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kjetilhj

Innsbruck ILS

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Hi.I tried to make a IFR flight from Gardermoen (ENGM) in Norway to Innsbruck (LOWI), and make a low visibility ILS landing. The aircraft i use is the PMDG MD11F.The flight goes fine until the approach is coming up, i try as good as i can to do the flight with ATC instructions witch is the problem. It seems that i end up way too highon the final, as i say i fly a MD11F, not a dive bomber. And i evenually end up diverting to another airport or cansel the whole IFR flight and remove the low visibility weather.(So mutch for realism) Anyone have a good idea? Or try the flight yuself:) Thanks

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Thanks, that explain why the ILS dont work, but still i have problems with the ATC that guides me way too high. I almost looking strait down at the airport in external view. So a zero/low visibility approach is limited?

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FSX ATC is, at best, just a guide, so cancel the flight plan nearing approach and use the chart as the basis for your approach and landing. You'll get the same (poor) result using ATC at an airport such as Lugano, for instance. The actual approach is actually pretty steep, if one follows the localizer. Switch off autopilot close to the minimum and hand fly the rest of the landing into Innsbruck.

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Ok, i guess thats better. Realism is out the window when i am at 11000 ft an i hear "report runway in sight". Thanks for the reply guys, i really appreciate it:)And i will try a smaller aircraft, maybe a turboprop.

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So a zero/low visibility approach is limited?
The localizer DME approach from the east, for example, has a decision height of 2,000 - 2,500 ft depending on how steeply the aircraft can climb if required to fly a missed approach. Most ILS approaches has a DH of just 200 ft.

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The localizer DME approach from the east, for example, has a decision height of 2,000 - 2,500 ft depending on how steeply the aircraft can climb if required to fly a missed approach. Most ILS approaches has a DH of just 200 ft.
Ok. There is a huge difference. Thanks for replying:)

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The LIC DME EAST approach has a note saying:"3.8o GS indication available between D18.2 OEV and MDA."I assume that this means itn is not reliable outside that range?

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I assume that this means itn is not reliable outside that range?
The way the procedure works is, you fly level from RTT at 9500', intercept the localizer at D21.0, then descend on the glide slope starting at D18.2 and follow it down to MDA. At MDA (or earlier) you transition to a visual approach for rwy 26, or you circle to land on rwy 08.Note that the localizer is offset, so it won't take you to the runway threshold.So there is really no use for the GS indication outside the stretch from D18.2 to MDA (you could try flying straight in and intercept it higher, but then you are inventing your own procedure).

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Guest 413X3

anyone else find it funny when they read realism and landing an MD-11 at LOWI? Nothing that big in real life would make it there

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anyone else find it funny when they read realism and landing an MD-11 at LOWI? Nothing that big in real life would make it there
I am verry sorry, just a question.

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Guest 413X3

How fast were you going? Try slowing your approach. Try a smaller plane first. Default ATC is not too good at what it does, adding a heavy and fast jumbo to one of the trickiest approaches in the world is asking too much. Fly a smaller learjet and on descent below 10000, try going speed of 210 or 200 and the atc should give you more time to descend. But remember the mountains around don't let you go too low until you are almost there.

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Guess the biggest plane you can safely land (i.e. with sufficient runway left) there would be a 757. An MD-11 in real life won't ever make it (except it would be a "stunt flight"). In FSX I performed some (manual) landings at LOWI (10K lbs fuel, >330 pax), but getting her to a stop is nearly impossible...Best use Topcat if you want to know whether an airport is suitable for the MD-11 or not.

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Ok, i will try a 727 100 or someting. Thanks guys. It was very helpfulBTW, what is topcat??Speaking of realistic ATC, yu should listen to this groundcontroller. It sounds like a bad morning:)http://www.alexispar...t-JFKGround.mp3
HiTOPCAT is a Take-Off and Landing Performance Calculator.It´s a really nice and helpful Program.http://www.topcatsim.com/ Regards

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Haven't tried the MD-11 into LOWI, not that daring, but the procedure is pretty simple in the 737.Head to RTT.Be there at 10,000 feet.At RTT turn onto a heading of 211.Intercept the off-set localiser and descend to 9500.Glide slope will appear fast, be ready. [Yes there is one]Follow the glide slope down to the runway.Depart the localiser at Absam [D6.3 4466 feet]Must be visual at Absam. Line up for final approach.08 is follow procedure abiove, but break left at Absam and circle to land.I've done it in all weather, it's easy enough with practise.As for default ATC,forget it, it's garbage.This will give you a good idea...http://youtu.be/RWOlif5WBYs

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Very nice video. I will try this in a smaller aircraft. I not sure what is the esyest, old 727 or a little more digital aircraft with FMC of some kind. The CS 727 is no use with the GS approach, i end up going slalom. But i will give this several tries. Thanks:)

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Guess the biggest plane you can safely land (i.e. with sufficient runway left) there would be a 757. An MD-11 in real life won't ever make it (except it would be a "stunt flight"). In FSX I performed some (manual) landings at LOWI (10K lbs fuel, >330 pax), but getting her to a stop is nearly impossible...Best use Topcat if you want to know whether an airport is suitable for the MD-11 or not.
The biggest planes which we see on a regular basis in Innsbruck are 767-300s.The biggest pane evr landed and - more importnatly - took off again in Innsbruck was an Airbus A330-223.Wolfgang

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The biggest planes which we see on a regular basis in Innsbruck are 767-300s.The biggest pane evr landed and - more importnatly - took off again in Innsbruck was an Airbus A330-223.Wolfgang
So i wasnt so far off after all:)

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Innsbruck is a great airport to fly to but you need to study the charts (as with any airport?).Remember that when you leave 9500 you are now on final approach. This is done with gear down and lots of flap in real life, all the way down from 9500 to the 4500/5000' minimum (depends on what climb gradient you can achieve).If landing in 08, you can descend to 3700 once you're past INN ndb and turning to 265 degrees. Then continue until 3.5 DME OEV and start the right turn, no more than 160 knots and about 900fpm descent. The missed approach procedure should also be in the front of your mind as it is quite complicated. Know what your max angle climb speed is for your weight.One thing to remember for Innsbruck is also fuel planning, the approach uses lots more fuel than a normal approach, and a missed approach will also burn a LOT of fuel!

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