To Much Time on My Hands- X-Plane 11

[Mooney Fan]

I have been using X-plane 11 to brush up on Instrument procedures, scan etc in prep for IPC. I have flown across country and shot multiple RNAV and ILS approaches. Came across the most challenging approach yet with the RNAV Y RWY 4 KELP. Maybe it was just me, but I was pretty busy form BEZIC to UDECI. Amazingly close to the border which is why I chose IAF of KOACH. While the IAF at BECON would have set up better but I like to stay north of the border





As I said, I have plenty spare time lol

1 Version
2 180210 KCMA KCMA 2 0.8 0.0 0.0 0.6 N172SP Cessna_172SP
2 180210 KCMA KOXR 2 1.1 0.0 0.0 0.9 N172SP Cessna_172SP
2 180210 M02 M02 0 0.1 0.0 0.0 0.0 N172SP Cessna_172SP
2 180210 KBWG KHSV 2 1.7 0.0 0.0 1.4 N172SP Cessna_172SP
2 180211 KJWN KCVG 2 2.0 0.0 0.1 1.8 N172SP Cessna_172SP
2 180211 KJWN KJWN 2 0.2 0.0 0.0 0.0 153783 F-4
2 180211 KCVG KPDK 2 3.0 1.0 0.0 2.8 N172SP Cessna_172SP
2 180212 KOXR KOXR 2 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KOXR 0 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KOXR 0 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KSBA 1 0.7 0.0 0.0 0.6 N172SP Cessna_172SP
2 180212 KCEY KCEY 0 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KSZP 1 0.2 0.0 0.0 0.2 N172SP Cessna_172SP
2 180216 KJWN KJWN 0 0.1 0.0 0.0 0.0 N172SP Cessna_172SP
2 180216 KBNA KCEY 2 1.2 0.0 0.0 1.0 N172SP Cessna_172SP
2 180218 KCEY KCEY 0 0.1 0.1 0.0 0.0 N172SP Cessna_172SP
2 180218 KCEY KBNA 6 1.1 0.4 0.0 1.0 N172SP Cessna_172SP
2 180219 KCEY KCEY 2 0.9 0.0 0.2 0.0 N172SP Cessna_172SP
2 180220 KJWN KJWN 4 1.1 0.0 0.3 0.9 N172SP Cessna_172SP
2 180221 KJWN KCHA 1 1.3 0.0 0.2 1.1 N172SP Cessna_172SP
2 180221 KCHA KMEM 3 2.5 0.1 0.0 2.4 N172SP Cessna_172SP
2 180222 KCEY KHSD 2 4.4 0.0 0.0 4.2 N172SP Cessna_172SP
2 180222 KHSD KLBB 1 2.2 0.0 0.0 2.2 N172SP Cessna_172SP
2 180222 KLBB KELP 1 2.5 0.0 0.0 2.3 N172SP Cessna_172SP
2 180222 KELP KCGZ 1 2.8 0.7 0.0 2.6 N172SP Cessna_172SP
2 180223 KCGZ KOXR 1 3.9 0.0 0.0 3.4 N172SP Cessna_172SP
2 180224 KOXR KEED 1 2.3 0.0 0.0 2.2 N172SP Cessna_172SP
2 180304 KEED 05A 5 2.7 0.0 0.0 2.6 N172SP Cessna_172SP
2 180307 05A KELP 2 2.2 0.4 0.0 2.2 N172SP Cessna_172SP
99

 

[rtk11]

While not the real thing, I do like to use X-plane to keep muscle memory and practice procedures. in my mind, it’s not just if you have time, but if you have a lack of time to get to the airport, or if you’re over-worked and highly stressed and fail the IAMSAFE criteria to fly safely.

 

[Mooney Fan]

While not the real thing, I do like to use X-plane to keep muscle memory and practice procedures. in my mind, it’s not just if you have time, but if you have a lack of time to get to the airport, or if you’re over-worked and highly stressed and fail the IAMSAFE criteria to fly safely.

