Hi Gents.I'm afaraid I have some more really basic questions - this time about the approach. I'm not yet using the FMC (fear!!!!) and am doing short hops here and there.Q1 I'm on autopilot ( alt and hdg ) and as soon as I start to bank the autopilot cuts out - what I really want is to maintain the alt until the glideslope is captured (or is this bad practice?)Q2 I've not used the Approach function - at what point should I press the approach button and, what other autopilot functions should be working please? And out of interest if you can spare the time, do real pilots actually use the Approach function? (I know they will land manually).Thanks as always to you guys.Kind regards

A1 The A/P should disengage when overriden by control input, you want it to do this. Use HDG selector to turn.A2 Normally, the A/P is armed for the approach when on the final vector to the approach. The controller says something like 'three miles from (final approach fix) maintain (altitude) until established on approach cleared for (approach name) contact (tower and frequency). In the simulation, you are on a heading that is a 30 deg intercept angle for the final course and at the altitude shown on the chart that intercepts the glide slope. You are below glide slope. This is when the APPR mode can be armed.Depends, I usually handfly my approaches unless I have passengers then I let otto handle the chore. My friend always likes using otto but will handfly to maintain proficiency. The flight directors have made handflying a whole lot easier than they used to be.

Aidan,Dan pretty much has it covered, but I'll add just a wee little detail that relates more to the real world than the simulator, but might help you visualize things a bit easier.Sometimes at hub airports, traffic volume requires that airplanes be vectored onto very long final approaches. Generally speaking, the ILS glideslope is only useable out to about 10 miles or so, but it's not uncommon to fly a 20 mile final at some airports.In the real world, you'd to be told to "join the localizer" without being cleared for the approach. In this case, you would use the NAV mode to capture and track the LOC only. Once ATC actually clears you for the approach, then you would arm the APR mode so that the GS is captured as well.The difference is important because ATC expects you to remain level at your assigned altitude until they clear you for the approach. If you just start down the glideslope "willy nilly", that's not good.For your question about using the AP for the approach...it depends.In my experience (from the jumpseat), on VMC days the AP is disengaged at 1000ft about 75% of the time. Some use it down to 500ft, and very few take it all the way down to 200ft (or whatever the mins are).In IMC, most will disengage the AP as soon as the runway environment is in sight, anywhere from 200 to 1000ft. In these circumstances, depending on the airplane and the type of approach being flown, the autopilot can usually be left engaged down to some minimum altitude, sometimes 80 to 100ft.

Nick reminded me of one busy afternoon going into Hobby IMC on that ILS04 where I was kept on the intercept course through and past the localizer before turning me back towards the approach... the controller was using the extra miles for separation of traffic. Yeah, one has to pay attention to what the controller is saying when they give you instructions. In this case, approach mode could not be armed until those special words, "cleared for the approach."

A1 The A/P should disengage when overriden by control input, you want it to do this. Use HDG selector to turn.A2 Normally, the A/P is armed for the approach when on the final vector to the approach. The controller says something like 'three miles from (final approach fix) maintain (altitude) until established on approach cleared for (approach name) contact (tower and frequency). In the simulation, you are on a heading that is a 30 deg intercept angle for the final course and at the altitude shown on the chart that intercepts the glide slope. You are below glide slope. This is when the APPR mode can be armed.Depends, I usually handfly my approaches unless I have passengers then I let otto handle the chore. My friend always likes using otto but will handfly to maintain proficiency. The flight directors have made handflying a whole lot easier than they used to be.

Thanks Dan - very much appreciated! I'm learning tons!

Aidan,Dan pretty much has it covered, but I'll add just a wee little detail that relates more to the real world than the simulator, but might help you visualize things a bit easier.Sometimes at hub airports, traffic volume requires that airplanes be vectored onto very long final approaches. Generally speaking, the ILS glideslope is only useable out to about 10 miles or so, but it's not uncommon to fly a 20 mile final at some airports.In the real world, you'd to be told to "join the localizer" without being cleared for the approach. In this case, you would use the NAV mode to capture and track the LOC only. Once ATC actually clears you for the approach, then you would arm the APR mode so that the GS is captured as well.The difference is important because ATC expects you to remain level at your assigned altitude until they clear you for the approach. If you just start down the glideslope "willy nilly", that's not good.For your question about using the AP for the approach...it depends.In my experience (from the jumpseat), on VMC days the AP is disengaged at 1000ft about 75% of the time. Some use it down to 500ft, and very few take it all the way down to 200ft (or whatever the mins are).In IMC, most will disengage the AP as soon as the runway environment is in sight, anywhere from 200 to 1000ft. In these circumstances, depending on the airplane and the type of approach being flown, the autopilot can usually be left engaged down to some minimum altitude, sometimes 80 to 100ft.

Thanks Nick - tons of useful information there that I did not know.

Aidan,Dan pretty much has it covered, but I'll add just a wee little detail that relates more to the real world than the simulator, but might help you visualize things a bit easier.Sometimes at hub airports, traffic volume requires that airplanes be vectored onto very long final approaches. Generally speaking, the ILS glideslope is only useable out to about 10 miles or so, but it's not uncommon to fly a 20 mile final at some airports.In the real world, you'd to be told to "join the localizer" without being cleared for the approach. In this case, you would use the NAV mode to capture and track the LOC only. Once ATC actually clears you for the approach, then you would arm the APR mode so that the GS is captured as well.The difference is important because ATC expects you to remain level at your assigned altitude until they clear you for the approach. If you just start down the glideslope "willy nilly", that's not good.For your question about using the AP for the approach...it depends.In my experience (from the jumpseat), on VMC days the AP is disengaged at 1000ft about 75% of the time. Some use it down to 500ft, and very few take it all the way down to 200ft (or whatever the mins are).In IMC, most will disengage the AP as soon as the runway environment is in sight, anywhere from 200 to 1000ft. In these circumstances, depending on the airplane and the type of approach being flown, the autopilot can usually be left engaged down to some minimum altitude, sometimes 80 to 100ft.

Just one more question please, if I may?Assuming I'm on A/P and HDG. When I notice the localiser should I just be pressing the NAV button? Do I depress the HDG button beforehand? Should I be configuring anything else please? I do have my NAV1 radio configured correctly.Thanks again.

Aidan, I think you need to spend some time in the AOM. Every button and function is described, such as the heading, nav and approach modes on about page 47 in ch 8.11 (pg 473 of 543 in Acrobat).Press APR button to arm approach mode before arriving at the localizer and while below the glide slope. It will continue to be in HDG mode until localizer capture.

Aidan, I think you need to spend some time in the AOM. Every button and function is described, such as the heading, nav and approach modes on about page 47 in ch 8.11 (pg 473 of 543 in Acrobat).Press APR button to arm approach mode before arriving at the localizer and while below the glide slope. It will continue to be in HDG mode until localizer capture.

Yes I did try the manual - did not understand it! Hence my question.I'm gone!

Yes I did try the manual - did not understand it! Hence my question.I'm gone!

Aidan,Thanks for all the post you have been making since you got the JS-41. I got mine about the same time as you did and had all the same problems that you have had.I have been following your post and the replys you have received and have learned a lot.Maybe your post are elementary to the experienced guys on this forum, but they are very helpful for people like me.Thanks so much, and thank to all you other guys that have been supplying the answers.Roy Warren