Hi folksDid a flight from EGGD/LPFR and back last nightboth times to high to capture the localiser anyone else had this problem.Phil :( :( :(

You should descend to an appropriate altitude to capture the glide slope once you are cleared the ILS approach by RC. Once cleared by RC you are free to choose your own headings and altitude. You really aren't having a problem, only a misunderstanding.

Thanks for that like you say just a misunderstanding.cheersPhil :( :( :(

You should descend to an appropriate altitude to capture the glide slope once you are cleared the ILS approach by RC. Once cleared by RC you are free to choose your own headings and altitude. You really aren't having a problem, only a misunderstanding.

I have been having this same problem myself. Often I ask for a different runway to land on. Like I land on rwy 27. RC will tell me to decend to FL2000 then to FL 1900 until established. Then RC will say 28 miles from the marker fly heading 260. And I do and have to make adjustments. So my flaps are down to 22 and my HIS is lining up. When I get about 10 miles out I lower flaps to 45 and gears down. 5 miles out still at FL1900. The localizer wont bring me down and I overshoot the runway. Then have to go miss and do it all over again making me late for my arrival. I fly the ERJ-145XR. I have the APP on at 10 miles out HDG off NAV on. NAV 1 set to locolizer freq. I dont leave with 100% fuel I leave with 8000 - 11000 LBS also I make adjustments to my payload with real life weight. Any sugestions?Eddie

What airport?FL2000 is 200,000 feet MSA. FL1900 is 190,000 feet MSA. Please read the RC 4.3 manual about the differences between flight levels and altitudes (expressed in feet) and how the altimeter pressure is set for each. Are you sure RC did not say the altitude in feet? When your altitude assignment is expressed in feet set your altimeter to local surface pressure. When the assignment is in a flight level set your altitude to standard 1013 mb. or 29.92 inches and add the two zeroes to your FL assignment. Also most of the time the "B" key in FS is incorrect. Please read about the varying transition altitudes depending on the locality.Except in difficult terrain where the MSA average in RC is higher than the final approach corridor, your vector intersecting LLZ or GS assignment altitude should bring you to just under the GS at the insect point. Your AP must capture the GS when it is above you in order to work. If the GS indicator is below you will not capture it.If you require to go below the assigned RC altitude during approach before you fly use the NOTAMS option and these altitude assignments will be advisory not monitored by RC. You also can use an IAP request when contacted by RC approach if you have the navigation maps for the airport (STAR and IAP).If you are too far out for the nav radio to pick up the localizer, use your GPS or navigation display to turn yourself inbound when the airport is displayed at the same heading as your runway. If there is a VOR on the airport you can tune your second nav radio to it and when the "TO" reading equals the runway heading turn inbound and fly it until the localizer is activated. You can similarly use a beacon with an ADF receiver.Finally before you fly check the controller page in RC to get the correct localizer frequency. It is derived from your airport scenery (retrieved when you run the RC database utility) and that is the one your aircraft nav radio will use. Occasionally it will differ from information retrieved elsewhere.

I have been having this same problem myself. Often I ask for a different runway to land on. Like I land on rwy 27. RC will tell me to decend to FL2000 then to FL 1900 until established. Then RC will say 28 miles from the marker fly heading 260. And I do and have to make adjustments. So my flaps are down to 22 and my HIS is lining up. When I get about 10 miles out I lower flaps to 45 and gears down. 5 miles out still at FL1900. The localizer wont bring me down and I overshoot the runway. Then have to go miss and do it all over again making me late for my arrival. I fly the ERJ-145XR. I have the APP on at 10 miles out HDG off NAV on. NAV 1 set to locolizer freq. I dont leave with 100% fuel I leave with 8000 - 11000 LBS also I make adjustments to my payload with real life weight. Any sugestions?Eddie

