Fly Away Simulation

FSX: 737-800 IFR ILS Approach Walk-through

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Video Transcription

Hey, guys. We're in [an IFR] approach. We're on final approach right now to 1-7-Left at Austin-Bergstrom International Airport in Austin, Texas. We're at a quarter mile visibility--we're coming through some overcast clouds right now. We got the autopilot on, holding us on the localizer. We are set to 110.50 and that's the idealized frequency for runway 1-7-Left. And then our DME: We're on a 17 mile final.

So, we'll be tracking inbound on the localizer for 1-7-Left all on our way in. Looking at the screen here, in our bottom left hand corner we've got our P.F.D., Primary Flight Display. That just basically shows me what the airplane is doing at all times.

On the right-hand side of the attitude indicator there's a little pink diamond that moves up and down. That's called the glide slope indicator, or the G.S.I. The idea is to keep that little pink diamond as close to the center as possible, as close to that little horizontal line as possible, throughout the descent. But for IFR conditions and night time conditions it's better to keep that diamond below the line. Not too much, but just below the line, so we make sure we're not getting dangerously close to the ground.

But we want to remain about 180 knots on final approach, so we're going to back off the power here and I'm going to extend the flaps. I want to move our view back there so I can see the flap indicator. Coming off the 220 knots down through 3,700 feet. Actually, climbing a little bit. Don't want that. Want to keep descending toward the runway.

All right, coming up on a ten-mile final here. Our diamond is a little bit below the glide slope there but that's okay. Coming down to 180 knots, 190, there. Back off the power a little bit more.

Now there's two different kinds of altitudes: there's MSL and AGL. MSL is based on sea level and barometric pressure. It tells you how high you are above sea level and sea level is the same throughout the whole world because its water. It's all evenly distributed, and AGL is above ground level. It's actually how high you are from the ground below you. And right now this little indicator at the bottom of the attitude indicator just popped up. It says 2,100 feet right now. That's how high I am from the ground.

And that's really helpful when doing an IFR approach because you actually, you don't have to do any calculations in your head. It's right there. That's how high you are from the ground so that's really nice. So, right now I'm 2,000 feet away from the ground below me. Coming down through 180 knots. I'm still heading toward the runway. Seven-mile final. Our diamond is getting a little low there so we'll push over and expedite our decent there.

Going to keep adding flaps. I'm going to go ahead and drop full flaps on this big 737. Slow ourselves down here. Coming down through 170 knots. I'm going to go ahead and scoot the camera forward so all I see is out the front of the instrument panel. There, we are way above the glide slope. Need a little bit of power and pitch over a little bit. Come down 2,100 feet. Fiv-emile final. Checking in with our speed, 155 knots. We're looking good.

As we get closer to the runway we're going to want to maintain about anywhere between 140 and 160, but 140 is kind of getting a little low. So, we'll stay around 150, 160, somewhere around there. Alright, we're going to keep descending until I see my diamond start moving there. It's kind of pegged all the way down there. Coming down 1700 feet. We're high, we're pretty high here so I'm going to go ahead and back the power all the way out to idle until I see that diamond start coming up. We're 3.3 miles. [background noise]

Okay, there comes that diamond so give it a little bit of power to maintain glide slope. Coming back down through 170 knots. 460 feet off the ground. [background noise] There I see the runway right in front of me. There are the, what we pilots call the rabbits, those flashing lights guiding straight into the runway. Keep a little bit of power in to keep this bird in the air until we're ready to flare [out]. Coming over the numbers here. Coming in a little fast but we got plenty of runway. Power to idle, begin our flare.

Waiting for it to touch down here, there's our touchdown. Disengage autopilot, spoilers up, reverse thrusters. And we'll tap the brakes a little bit, see if we can...I'll just go ahead and overshoot that high speed turnoff. I won't be able to make that.

Okay, we've slowed down enough. We'll go ahead and give ourselves normal power. Take the spoilers down, and we'll coast her off the runway. Those little intermittent red lights in the middle of the runway, in eye of our conditions and nighttime conditions, when the lights are on indicates that you're getting close to the end of the runway and then right, here, the red lights become solid red. That's really helpful at night or if our conditions just tells you how close you are to the end of the runway so you don't go crashing off the end of the runway. That's a little glitched up there.

Okay, we'll follow this yellow line off the runway here, past the whole short line. At this point, we'd switch over to ground control and tell them we want a taxi to the gate. That was a really good landing. That was one of my best landings, actually. The approach was okay. I could have done better on the approach but, yeah. Comment. Rate. Subscribe. I'll see you guys later. Thanks.

Original Image Size
320 x 240
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Date Submitted
Wed, 30 Oct 2013 16:46:37 GMT
Overall rating of 6 out of 10 with a total of 4 votes.



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IceemanWed, 06 Nov 2013 15:45:24 GMT

On a scale from 1 to 10 that approach was a 2 at best. This is a good tutorial on what not to do on an IFR approach. A good approach is a stable one, IMC or VFR. An IFR approach we use our min safe alt and sector altitudes, then we slow down and configure. Glide slopes are designed to be captured from below and kept center, which is the whole purpose of an ILS" On the LOC and on Slope". In a real life situation " Go around, max power "

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