Hello Joshua,
SEIZING A TEACHING MOMENT.
I hope you do not mind, but I am going to use your video as a tutorial for
all BVI pilots, explaining what to do and NOT do when flying.
CLIMB OUT SPEEDS:
I strongly suggest that you read the section entitled Airspeed Control on
PAGE 66 of the IYP Flight Deck Doc. It will answer (in exhaustive detail)
all of your questions regarding climb out speeds and rates of climb for
both non auto-throttled and auto-throttled aircraft. For example, it
describes how power is used to control the aircraft's altitude and the
aircraft's elevator to control airspeed.
DESCENT:
Before takeoff, if in response to the question, "Would you like me to
control the airspeed throughout the flight?" you answer in the affirmative,
it is VITALLY IMPORTANT that you let your co-pilot handle the airspeed
throughout the entire flight. You should NEVER call for a change in
airspeed during flight until the descent checklist has been completed and
the co-pilot hands back control of the airspeed and states, "Captain, it's
your plane". Your co-pilot is taking everything into consideration - fuel
weight, passenger load, winds aloft, etc., etc., etc. In other words,
if/when ATC asks you set the airspeed during descent, simply IGNORE THE
INSTRUCTION because your co-pilot will maintain the correct airspeed. For
example, your co-pilot will reduce the IAS to 240 knots below 12,000 feet
in order to reduce the airspeed to approximately 250 knots below 10,000
feet.
FAA REFERENCE:
A person shall not operate an arriving aircraft at an indicated airspeed in
excess of 250 knots (288 m.p.h.) during flight below 10,000 feet mean sea
level within 30 nautical miles of an airport where a landing is intended or
where a simulated approach will be conducted unless the operating
limitations or military normal operating procedures require a greater
airspeed, in which case the aircraft shall not be flown in excess of such
speed. This amendment shall become effective on December 19, 1961.
(Sec. 307 of the Federal Aviation Act of 1958; 72 Stat. 749; 49 U.S.C. 1348)
Issued in Washington, D.C., on November 13, 1961.
I strongly suggest that you read the section entitled Starting your Descent
and Calculating your Descent Rate on PAGE 42 of the IYP Flight Deck Doc.
DOWN WIND APPROACH:
With the Microsoft ATC system, the assigned runway is given as soon as you
leave the GPS route so that you can properly set the ILS frequency if an
ILS approach is being conducted. By contrast, the PF3 does not provide the
assigned runway until you're on approach. Unless the assigned raunway is
given before departure, this is unrealistic.
That stated, if you're on a heading of 065 at 5,000 feet heading to CYOW
that has an altitude of 374 feet (meaning that you are 4,700 AGL) and your
co-pilot tells you that the aiport is dead ahead, 16 miles - 12 o'clock,
this tells you (for certain) that you're heading down wind and will pass
over the airport to make your approach. When you erroneously "guessed" at
an approach on 07, naturally your co-pilot called for the Approach
checklist, because you would have needed to "drop like a stone" to make the
runway 07! Shortly thereafter, ATC assigned runway 32. At this point you
needed to calmly say the following:
"Cancel checklist"
"Climb and maintain 5,000"
"Make the heading 065"
to get back to where you were. But this brings up the same issue I
referenced earlier on. If your co-pilot is handling the landing on
approach, you should NEVER call for a change in airspeed or altitude during
the Approach checklist, irrespective of what ATC may bark out. Let your
co-pilot handle things.
It is often said that making a good landing starts with making good
approach.
I hope all of this helps.
Robert
On Thu, Mar 16, 2017 at 10:57 AM, Joshua Tubbs <orin8722@xxxxxxxxx> wrote:
Hi all,
Unfortunately I missed the Glideslope on this video--not sure if I did
the approach checklist too late, but I do the approach checklist after
they clear me for the runway and to contact tower when established,
etc. Most times, when I do the approach checklist when IYP tells me
to, PF3 will continue to nag at me to stay at my current altitude as
IYP starts landing, or Mike locks onto the localizer, making me unable
to follow the rest of ATC vector instructions.
If anyone knows of a way to make PF3 instructions consistent with the
way IYP does things, it would be greatly appreciated. I know there's a
ton of options in PF3, I'm just not sure what to set. It would be nice
if PF3 would tell me to descend to a suitable altitude for capturing
the glideslope, and I don't know if the option is available already.
Also, I did eventually land visual, or tried to, at least, on the
runway 32, but I crashed into... something. I tried looking on airnav
at CYOW to see if it'd tell me any navigational obsticles, but I
couldn't find any.
Well, live and learn, I guess. Here's the video. It was a success in
Worldwide Virtual's Acars system, so I won't have to log the flight
again.
https://www.youtube.com/watch?v=NniRNhWjy4g
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