What airport?FL2000 is 200,000 feet MSA. FL1900 is 190,000 feet MSA. Please read the RC 4.3 manual about the differences between flight levels and altitudes (expressed in feet) and how the altimeter pressure is set for each. Are you sure RC did not say the altitude in feet? When your altitude assignment is expressed in feet set your altimeter to local surface pressure. When the assignment is in a flight level set your altitude to standard 1013 mb. or 29.92 inches and add the two zeroes to your FL assignment. Also most of the time the "B" key in FS is incorrect. Please read about the varying transition altitudes depending on the locality.Except in difficult terrain where the MSA average in RC is higher than the final approach corridor, your vector intersecting LLZ or GS assignment altitude should bring you to just under the GS at the insect point. Your AP must capture the GS when it is above you in order to work. If the GS indicator is below you will not capture it.If you require to go below the assigned RC altitude during approach before you fly use the NOTAMS option and these altitude assignments will be advisory not monitored by RC. You also can use an IAP request when contacted by RC approach if you have the navigation maps for the airport (STAR and IAP).If you are too far out for the nav radio to pick up the localizer, use your GPS or navigation display to turn yourself inbound when the airport is displayed at the same heading as your runway. If there is a VOR on the airport you can tune your second nav radio to it and when the "TO" reading equals the runway heading turn inbound and fly it until the localizer is activated. You can similarly use a beacon with an ADF receiver.Finally before you fly check the controller page in RC to get the correct localizer frequency. It is derived from your airport scenery (retrieved when you run the RC database utility) and that is the one your aircraft nav radio will use. Occasionally it will differ from information retrieved elsewhere.

Hi RonzieWhat I ment to say is RC will tell me to decend and maintain FL020 then down to FL019 until established. I have my alt set to below FL180. The airport i land at is IAH. RC want to give me RWY 15L or 15R but that is a departing ONLY RWY. So I ask for RWY 27 since it is closer to the ternimal I pull in to.

What I ment to say is RC will tell me to decend and maintain FL020 then down to FL019 until established. I have my alt set to below FL180. The airport i land at is IAH.

KIAH, Houston? RC might be saying 1900 feet until established, not flight levels -- nowhere in the world that I know of do flight levels get that low!According to my charts level flight at 1900 feet would intercept the glideslope from below (the correct way) at about 7 miles out. That's a bit late really. RC usually gets you down to around 3000 for approach. The localiser doesn't "bring you down", it is the horizontal locator. You will normally intercept that at between 30 and 45 degrees if you follow RC's vectors. Once the localiser diamond appears on the ND engage VOR LOC, and when the glideslope diamond appears (above your level) and turns solid, engage APP mode. (The details might vary between aircraft, but the idea is the same).RegardsPete

Quoted from ExpressJetXE above: "What I ment to say is RC will tell me to decend and maintain FL020 then down to FL019 until established. I have my alt set to below FL180" You really need to be more clear here. You are saying FL020 (AND 019) and then FL 180. At the lower altitudes you mention (FL 020 & 019?) you are really talking about feet msl and need to drop the habit of saying FL's for everything. These are not FL's, they are feet msl (mean sea level). The FL180 you mention is really unclear to me (and others I'm betting) in the current context. Do you actually mean 1800ft msl?Unless I am totally off base (and that happens all too frequently :( ) while RC may clear you to descend to 18 (or 19) hundred feet msl (not FL018--019), that doesn't mean you are required to descend to that level. If, as is normal, RC releases you to your own devices for the final approach portion of your flight when you are 15 or so miles out you are on your own and can turn headings and maintain altitudes as you desire.Try descending to 3000ft msl as Peter suggests and then keep an eye on the vertical glide slope indicator and begin your ILS armed approach when the glide slope indicator markers on your HSI descend to the middle of the vertical scale.

