lnuss) As PhrogPhlyer has mentioned in his tutorial "Formation Flying for the Simulator Pilot" (located here), there are two basic ways of flying formation in FSX (and in Prepar3D V1 and V2), following AI traffic and via multiplayer. Here I'll talk mostly about multiplayer. If you want strictly formation flying in multiplayer then you'll have to scroll down further, but here comes a lot of other information about multiplayer operation, always with just two (or rarely three) of us together. There are two basic methods of multiplayer in FSX, either 1) connecting to a specialized server where many folks join in at random, or 2) either hosting a session yourself or joining an individual who hosts a session. Because my current setup is for P3D V2.4, I'll use it for this discussion but it's essentially the same as the original disc version of FSX, since P3D was initially based on that version of FS. Prepar3D V2.4 You enter the sim just as you would for any other session of the sim and hit OK or Fly Now or whatever your version uses for "let's do it." Figure: I'm looking backwards at my wingman - Mike loved to cut up Once your aircraft is ready to fly, go under the file menu and select Multiplayer. When the screen comes up, put in your name as you want it displayed to others in your session. Clicking on Network Settings in P3D V2 shows a Network Settings screen where you can set the range of ports (6112 to 6122 is what I need in P3D), a checkbox to enable the built-in voice communications or not (for me it's been very weak, so we use Mumble/Murmur) and otherwise leave the default settings. Now say OK and click Sign In. This brings up a different Multiplayer screen (Distributed Simulation Session Selection) where any sessions that are currently available to you can be selected (I don't have any available at the moment), along with a choice of Connect Directly (IP) or Host Session or Logout. Connect Directly requires you to put in the host's IP address, such as 47.186.7.197, then hit OK. It should then start the connection process, but obviously you must first know the host's address and have it entered correctly. When you hit OK it'll say "Trying To Connect..." until it either connects or times out. If you elect to host a session you'll get e Create New Session screen which asks for "Room Settings" such as Room Name, optional password, visible publicly or only privately, and session type, either Free flight (which I always do) or Mission, along with a choice of how many players are allowed and time until the session starts (I always leave it at zero). There is also an Additional Options tab which allows you to control whether players can change realism settings, share aircraft, pause the session, and more, including a chance to enable shared voice communications. Now it goes to a Choose Your Flight Options screen which allows setting up other factors, including loading a saved flight (not reliable though). Then you are put in the Distributed Simulation Session Lobby where you can wait for others to join (and see who, etc.), change options, or Fly Now. Figure: L-16s in FS2004 In FSX it's essentially the same but the screens and options are somewhat different from the P3D V2. When you start FSX (mine's set up to go to the Settings page initially) you select Multiplayer and it will bring up the Multiplayer - Sign In page where you can choose Local Network (LAN) or Internet (Game Spy). You can also choose Network Settings which gives you the same choices as in P3D, port range: 6112 to 6122 and the check box to enable voice communications. Since I've never used Game Spy or other such servers, I always do Local Network after entering my "player name." Again, you get into the Multiplayer -- Lobby where you can either Host a Session or Connect Directly. Connecting directly asks for the IP address (for example 173.57.85.90) of the host, then clicking on FIND SESSIONS says trying to connect, then will either connect to the session or time out, as in P3D. For hosting a session you again enter the Session Name, optional password and select where it will be visible. Clicking NEXT brings up Session Conditions where you can select your role (Pilot or Air Traffic Control (new for FSX), aircraft type, weather, etc., much as in P3D. NEXT brings up Host Options page to select maximum players, voice communications, sharing, similar to P3D. And Advanced Host Options allows you to control whether players can change realism settings, change location after joining and many other choices for the host to control. NEXT puts you in the briefing room where you can see others joining and Fly Now. This is probably a good place to mention some things that FSX changed from previous versions (some good, some not so good, IMHO), such as cockpit sharing in multiplayer (a wonderful option). Most of the following is from my 20+ years of flying in various versions with my friend Mike (RIP) who was also a real world pilot (I met him when I got a chance to tow gliders for his glider operation in Albuquerque), and a lifelong friend. Figure: A pair of T-6 Texans in FS2002 From FS98 through FS2004 (don't know about prior versions) Mike and I loved to do many odd things, many of which wouldn't be safe in the real world, such as flying along roads and rivers at 50 ft. AGL or less, or putting on an airshow for each other at whichever airport was handy. And one thing that we absolutely loved was to stop on the ground and change from one aircraft type to another (perhaps from a