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You can also do it without consulting the TEC routes. Simply say "request full route clearance" and the controller will read it without the reference to the TEC route code.

If you do want the full listing of routes, they are available in the AFD here: http://aeronav.faa.gov/pdfs/sw_rear_20SEP2012.pdf (good until Nov 16). After Nov 16, you can get the current cycle here: http://aeronav.faa.gov/index.asp?xml=ae ... ions/d_afd by:
1) clicking on the "digital - Airport/Facility Directory" link at the bottom
2) click on California
3) click on Search
4) scroll UP a couple of lines and click the SUPPLEMENTAL link, which takes you to the PDF
5) search the PDF for "TEC" or "tower enroute"

I just finished my V-2 exam. The first time didn't go so well--I entered the pattern at Chino instead of Ontario! Thinking I was in the pattern, I went ahead and changed to tower frequency thinking I missed the hand-off (lesson--when in doubt, ask!). I couldn't figure out why I was getting lost on such a simple flight. (I still needed a vector the second time.) Then I realized I had minimized all the scenery settings in X-Plane for a better framerate! No roads, no landmarks, no details--very difficult VFR navigation!

I've now bumped up the settings a bit and it makes a world of difference.

It is amazing how much realism ATC adds to the simulator. I was actually feeling some anxiety over being "lost".

I think I'm going to download one of the aftermarket detailed L.A. scenery packs before working on V-3!

Matt,

Great story! The good news is that V-3 relies a lot more on VOR radials than it does visual navigation, so you shouldn't have that problem again. A great way of identifying airports is to compare the number of runway that you're seeing with what you should be seeing based on the chart. Chino has 3 runways whereas Ontario as just 2. And yes, you shouldn't leave the approach frequency unless you have permission to do so.

The best way to picture is is in terms of the roles of the controllers. If an approach controller has you on their frequency, they have you tagged upon on their scope (ie, they're in charge of coordinating your activity with other controllers). If you simply disappear from the frequency without warning, the system breaks down fairly quickly. How are they supposed to know that you just left if you don't let them know or request it?

Hope that helps. Enjoy the ratings!

So, the lesson for me today is always double check the OBS setting. I was practicing the I-2 and was ahead of the game in setting NAV1 to Carlsbad's ILS, but I didn't set the OBS.

When asked to pick up the localizer I completely blew the turn and headed off in the wrong direction. (Eventually getting a call from approach that I'd need to get re-vectored.)

Oooops... So yeah, always double check your OBS.

On the bright side I slam dunked my I-1 rating an hour earlier. (and it was my third time ever flying IFR.)

Happy flying!

Brett

Brett,

So, in you mind's eye, were you using the OBS set heading as a reference direction to turn to, and not noticing that it was not anywhere close to the inbound course for the ILS? Of course, the set OBS has no effect on the needle position of a CDI, when tracking a localizer (vice tracking a VOR).


The other discussion, is whether you should keep changing the OBS on your CDI and/or your Heading Bug, as you proceed on a "T" type GPS approach or during a procedure turn reversal, or leave it set to the final inbound course for general orientation. I generally prefer the latter.

With a new panel update next month, will have the choice of auto-course setting with an EHSI. I may change my mind.

* Orest

I use the obs to give me orientation on what turn to expect from ILS instead of just chasing the bar. Maybe I'm doing this wrong? I normally set it to the runway heading when I set the frequency.

I haven't even touched my GPS yet to be honest. I have SimAvio with a 430, but I'm forcing myself to master /a before using the GPS. So I have no idea how to even use it yet. lol

My master plan is to go through all of IFR ratings using /a and then start over again and learn /g.

Brett

Brett, setting the OBS to the final approach course heading is standard practice for situational awareness. If you review the I1, I2, I3 and I5 videos (each of which involve flying an ILS approach), you'll see that the final approach course is dialed into the HSI each and every time.

Few comments you might find useful..... Last night I attempted the IFR flight KBUR-KLAS Route: VNY9 DAG CLARR2 FL270 ( filled, FL250 flown) in CRJ2 by Javier Rolonn for X-Plane with real life callsign N8836A.
Take a look at PEaware http://peaware.pilotedge.net/flight.cfm?id=25326
There were few things that caught me off guard, I managed to successfully finish the flight and visual approach rwy 25L but maybe you find my notes useful to avoid the nerve wracking I was exposed to by my own choice.