Hi RonzieWhat I ment to say is RC will tell me to decend and maintain FL020 then down to FL019 until established. I have my alt set to below FL180. The airport i land at is IAH. RC want to give me RWY 15L or 15R but that is a departing ONLY RWY. So I ask for RWY 27 since it is closer to the ternimal I pull in to.

what is the transition level / pca FL for the KIAH airport, on the rc airport screen? 180 is what it should say.if it was 18, that might explain the wierd phrasing.if it 180, rc isn't going to say to descend to FL 20, 2000 ft - yes.if there is still a misunderstanding, or this is still a problem, make a log, instructions pinned to the top of the forum. then duplicate the problem, and zip up the log and send it to me. i'll find out what's going on.jd

Backing up to original post:Neither an add-on I have nor the default have a localizer or glideslope for Faro (LPFR). Maybe that's changed but:

Hi folksDid a flight from EGGD/LPFR and back last nightboth times to high to capture the localiser anyone else had this problem.Phil :( :( :(

what is the transition level / pca FL for the KIAH airport, on the rc airport screen? 180 is what it should say.if it was 18, that might explain the wierd phrasing.if it 180, rc isn't going to say to descend to FL 20, 2000 ft - yes.if there is still a misunderstanding, or this is still a problem, make a log, instructions pinned to the top of the forum. then duplicate the problem, and zip up the log and send it to me. i'll find out what's going on.jd

Ok I was vectored to RWY 27 at KIAH. Before I got to DAETN was giving my heading and told to descend and maintain 2 thousand the one thousand nine hundred until established. I was on this heading until told to fly heading 230. I held this heading until I was to turn on my 265 heading. Flaps down to 22 IAS was 145. When I got 10 miles out gear down HDG off NAV on APP on. I should had intercepted the localizer at 5000ft at the TRANN intersection. Or at least lined up and should had began the final descend 5 miles out. I will send u a log JD.

Ok I was vectored to RWY 27 at KIAH. Before I got to DAETN was giving my heading and told to descend and maintain 2 thousand the one thousand nine hundred until established. I was on this heading until told to fly heading 230. I held this heading until I was to turn on my 265 heading. Flaps down to 22 IAS was 145. When I got 10 miles out gear down HDG off NAV on APP on. I should had intercepted the localizer at 5000ft at the TRANN intersection. Or at least lined up and should had began the final descend 5 miles out. I will send u a log JD.

keep in mind that all those checkpoints on the plates, or in your plan, are ignored. i calculate where the glideslope's altitude would be, 7-8 miles from the runway threshold. my guess, would be that it would be at 1900 ft. that is where you intercept the glideslope. if you want to fly a specific approach, with all those checkpoints and altitudes, then you will have to ask for an iap approach, and fly the approach from the plate. rc won't know what the plate says, you are on your own. then rc will tell you to contact tower when you are 8 miles out.iap approaches are discussed in the manual, and maybe what you are looking for.jd

The attached pix is the vertical profile for KIAH RWY 27 (current chart). The second is the horizontal profile extract. Third is the FS ILS frequency list in part.First, I noticed that both 27 and 9 have the same ILS frequency in FS scenery (110.9) and the current plate. In FS if you are not within two degrees or less of centerline you could be picking up the wrong opposing ILS especially the incorrect GS indication. Check your ILS ident. The fix is to use afcad or another scenery editor to go into KIAH and turn off all of the back course enables (they are on by FS default) on all of the frequencies that are used on opposite ends of the same runway to prevent this.At 10 DME out at FESTA the GS should be just above you if you project the GS out (at 10 DME the glide path is shown, not the GS as noted by the change of angle at REDOC . Where was your intercept point.Also note that this vertical profile shows the glide path, not the GS intercept until REDOC at 6 DME. There is a statement in the vertical profile section that the VGSI and ILS GS do not coincide which I think refers to the vertical path drawn on the plate.If you want to deviate just from RC assigned altitudes use the NOTAMS option. If you want to use your FMC STAR and IAP database then make sure that the FMC STAR waypoints are in the flight.pln file going to RC and then request an IAP after your first acknowledgment to approach (default is menu option 9, then whatever corresponds to your requested runway as I recall).I use the STAR from my flight planner exporting to both a .pln file and to my FMC. Then on the FMC I just use from the ARR section the runway ILS data as a guide to be displayed in the LEGS page and the navigation display. If you are using a GPS then a similar procedure is used.