Cub to a Baron or from a Cessna to an F-86) before continuing on in whatever situation we wished, whether local or cross country, whether mountains or ocean or flatlands or coastlines, or exploring a city or a small mountain valley. The reason I mention all this is that in FSX, with its shared cockpit, you suddenly had to exit the MP session before you were allowed to change aircraft (even to another of the same type), which put a damper on certain operations but opened up the chance to fly together with one piloting and the other sightseeing, or even (rarely for us) sharing cockpit duties as if it were a two pilot operation. Another factor to consider for all MP sessions is that, except in FS98 where the sim attempted to transfer some graphics over the internet connection, you can only see aircraft graphics that you have actually installed on your system, so that if the other player(s) use aircraft that you don't have you'll see whatever substitution the system decides on. So, it's rather odd to each be flying a Cub (but different versions) and see, perhaps, a Grumman Goose for the other player, though it behaves like the Cub the other player is flying. You also must both have the exact same Title field in the aircraft.cfg file for that aircraft: title=Cessna Skyhawk 172SP Paint1 Change one character and you'll get a substitution. In addition, if you're cockpit sharing the VC absolutely MUST be identical at both ends, but though only one can do the actual flying (stick and rudder) most other controls (radios, lights, flaps, etc.) can be operated by either pilot. Figure: Twin Beeches D-18 in FS2004 When in multiplayer there is no AI traffic or AI boats, so any aircraft you see out there is someone in the session. There are many viewing modes (VC, 2D cockpits, spot view, tower view and a nice one which allows you to look at the other players' aircraft (selectable if more than one other player), much as you can do with AI traffic in single player mode. That's what we mostly used when putting on airshows for each other, but we found it not so helpful for actual formation work. In real life, any aircraft, ANY aircraft in coordinated flight which is turning at a given bank angle and airspeed will have exactly the same turning radius and rate as any other at that angle and speed. In FSX and before (and in P3D V1 and V2) not all flight models make this happen (actually few do). This makes formation flight more difficult than it should be when aircraft don't react the same. Before trying to learn formation flying you'll want to be sure you have a smooth frame rate because much jerkiness in the visual will make it tough for even experienced formation pilots to maintain formation when in close, and it'll be tough to force yourself to maintain small, slow corrections. So, you'll want to pick an area away from big cities or other graphics-intensive areas in order to maximize your frame rate, at least until you can get comfortable with the basics. Another thing you might occasionally see is a sudden jump, where one of the aircraft seems to jump way ahead or drop way behind (depending on which one you are). There are a very few scenery areas where this might happen because of scenery errors (not your fault, just the way it's designed) and it may happen once in a great while from internet delays -- fortunately this is rare -- but in this case you may well soon see the other aircraft come back close to where it was in relation to you. Finally, if you're flying along in formation and the other aircraft doesn't turn (when you're lead), but just keeps going straight ahead, even into a mountain, and on and on, then you've likely lost your internet connection, so must reestablish it. Techniques, Etc. When learning to fly formation in FS it might be good to start with following an AI aircraft, but since that's done in single player mode you can do it on your own. In multiplayer you and the other player (I recommend you start with just one other player) need to have good voice communications and whoever is lead at the time needs to be slow and gentle in his maneuvers (much as in real life) to avoid aircraft damage and/or losing sight of the other aircraft. I suggest that you begin with straight and level flight, perhaps with lead initially on autopilot, letting the wingman catch up and gently close in, which will take a LOT of practice and a lot of patience. Before flying, it is helpful to establish initial parameters for the flight, where and what you intend to do as a flight. The lead's responsibility is for the safety of the flight by providing a stable platform for the wingman to fly against, while also scanning for traffic that may be nearby. As a minimum, determine an initial altitude, heading, and airspeed that the wingman will establish and maintain. When the flight lead changes, the new lead assumes these responsibilities. The wingman's responsibility is to keep the lead informed of any situation that develops other than as planned, such as losing sight of the lead, or rapid closure rate that will lead to an underrun. Anytime the wingman loses sight of the lead or is in a position too close to the lead or is closing rapidly, the wingman should safely break away from the flight. Reduce power, allow the lead to move ahead and then reestablish your wing position. An important reminder here: Lead MUST not fly at full power. He must leave a reasonable margin under full power so that the wingman can make power adjustments (both increase and