IRL, Fly-by-wire controls (through a computer) are there to prevent such errors. In FG with 787-8, flying at excessive speed with full flaps only makes the aircraft spazzy, but that's not realistic: IRL you would break it (JSBSim Boeing 747-400 by Gijs breaks). If you don't respect the flight envelope IRL, you break or you stall, or/and above the runway threshold you cannot do the flare, crash or (at best) have a hard touchdown. Nothing more than you can get yourself, with the same possible errors or approximations.Īs an absolute rule for every aircraft, the important is to remain inside the flight envelope (speed, flaps, gross weight, and more.) of the aircraft. I'm not (only on ultralights!!!), and all that I know about airliners has been learnt from FlightGear (simulator and forum), the Internet, a few questions to amateurs having sophisticated simulators. However, I'd prefer a response from an airliner pilot IRL. Far enough from the airport, you are at a higher speed, but with less flaps (see FLAP LIMIT on the 787-8 dashboard, at bottom right). IRL, the airspeed is gradually reduced down to the approach speed while flaps extension is increased up to full. The real ILS approach is probably not so steady. The explanation I wrote (the link in my previous post) was aimed to be simple enough for people to try, make their tests and learn, starting from something which works in FG. To ensure 'NAV1 Slave' has not kicked in and also properties: /autopilot/internal/nav1-track-error-deg to see if that makes sense. Once you get those wild swings, you could pause when you're on path ( even if on a bad heading ) and check: The Equipment-GPS menu Perhaps what you're doing with the Flight Manager explains the differences between what we are seeing. The bearing indicator, OBI, doesn't affect anything on an ILS frequency, only on a VOR. I didn't think the Course Deviation Indicator is adjustable, it is driven off your actual deviation from course. I've not used GPS / FMS but I thought, for a NAV1 ILS approach, the NAV1 should not be slaved else the NAV1 frequency can mysteriously change according to what's in the Flight Manager / GPS. Other than a nose - bleed dive for G/S capture ( my bad ). fgfsrc configuration and tried activating A/P both through the menu and with the LOC-APP A/P buttons on the dash. maybe a bit sluggish but roll rate is limited to 15 degrees and, from the amount of wing flex, it's heavy. I tried a few approaches to an ILS landing it seems OK. On the 787-8, no matter if I am lined up with runway or using NAV1 slave option, setting NAV1 CDI causes left and right oscillation. The NAV1 slave option should make the localizer follow route manager, right? It has done that on other planes (A320 Family, 777-200, CRJ-900). I am lined up in the blue pathway on the map and at correct altitude according to IAP charts. I'm not asking it to make large corrections. This is likely to destabilize them if used for large corrections.Īnd you always have the option of turning off the autopilot or flight director, and using the ILS to tell you where the runway is. For this purpose, ILS gains are generally twice VOR nav gains. All but Cat-III ILS has a minimum altitude for transition to visual flight, below which a go-around is mandatory if the runway is not in sight. It's for getting your butt through clouds, where you can't see the runway. People seem to think of ILS as an autoland. You should already be close to heading and altitude and nearly lined up when you turn it on. ![]() MAKG wrote in Sun 3:23 pm:It's an error to ask the ILS to make large corrections for you.
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