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  1. Australia's Only Civil IFR Mid-Air Collision By Frank's MS Flight Sim Come see this sad video about Australia's only mid-air collision between two civil aircraft in IFR flight. It happened in 2020 and took the lives of four people including my own CFI. It should never haver happened. We'll look at the circumstances of the accident and what's been done since to help prevent the same sort of thing happening again. Again, the Swiss Cheese Model of Accident Causation applies here. Hopefully this video will help those of us who fly for real to be even more safety conscious. Frank's MS Flight Sim https://www.youtube.com/@FranksMSFlightSimulator About Frank's MS Flight Sim New channel begun in 2021. Visit notable airfields and areas in Microsoft Flight Simulator (MSFS). Themes so far include: WW2; Bush/Mt./Water/Outback strips; “Golden Oldie” strips; heritage/vintage strips; and aircraft accident investigations. More different themes to come. Expect a new video roughly each week. Provides brief, interesting information, often with history, geography, maps, pictures etc, and great places to fly in MSFS. Focus is on interesting content rather than production values.
  2. Instrument Simming 21st Century is an all-new manual that replaces TopSkills’ former instrument flying manual. This entirely new manual defines, describes, and explains instrument flight for home simulation pilots with emphasis on modern technology. Instrument flight, commonly referred to as “IFR,” is required when weather obstructs visibility, for all commercial flights, and all flights higher than 18,000 feet above mean sea level. Flight simmers embarking on such flights should apply IFR for the utmost realism. In nine distinct chapters, this new manual defines instrument flight, describes instrument-flight rules (IFR), and explains aircraft instruments used in instrument flights. It also explains making and filing flight plans and reading and using official instrument-flight charts. With specific focus on instrument flying, four chapters instruct on planning and preparing, taxiing and taking off, flying en route, arriving, and approaching in step-by-step directions. One appendix provides instrument-flight exercises, and another defines acronyms used in the book. This 156-page manual is published in portable document format (PDF) for clarity of pages, images, and tables and for ease of use by all flight simmers. A free V-speed card is included, as is an official flight-plan form for laying out plans before filing them. “Flight simmers seeking true realism will enjoy the knowledge gained from this comprehensive manual,” promises author Bill Stack. Instrument Simming 21st Century is available from the FlightSimCom Store.
  3. 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.
  4. 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.
  5. 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.
  6. 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.
  7. 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.
  8. FAA Exam: Rate Of Descent Required By thecorporatepilotdad This video shows how to determine the rate of descent required to become established on the glide slope on an ILS approach. The climb and descent table is used, but also two methods for figuring the estimated rate of descent to maintain a 3 degree glide path is also shown. These methods are demonstrated with the use of Microsoft Flight Simulator as a visual aid. This is one of the types of questions on the FAA Instrument Written exam. Note: In general, an ILS has a glide slope and a RNAV (GPS) approach has a glide path. These two words were used interchangeably on the test question. 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.
  9. FAA Exam: Rate Of Climb Required By thecorporatepilotdad Here is the next in a series of videos that give explanations of the FAA instrument written exam questions. Each video will be short and cover just one topic. The Instrument pilot knowledge exam asks questions pertaining to rate of climb required when given a departure procedure with a climb requirement given in feet per nautical mile. The formula for this problem is shown but also, an easier example of an aircraft climbing at 60 knots over the ground is shown as a baseline. This is one of the many types of questions given on the FAA Instrument Written exam. The aircraft in the video are the default Cessna 152 and the Cessna 414 by Flysimware in Microsoft Flight Simulator. 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.
  10. FAA Exam: What is TDZE or Touchdown Zone Elevation? By thecorporatepilotdad Here is the next in a series of videos that give explanations of the FAA instrument written exam questions. Each video will be short and cover just one topic. What is TDZE, or Touchdown Zone Elevation? The abbreviation "TDZE"is seen on almost every standard instrument approach procedure (SIAP). What is TDZE and what does it mean to a pilot? This quick explanation will give the answer in just over one minute and also demonstrate a type of question on the FAA Instrument Written Exam. Visuals are made with instrument approach plates along with the aid of Microsoft Flight Simulator. 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.