decrease) to stay in position. You'll probably want to start with staying a few plane-lengths/wing spans apart until you can hold that fairly steady, then gradually work your way closer a little at a time, being sure you can stay fairly steady at each distance. By the time you're within a wingspan of each other you'll need to be more than just "fairly steady," mostly using almost imperceptible control movements (it's better to think of slight control pressure changes than of movements), so it'll take time. Unless only one of you wants to fly formation it is good to change lead every few minutes, initially, so that you can both learn -- it'll make you a better lead, too -- but don't do it too soon because that would prematurely interrupt your learning since it initially can take quite a while just to learn to stay in sight without wandering all over the sky. Patience and slow, small corrections are the keys. Once you can stay in decent (not perfect) formation while straight and level then you'll want to start working with gentle turns (shallow bank angles) and with slow (200-300 feet per minute) climbs and descents and level-offs. Once you can do these reasonably well, then combine climbing and descending with turning (both directions- remember power changes needed to maintain position). For the more adventurous souls you can, within limits, learn to do formation aerobatics (obviously you need to first learn aerobatics), but with the visual and audio limitations, the fact that you can't actually feel anything you're doing, and with some sim performance limitations you won't be able to do all of it. But loops and rolls, sometimes maybe a split S, are doable, though when coming down the back side of a loop it's easy to lose your place, even to lose sight of lead. The Author Larry Nussbaumer (lnuss -- that's a Lower Case L, not an Upper Case I) is a former CFII (Certified Flight Instructor Instrument) with instrument, multiengine and glider on his commercial certificate, who flew part time as instructor, glider tow, banner tow, etc. over more than 30 years, based mostly in The Albuquerque and Denver areas (lots of high country, think density altitude). Having flown around 60 different types of aircraft, (mostly light singles and twins, including most Cessna and Piper singles, Grumman American and many more), made for a variety of experiences. More than half of his time is in tailwheel aircraft, such as Piper Cubs, Cessna 170/180, Stearman and Great Lakes. Larry started simming in FS98 and continued right on through FSX and Prepar3d V2.4, mostly in multiplayer with his friend Mike (also an experienced CFII), via direct connect rather than a public server such as Game Spy, so formation flying was a foregone conclusion.
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Boeing 747-8 Flight Management System Setup - AAU2 - LNAV/VNAV Autoland - CYYZ-KBOS FMS Tutorial Video by Laurie Doering The Aircraft and Avionics Update 2 (AAU2) by Working Title to the default Boeing 747 in Microsoft Flight Simulator 2020 brings this aircraft closer to a study level/immersion experience. We program the Flight Management System (FMS) with the essential data to experience a completely automated flight with LNAV and VNAV execution from departure to touchdown using the autoland system. This 397 nm flight departs from Toronto (CYYZ) runway 05 and arrives in Boston (KBOS) runway 22L. The 747 follows the flight plan to perfection. Please consider a subscription if you enjoyed this video. Blue skies to all pilots! Laurie Doering TheFlightLevel Get UPS livery here
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Tutorial: Maneuvering During Slow Flight -- Common Mistakes
Nels_Anderson posted an article in Featured
Maneuvering During Slow Flight -- Common Mistakes By thecorporatepilotdad If you've ever heard the phrase "pitch for airspeed, power for altitude", this is where this concept is learned and applied for takeoff and landing as well as go-arounds and missed approaches. Learn the ins and outs of maneuvering during slow flight in this next video in my Learn To Fly Here series. Slow flight teaches airspeed control that must be learned in order to become a licensed pilot. Airspeed control is essential in the traffic pattern during landings, go-arounds, and during takeoff and climb out. As a former flight instructor with nearly 2,000 hours of dual flight instruction given, slow flight is one of the most important maneuvers that needs to be done correctly and well in order to have superior airspeed control. Maneuvering during slow flight is demonstrated in Microsoft Flight Simulator with the default Cessna 172. Tips and common errors are given and the FAA Airplane Flying Handbook is used as reference along with the Airman Certification Standards (ACS) which is formerly known as the Practical Test Standards (PTS). This video is intended as entertainment and is NOT meant to replace instruction from an appropriately qualified flight instructor. thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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thecorporatepilotdad presents a new tutorial video for MSFS 2020 pilots. In this video, climb, cruise, and descent profiles and planning will be covered. As a Professional Pilot who has flown 400 series Twin Cessna aircraft for hundreds of hours, some real-world procedures are shown. How much fuel and time does it take to climb to various altitudes? That information will be given as well. Power settings