My IFR time was on the West Coast. Flying out of SZP, CMA and OXR. Tower en-routes in solid summer IMC (June Gloom) and no AP, kept skills tuned. Now that I have relocated to TN, I'm brushing up on IFR procedures at uncontrolled fields. Hardest thing to adjust to in having IFR approaches to uncontrolled fields are the mixing of VFR and IFR traffic. SZP where I learned to fly was one of the few uncontrolled fields in the area. Get caught going straight in at SZP, and you'll become popular real fast. Point, when VFR to my local field here in TN, my head is on a swivel for the straight in IFR approaches. A good rule is for VFR pilots to be at least familiar with the IFR approaches and name of the fixes along the way as not all pilots report with DME, just the fix

Anyway, I have noticed great improvement in scan, configuring the 530 and flying the approach manually. The AP feels like cheating

 

[SoonerAviator]

. . . A good rule is for VFR pilots to be at least familiar with the IFR approaches and name of the fixes along the way as not all pilots report with DME, just the fix . . .

That's not how it works. VFR pilots need not ever look at an IFR approach plate, much less start memorizing approach fixes. They are in charge of see-and-avoid, as well as reporting their location according to FAR/AIM guidelines. It's up to the IFR-guys to use common (non-IFR) fixes when in mixed airspace, as well as upholding their portion of see-and-avoid.

 

[Mooney Fan]

That's not how it works. VFR pilots need not ever look at an IFR approach plate, much less start memorizing approach fixes. They are in charge of see-and-avoid, as well as reporting their location according to FAR/AIM guidelines. It's up to the IFR-guys to use common (non-IFR) fixes when in mixed airspace, as well as upholding their portion of see-and-avoid.

I disagree. In the interest of safety, it takes everyone to have situational awareness. Now if all IFR pilots give a DME on approach, that would help the VFR pilots on downwind on whether they should turn base, and departing traffic holding short. How many time have we heard Cessna xxxxV is on the RNAV 20, BICOL. A VFR pilot might not even recognize the position report. At an uncontrolled field, being familiar with fixes inbound to your runway makes perfect sense.

 

[SoonerAviator]

I disagree. In the interest of safety, it takes everyone to have situational awareness. Now if all IFR pilots give a DME on approach, that would help the VFR pilots on downwind on whether they should turn base, and departing traffic holding short. How many time have we heard Cessna xxxxV is on the RNAV 20, BICOL. A VFR pilot might not even recognize the position report. At an uncontrolled field, being familiar with fixes inbound to your runway makes perfect sense.

We'll have to agree to disagree. There's no way I would expect a VFR pilot to familiarize themselves with the various approach plates for every uncontrolled airport they transit. Hell, they aren't even required to have radios in many cases, much less care about what some IR guy is doing.

 

[labbadabba]

That's not how it works. VFR pilots need not ever look at an IFR approach plate, much less start memorizing approach fixes. They are in charge of see-and-avoid, as well as reporting their location according to FAR/AIM guidelines. It's up to the IFR-guys to use common (non-IFR) fixes when in mixed airspace, as well as upholding their portion of see-and-avoid.

Yep, if I'm at the FAF, my radio call is:

Podunk Traffic, Cessna N12345 is inbound on the RNAV 18 approach at WAYPT. 5 mile straight-in runway 18. Podunk.

Inside the FAF, I'll make normal VFR traffic calls. If the pattern is heavy I'll just join the pattern or fly somewhere else. This also why I usually do my practice IR work at controlled fields.

 

[idahoflier]

There's no way I would expect a VFR pilot to familiarize themselves with the various approach plates for every uncontrolled airport they transit.

Agree. The folks shooting the approach should provide position reports that will make sense to a VFR pilot. Remember, you're doing this for yourself, as well as other traffic in the area and if they don't understand your position report you're not enhancing safety...

