Rookie ILS question

[Emmeth]

After few succesfully landings in SP I tried the MP. Well it did it again.

Just after switching from GPS to NAV and after turning the APP on the plane well centered via FP with the runway it immediately and abruptely ( 30

[Brett_Henderson]

Without actually seeing what happened.. I can only guess that you were far enough off of either the localizer, or the glideslope, that the AP had to try a drastic correction.

Remember, the closer you are, the more sensitive it is, and the harder it must try when correcting (and consequently, the more difficult correction TO the correction). Big jets have high MOIs .. SO.. if you're even a little too low while in close, the first dramatic correction will be too much to recover from.. and if your approach speed doesn't match your gross weight, it's even worse.

I don't doubt that you know how to do all of this... I just think you're still missing the fundemental concept. An airplane (ESPECIALLY a big jet) needs to be all but landed WAY out. The last 7-10 miles of the approach is really nothing more than watching the runway get bigger and bigger

[Emmeth]

Thanks for the reply but even if I'm definitely a rookie I have managed to safely land around 30 times with every kind of jet starting from Learjet to 747 during night or day during sun or rain.

My experience is very low but when I'm 25 nm from the airport and I am aligned with the glide and also the runway ( my FP is completely dedicated to that sending me perfectly the glide 20-30 nm before the glide starts ) I find impossible that the APP turns to death my plane like the signal was just below the gear and 60

[Brett_Henderson]

We'll have to try a shared cockpit flight...  I'll just observe .. because now I'm even befuddled. It sounds like you're on top of it enough to not have the AP go nutty..

[Anxyous]

You're doing something wrong.

The problem could be:

You're below the glideslope.

Your course is set incorrectly.

Your Nav radio isn't tuned to the correct frequency.

You forgot to disengage other elements of the AP.

[Emmeth]

[quote]We'll have to try a shared cockpit flight...

[BFMF]

[quote][quote]We'll have to try a shared cockpit flight...

[Emmeth]

[quote][quote][quote]We'll have to try a shared cockpit flight...

[Brett_Henderson]

[quote][quote]We'll have to try a shared cockpit flight...

[Emmeth]

[quote][quote][quote]We'll have to try a shared cockpit flight...

[Brett_Henderson]

BTW I have a question : during the approach phase some airport gives subito to you the option to land and you have to confirm, then comes the clearance.

Some other airports want you to tune on approach freq only with no other choice therefore if I follow the tower instructions they lead me completely far from the airport even if 50 nm are in between me and the airport, therefore there is plenty of time.

I'm not sure what you're asking here. During an instrument flight, you won't talk to the tower, until after you've been "cleared for the approach" Until that time, you've been talking to an ATC center and/or Approach Control. The only communication (during a normal landing) that you'll get from the tower, is actual landing clearance. There's a BIG difference between ,  "cleared for the approach"  and  "cleared to land"

On the instrument flight, ATC will vector you for a reasonable approach intercept angle. On a VFR flight, the Tower will just give you pattern entry instructions, and THEN landing clearance.

Second question : dozens of times I succesfully ILS landed without setting the omnibearing, is it mandatory ?

No... A Navigational radio knows the difference between a VOR signal, and an ILS signal. When you're recieving a VOR, you select a radial with the OBS. If you just spin the OBS, you'll see the CDI react. When an ILS signal is being recieved, the OBS is useless. You can spin it full-circle, and the CDI won't budge. It's good practice to dial in the approach course for reference, though. And with an HSI (as opposed to a VOR/ILS gauge), it's REALLY helpful, because the CDI is actually part of the heading indicator. It would be kinda awkward to have the CDI arrow pointing to YOUR 9 o-clock while sliding down the glideslope.

[Emmeth]

BTW I have a question : during the approach phase some airport gives subito to you the option to land and you have to confirm, then comes the clearance.

Some other airports want you to tune on approach freq only with no other choice therefore if I follow the tower instructions they lead me completely far from the airport even if 50 nm are in between me and the airport, therefore there is plenty of time.

I'm not sure what you're asking here. During an instrument flight, you won't talk to the tower, until after you've been "cleared for the approach" Until that time, you've been talking to an ATC center and/or Approach Control. The only communication (during a normal landing) that you'll get from the tower, is actual landing clearance. There's a BIG difference between ,

[Brett_Henderson]

I think you're discovering the short-comings in MSFS ATC. And you're still confusing VFR vs IFR (or VFR flight following) flight.

If you're 70nm out, you can't talk to the tower. He has no jurisdiction outside of his airspace. Your only option is ATC (either a center, or approach control). .. and they have no authority to issue landing clearances. All they can do is vector you toward and intended approach intercpet. THis is true in the real world too.

The options that you mention :

"usually I can talk to the tower and usually I select the option that ask for a permanent landing or for a touch and go, why this time I am not allowed to ask for that and I am obliged to choose the aprroach frequency instead ? "

... are for VFR flight.. and you must be reasonably near the airport (usually less than 30nm in the sim .. real-world towers don't want you to pester them until you're even closer than that).

This gets into one of MSFS shortfalls. They treat Bravo and Charlie airports the same as Delta airports. It allows you to contact a tower first. In the real world, that's fine for Delta airspace, but for Charlie and Bravo airspace, you must contact approach control, first. But that's not a big deal.

Your problems with ATC, are kind of like your ILS problems. You know enough to get yourself into trouble

[Emmeth]

I have just started to read them carefully from scratch.

I'll let you know & many thanks  ;)

cheers