for climb, cruise, and descent are shown. Cruise charts from 1,000 to 30,000' are shown. A brief explanation of setting power from the charts is given and actual performance versus charted performance is compared. Descent planning is simplified when it comes to power management. If looking for methods of planning when to start a descent to reach a desired altitude, that is NOT this video. Power management in the descent is simplified and the method shown will greatly reduce pilot workload and make flying the FlySimWare Cessna 414AW much easier by committing a few numbers to memory. Flysimware Cessna 414AW Systems and Switches video: https://www.youtube.com/watch?v=yfCLvZbr8YY&t=0s Performance charts for cruise can be found in the FSW Cessna 414 flight manual at: https://flysimware.com thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets.
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RNAV Approach to LPV Minimums | Straight In + Circling Approach | FlySimWare Cessna 414AW By thecorporatepilotdad From entering the approach into the TDS GTNXi in the FlySimWare Cessna 414AW, to intercepting the final approach course and flying an RNAV approach to LPV minimums, the set up of the approach, approach briefing, and concepts covering speeds and power settings to be flown are shown. After the straight-in approach, approach categories and operations covering a circling approach are covered before flying the approach. Whether using the TDS Simulations GTNXi, GNS 430/530, or other GPS,the concepts of the RNAV/GPS approach remain the same once the approach is loaded. Charts in the video are provided by Navigraph -https://navigraph.com Images in the video are from the Instrument Procedures Handbook published by the FAA which can also be found here in hard copy form -https://amzn.to/3CGpWtQ FAA Aeronautical Information Manual along with Federal Aviation Regulations in paperback -https://amzn.to/3CGpWtQ All about WAAS -https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/waas/howitworks This video is for entertainment purposes only and intended for use with Microsoft Flight Simulator. This video does not intend to replace instruction received by a qualified and certified flight instructor. thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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Tutorial: TDS Garmin GTNXi | Little Known [AWESOME] Features
Nels_Anderson posted an article in Featured
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TDS Garmin GTNXi | Little Known [AWESOME] Features By thecorporatepilotdad The Garmin GTNXi by TDS Simulations is packed full of useful features for use in Microsoft Flight Simulator. This video features 3 little known features that I use quite often that may be helpful to others. 1. Loading an approach. Approaches with LPV minimums can be loaded into the GPS without navigating several menu screens. This method is a very fast way of entering an RNAV approach with LPV minimums. 2. Traffic Information. Did you know more information about nearby traffic can be discovered? 3. Missing airports or points of interest can be entered with"User Waypoints" with the aid of Google Earth or Google Maps. The Garmin GTN 750xi is shown, but this also works for the Garmin GTN 650xi by TDS. More information on the Garmin GTNXi for MSFS can be found athttps://www.tdssim.com/ thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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Setting the Altimeter - Two FAA Private Pilot Written Test Questions By thecorporatepilotdad Two questions from the FAA Private Pilot Written exam are shown with explanations, but some basics of setting the altimeter are shown first. Ever heard of a Kollsman window? In this video, you will find out why it is named a Kollsman window. An altimeter can be set using automated weather, but if automated weather doesn't exist at the departure airport, field elevation can beset into the altimeter. Both methods are shown as well as where to find automated weather frequencies on a sectional chart and in the FAA Chart Supplement book. Microsoft Flight Simulator is used for visual effects and may not be representative of how a real aircraft acts in every way. This video is for demonstration and entertainment purposes, and not meant to replace instruction from a qualified instructor. thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using FlightSimulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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Tutorial: Practice Holding Pattern Entries Here - 10 Hold Entries
Nels_Anderson posted an article in Featured
Practice Holding Pattern Entries Here - 10 Hold Entries By thecorporatepilotdad If you are learning holding patterns and hold entries, this video will help practice figuring hold entry method based on the location the aircraft is coming from. There are 10 scenarios after the example. It is possible some entries will be between two sectors and one of two entry types could be used. Answers will be given after the timer counts down and the animated airplane will fly the approximate entry. Visuals are shown with Microsoft Flight Simulator. The aircraft used in the video is the Turbo Arrow IV made by Just Flight. thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast Just Flight - PA-28R Turbo Arrow IV About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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Tutorial: FAA Exam: When Is Supplemental Oxygen Required?