 

[labbadabba]

I have been using X-plane 11 to brush up on Instrument procedures, scan etc in prep for IPC. I have flown across country and shot multiple RNAV and ILS approaches. Came across the most challenging approach yet with the RNAV Y RWY 4 KELP. Maybe it was just me, but I was pretty busy form BEZIC to UDECI. Amazingly close to the border which is why I chose IAF of KOACH. While the IAF at BECON would have set up better but I like to stay north of the border

View attachment 60746



As I said, I have plenty spare time lol

1 Version
2 180210 KCMA KCMA 2 0.8 0.0 0.0 0.6 N172SP Cessna_172SP
2 180210 KCMA KOXR 2 1.1 0.0 0.0 0.9 N172SP Cessna_172SP
2 180210 M02 M02 0 0.1 0.0 0.0 0.0 N172SP Cessna_172SP
2 180210 KBWG KHSV 2 1.7 0.0 0.0 1.4 N172SP Cessna_172SP
2 180211 KJWN KCVG 2 2.0 0.0 0.1 1.8 N172SP Cessna_172SP
2 180211 KJWN KJWN 2 0.2 0.0 0.0 0.0 153783 F-4
2 180211 KCVG KPDK 2 3.0 1.0 0.0 2.8 N172SP Cessna_172SP
2 180212 KOXR KOXR 2 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KOXR 0 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KOXR 0 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KSBA 1 0.7 0.0 0.0 0.6 N172SP Cessna_172SP
2 180212 KCEY KCEY 0 0.2 0.0 0.0 0.0 N172SP Cessna_172SP
2 180212 KOXR KSZP 1 0.2 0.0 0.0 0.2 N172SP Cessna_172SP
2 180216 KJWN KJWN 0 0.1 0.0 0.0 0.0 N172SP Cessna_172SP
2 180216 KBNA KCEY 2 1.2 0.0 0.0 1.0 N172SP Cessna_172SP
2 180218 KCEY KCEY 0 0.1 0.1 0.0 0.0 N172SP Cessna_172SP
2 180218 KCEY KBNA 6 1.1 0.4 0.0 1.0 N172SP Cessna_172SP
2 180219 KCEY KCEY 2 0.9 0.0 0.2 0.0 N172SP Cessna_172SP
2 180220 KJWN KJWN 4 1.1 0.0 0.3 0.9 N172SP Cessna_172SP
2 180221 KJWN KCHA 1 1.3 0.0 0.2 1.1 N172SP Cessna_172SP
2 180221 KCHA KMEM 3 2.5 0.1 0.0 2.4 N172SP Cessna_172SP
2 180222 KCEY KHSD 2 4.4 0.0 0.0 4.2 N172SP Cessna_172SP
2 180222 KHSD KLBB 1 2.2 0.0 0.0 2.2 N172SP Cessna_172SP
2 180222 KLBB KELP 1 2.5 0.0 0.0 2.3 N172SP Cessna_172SP
2 180222 KELP KCGZ 1 2.8 0.7 0.0 2.6 N172SP Cessna_172SP
2 180223 KCGZ KOXR 1 3.9 0.0 0.0 3.4 N172SP Cessna_172SP
2 180224 KOXR KEED 1 2.3 0.0 0.0 2.2 N172SP Cessna_172SP
2 180304 KEED 05A 5 2.7 0.0 0.0 2.6 N172SP Cessna_172SP
2 180307 05A KELP 2 2.2 0.4 0.0 2.2 N172SP Cessna_172SP
99

Given where many of your approaches are being flown, have you considered PilotEdge? Their basic coverage area is SoCal but they've since expanded to most of the Western US

 

[Axtel4]

Avation related? Three striper at the bar.

 

[chartbundle]

There was a guy who called "Procedure turn for the VOR-A Inbound" at my home field. At least the ILS 16 I have some idea where they are, but as an IFR pilot I've never flown the VOR-A and never even looked at it so I had no idea which of the 360 degrees he was coming from. Distance and direction, it's not that hard.

 

[Mooney Fan]

We'll have to agree to disagree. There's no way I would expect a VFR pilot to familiarize themselves with the various approach plates for every uncontrolled airport they transit. Hell, they aren't even required to have radios in many cases, much less care about what some IR guy is doing.

Not every airport. I'm sorry, should have said at home plate. In this case, KJWN

 

[Zeldman]

I don't call fixes. I used the mileage that is printed on the approach plate for distance on final. Or for a GPS initial approach fix I'll just call out like I am VFR and call my position in relation to the runway. If someone ask me to repeat I'll gladly repeat and add minutes until touchdown. I am usually on the CTAF on the other radio self announcing before approach gives me permission to switch.

Simple.