  11. FAA Exam: When To Switch VOR Frequencies? By thecorporatepilotdad Here is the first in a series of videos that give explanations of the FAA instrument written exam questions. Each video will be short and cover just one topic. Where would the VOR changeover point be made flying from JNC to MANCA flying southbound on V187? When should VOR frequencies be switched? Whether playing Microsoft Flight Simulator or studying for the FAA Instrument Written exam, the subjects apply to both areas. This is a possible question that can be asked on the FAA instrument knowledge exam. What is a VOR changeover point (COP)? The three times a VOR changeover point occurs are discussed in the video. VOR changeover points occur when: A changeover symbol is shown on the map Halfway between two VORs in the absence of a COP symbol If there is a bend in the airway The video is illustrated with low enroute charts and Microsoft Flight Simulator. The Turbo Arrow IV on the IFR en-route charts and in MSFS is by Just Flight. About Just Flight Piper Turbo Arrow The PA-28R Turbo Arrow III and Arrow IV are four seater, turbocharged piston-engine aircraft equipped with a retractable tricycle landing gear and constant-speed propeller – ideal for touring and instrument training. First available in 1977, the Turbo Arrow III was the first turbocharged variant of the PA-28R Arrow, retaining the conventional tail of the Arrow III and a new cowling which housed the six-cylinder turbocharged engine. The Turbo Arrow IV followed in 1979 and featured a distinctive T-tail. The aircraft is flown all around the world and this add-on reflects that global popularity, featuring ten liveries from the USA, UK, Germany, Switzerland, Austria, Australia and the Czech Republic. The PA-28R Turbo Arrow III and IV for Microsoft Flight Simulator features a native model and 4096 x 4096 PBR materials for the highest possible texture detail and clarity. 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.
  12. Standard Rate Turns And When Not To Use Them Standard rate turns are used when flying under Instrument Flight Rules (IFR). A standard rate turn is 3 degrees per second and bank angle to maintain standard rate increases as airspeed increases.Markings on the turn coordinator are also explained. A simple math formula is used to compute an estimate of standard rate and there are limits to bank angles used in standard rate turns and those scenarios are shown in the video. Half standard rate turns are used when instructed by ATC and also on the final approach course when doing an Airport Surveillance Radar (ASR) or Precision Approach Radar (PAR) approach in the event of gyro failure. This video is for entertainment purposes only and is NOT meant to replace instruction from a certified flight or ground instructor. thecorporatepilotdad Youtube channel 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.
  13. /images/howtos/ifrclear/title.jpgIFR Clearances Explained - Five Clearances with Real Air Traffic ControllersIf you're an instrument student or a newly rated IFR pilot and IFRclearances are intimidating, this video will show the basics of an IFRclearance and make them a little bit easier to copy and understand.This video shows how to copy clearances with and without using CRAFT.I recommend NOT using the CRAFT acronym after the format is understoodas shown in the video. Clearances are requested from ClearanceDelivery, Ground, and (simulated) over the phone at a non-toweredairport where a clearance void time would be received. This video shows the basics of IFR clearances. Current and formerAir Traffic Controllers read five different IFR clearances ranging fromeasy to difficult. There are clearances that are cleared as filed,partial full route, full route, and clearances at non-towered airportswith a clearance void time. The goal of this video is to explain thebasic concepts of an IFR clearance, the differences between types ofclearances, and most of all, for instrument students to be able topractice writing IFR clearances read by Air Traffic Controllers. The same concepts apply to requesting, copying, and reading back anIFR clearance for those using live ATC services on Microsoft FlightSimulator such as VATSIM and PilotEdge. thecorporatepilotdad Youtube channel About The AuthorThis video is produced by thecorporatepilotdad. He has been aFlightSim.Com member for close to twenty years and using FlightSimulator since back in the day of FS98 and FS2000. He is also aprofessional pilot with over 7000 hours of real world flightexperience ranging from Cessna 152s to super-mid size businessjets.
  14. Na FlightGear in 2020 overgestapt naar FS9/FS2004. Prachtig op standaard PC. De 24 standaard vliegtuigen… en de downloads. VFR or IFR het is allemaal mogelijk…. Eelde in de mist. Of met de Learjet-45 een rondje Eelde.
  15. /images/notams/notams20/ifr1022/ifr1022.jpgChangelog v1.4This is a major quality of life update which adds a multitude of improvements: On-screen objectivesVisible markersAudio cleanupRebuilt and improved mission triggers, adding extra steps to missionsMany minor issues addressedAbout FS Academy: IFR for MSFS 2020Instrument flight training missions return, better than ever, withFS Academy - IFR for Microsoft Flight Simulator. IFR is an all-new, study-level package to take your skills to thenext level. Produced by a real airline captain, IFR gives you the knowledge andskills to fly like the professionals to get you home on those dark andrainy nights. /images/notams/notams20/ifr1022/ifr-1.jpgMirroring a real Instrument Rating course, IFR is an authentictraining experience applicable to everything from a Cessna to a 747,covering both analog 'steam' gauges and modern glass cockpits. You'llbegin in the conventionally equipped Cessna 152 before moving forwardsto the glass cockpit Cessna 172 and multi-engine Diamond DA62. Use real techniques and Jeppesen charts to fly complex true to lifeprocedures with your instructor guiding you every step of the waythrough a series of 12 authentic missions covering all you need toknow, culminating in taking your virtual Instrument Rating Checkridewith your examiner. /images/notams/notams20/ifr1022/ifr-2.jpgThe skills you will learn are transferable to practically anyaircraft, from a Cessna 152 to a 747 and everything in between. Accompanied by a comprehensive ground school, begin with the basicsof IFR flight before moving through the course and taking your virtualInstrument Rating check ride. /images/notams/notams20/ifr1022/ifr-3.jpgPurchase FS Academy - IFR for MSFS See other products from FS Academy
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