Nels_Anderson posted an article in Featured
FAA Exam: When Is Supplemental Oxygen Required? By thecorporatepilotdad If flying in an UNPRESSURIZED airplane at 13,000 feet, is oxygen required, and if so, when is it required? What about passengers? Are they required to use oxygen or can it just be supplied to them? This question deals with supplemental oxygen when flying in an unpressurized aircraft. The altitudes listed in FAR 91.211 state altitudes as CABIN ALTITUDES, but the question is in regard to unpressurized aircraft, so MSL altitudes are used. FAR 91.211 (Supplemental Oxygen Requirements) state when oxygen is required. Instead of reading the regulation, here is a visual representation on when oxygen is required. Without the use of oxygen at higher altitudes, hypoxia becomes a concern. A simulated effect of hypoxia is show on screen as well as information on where to get high altitude training in an altitude chamber to learn more about a person's effects of hypoxia. This video details a question from the FAA Instrument Knowledge exam (AKA Instrument Written) in a series of videos showing questions and explanations of FAA written questions with topics that pertain to pilots and and even users of Microsoft Flight Simulator looking for a more realistic experience. All facts in this video are subject to change. This video is intended as entertainment and any regulation used in videos should be fully understood by the viewer and regulations are subject to change. Visuals are shown with Microsoft Flight Simulator. The aircraft used in the video is the Turbo Arrow IV made by Just Flight. thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast Just Flight - PA-28R Turbo Arrow IV About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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Tutorial: FAA Exam: Holding Pattern Entry Explained Required
Nels_Anderson posted an article in Featured
FAA Exam: Holding Pattern Entry Explained Required By thecorporatepilotdad From another question that could be seen on the FAA Instrument Pilot Knowledge exam, this video will show how to solve a question on which type of hold entry should be used. The question only gives the following information"... Cleared direct to the ABC VORTAC. Hold west on the 270 radial." Additional information needs to be known before the problem can be solved. That information and the answer to the problem is given . Types of entries and how to determine holding pattern entries are given. Direct, parallel, and teardrop entries are the choices, but only one is the correct answer. Visuals are shown with Microsoft Flight Simulator. The aircraft used in the video is the Turbo Arrow IV made by Just Flight. thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast Just Flight - PA-28R Turbo Arrow IV About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. -
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Tutorial: FAA Exam: Non-Precision Approach Rate Of Descent Required
Nels_Anderson posted an article in Featured
FAA Exam: Non-Precision Approach Rate Of Descent Required By thecorporatepilotdad How fast should the aircraft's descent rate be between two fixes to arrive at a certain altitude on a non-precision approach? This quick video shows how to determine distance traveled in nautical miles per minute. Knowing the distance traveled per minute and the amount of altitude loss required, the rate of descent in feet per minute can be calculated to arrive a certain fix at a predetermined rate of descent. This is one example of the many questions asked on the FAA Instrument Knowledge Exam (aka IFR Written Test). thecorporatepilotdad Youtube channel The Corporate Pilot Guys Podcast About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 7000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets.
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