This time, Falcon 50, with RXP GTN 750 (Part II)...

March 27, 20215 yr

Equipped (or is it newbie over-confidence...🙂...), now, with a bit of experience and familiarity, from my Part I exercise, with Augsburg (EDMA) approaches, I follow up, here, with my Falcon 50 (luxury) biz-jet (see screenshot of cabin). This is an aircraft, I'm quite fond of flying, especially, now, with the RXP GTN 750 unit, (neatly) embedded into its virtual cockpit, thanks to the (easy) panel management interface. And, I wish to repeat my exercise, in this post, accounting for my learning curve, the same sequence (a/b/c) of procedures, as in the Trainer exercise, earlier i.e.

(a) The RNAV (LPV) GPS approach to Augsburg (EDMA) Rwy 25
(b) A (deliberate) Missed Approach Procedure
(c) And finally land with ILS 25 Approach on the same Rwy

For additional details, please refer to my Part I. Here, in Part II, I've opted to make a couple of things manual, to make it bit of a challenge e.g. I've manually (or using Direct-To) tracked the Missed Approach circuit (to WLD IAF) via the (applicable) (RNAV GPS) Fixes. See the two (F50) screenshots, below, (one from external view and one from internal VC), of the plane banking right from the RWY 25 (250 degrees) heading, initiating the Missed Approach, and eventually climbing back up to 4000 feet,..I'd missed such pictures, or, should I say, the (extra) touches of (virtual) realism,...🙂...during the Trainer exercise...

The Augsburg (EDMA) RNAV (GPS) RWY 25 Missed Approach Procedure states the following, on the Chart:
On track 250 degrees to MA002; RT, via MA003; on track 010 degrees to MA004; RT, on track 070 degrees to MA005 climbing to 3500; continue to WLD climbing to 4000.

[MA002[R] - MA003 - MA004[R] - MA005[A3500] - WLD[4000]]

We note that, for the Missed Approach Procedure, for the (corresponding) ILS 25 Approach Chart, the (CW racetrack) tracking ((250->010->070) degrees) and the final endpoint (WLD) are identical to that of the RNAV GPS 25 Missed Approach, but the en-route fixes are marked/identified as follows e.g. [(2.5 DME AUG/VOR <-> MA002), and (6.0 DME WLD/VOR <-> MA005), etc.). All the (RNAV GPS) Fixes are exactly and accurately shown on the GTN 750 RNAV 25 GPS LPV Approach page (see close-up image of the (embedded) GTN 750, in one of the [VC] shots, below). These were also graphically (and clearly), shown on the GTN MAP screenshots, of my Trainer exercise. In this flight, I'm afraid I might not have been exactly adherent to the (specified) altitude constraints (too many things to do in the cockpit, of this fast-moving jet...🙂...compared to the Trainer...), of the Missed Approach Procedure, so, I wish to redo the Missed Approach (manually) one more time, later, with greater precision.

Also, in the set of images, below, to mimic the first 2 minutes of the (cited) RW (Mooney) Video (on which, my exercise is based), I've included a couple of pictures of the Bavarian Alps mountain ranges, as seen, from my SIM.

BTW, after completing this (virtual) flight with the F-50, a thought came to my mind...
Let's (hypothetically) say, x = the degree of difficulty and realism, for the flight and procedures, of this exercise.

Then, what do you think of this relation below...?
Trainer Flight (x) -> Virtual F50 Flight (3x) -> RW Mooney flight of the Video (30x)

So, am I close,...🙂...to say that this virtual flight (which obviously posed some challenges, for me, quite unlike the (simplified) mini Autopilot based Trainer, earlier) has "x" about 3 times higher than the Trainer Flight, and the RW Flight would be about another 10 times higher than the virtual..? Oh well...I now know about the first two scenarios, but NOT about the third, so I was just curious...

I'd noted earlier that, in the RW video, the instructor/pilot had flown part of the (final) ILS 25 approach, manually, so, here, in the final segment of the ILS 25 approach, for a bit of practice, I've used only the Lateral/Localizer guidance (NAV mode enabled on the F50 Autopilot), but, I have, manually, controlled the descent/VS/SPD, guided by the Glideslope signal on the F50 HSI, (see one close-up shot of the flightdeck, with Rwy clearly sighted in front, HSI/ADI gauges indicating (nice) LOC/GS alignment, and, Altimeter indicating 1850 feet (Augsburg/EDMA Airport Elevation being 1515 feet MSL).

[Side Note: I am aware of the (Aeronautical/Airport) Charts, directly and conveniently, available, from this (default) GTN database itself, but, not all Charts...for my purpose, however, that's not an obstacle. Here, I could keep open, alongside, on my Browser, the two (RNAV GPS 25 and ILS 25) Augsburg (EDMA) Charts, directly, from (one of the many) on-line resources, for easy reference.]

This concludes my experiences from the first (virtual A/C) flight with the RXP GTN 750. Next, it remains to peruse, and pick, from the (documented) Approach procedures (either GPS or ILS type), at the thousands of airports, that are (already) available with this GTN 750, and then execute (e.g. either fully automatically or fully manually) a few of those,...time permitting...🙂...but, so far, it has been good fun...!

Hope you enjoy the images, below, of this quintessential super-midsize business trijet...! Thanks for your interest...!!

[Flysimware (F-50), Orbx (Germany-South), REX]