1. I used the new callsign, real life registration number for on of the CRJ2 I found on Flightaware. Before, I was using N8383T exclusively and got used to it, now I had to look at the little sticker in front of me while reading back ATC instructions. Not SUCH a big deal but definitely a contributor to the complexity of the flight.

Note 1: be aware that using new call sign will slow you down and distract your attention.

2. CRJ2 by Javier Rolonn is a great jet and it has functional FMS which I programmed faithfully using VNY9 SID, rwy 15 for take off and CLARR2 STAR. I filled my flight plan ( online via PE website, worked as a charm )
I denoted weather information Yankee for BUR, set altimeter and called Ground for taxi.
So far so good. I was cleared for take off and then the little or not so little problems started....

I had NAV source set to FMS but I had to fly headings given by Controller.

3. I have no idea how to solve that but I am having a very hard time making autopilot to start flying the selected mode, SPEED mode does not work, after take off at about 600 AGL after retracting gear, I engaged autopilot and selected VS mode.
I had to reduce the throttle and retract flaps in order for autopilot to start flying the plane.
I finally managed to get the somehow stable , very low speed climb following Controller instructions.

4. When I finally was cleared to proceed with VNY9 departure, I switched to NAV mode.... nope, autopilot was trying to fly to the first waypoint of the VNY9 departure.
I switched back to heading mode and used HD trying to follow VNY9 departure path, I have tried to DIRECT TO on FMS and engaging NAV mode again, no luck, autopilot was flying not what I expected it to. So I went back to HD mode trying to watch the climb, VNY9 path and maintain ATC interaction.
I was very nervous and chaotic , see the path http://peaware.pilotedge.net/flight.cfm?id=25326

Note 2: make sure you practice use of autopilot , FMS and switching between different modes before you attempt to fly on PE, make sure you know how to manage these things, it will save you a LOT of frustration and headache not to mention embarrassment.

Then it was time to fly CLARR2, I had the waypoints programmed into FMS so I could see them but I has zoom set to to high, 10NM so I could not see other CLARR2 waypoints, I was instructed to cross CLARR at published restrictions for altitude and speed which I did but I had to open the CLARR2 plate very quick and compare it to waypoints programmed at FMS.
CRJ2 has no auto throttle and it was another factor to make the flight harder, after you descend to a assigned altitude, you need to gradually increase the throttle to maintain the speed.

Note 3: if you are flying SID or STAR, make sure you have the plates immediately available for viewing and better yet, try write down or memorize the most important parts like altitude and speed restrictions.

Then I was cleared for a visual approach RWY25L.... cool but I was way too fast, I had to extend the downwind leg enormously before I was able to report turning base 500 miles from LAS ..
I finally descended to almost TPA ( which I did not write down and had to look it up while trying to descend and turn base), configured aircraft for landing and .... landed.

Note 4: Write down your TPA ( Traffic Pattern Altitude) and configure your aircraft for approach and landing early enough.

I finally taxied to park and shot down the plane.....

There was A LOT going on during that flight, I ended up with a little headache and I completed the flight ( even the passengers did not complain but one asking me after getting off why I got so close to the mountain before making left turn to base... ).
Flying the plane I was not ready to fly with confidence along with pretty intense ATC interaction and mistakes listed above made the flight very close to a failure.
The only thing that stopped me from just quitting was the feeling that I HAVE to finish the flight somehow, no matter how many times I repeat "say again" and how embarrassing it will be in the eyes of the Controllers watching me struggling during this flight.

I wanted to say thank you to the Controllers on that flight for being patient with me and violating route requirements many times.

What I am going to do... I am going to fly that flight offline and MAYBE figure out how to get back to NAV mode after being vectored.

Overall, incredible experience thank to fantastic PE service. PE is the BEST!

I am not ashamed to admit my mistakes and post them here, this the process of learning and if anybody can find my long post helping in any way, I did not waste my time ...

Cheers, AJ

AJ, that was a good read. I enjoyed hearing about your passenger who almost saw the Hoover Dam on your 10 mile final

I echo your sentiments. There is something cathartic about sharing our mistakes. Apart from the mental release that the acknowledgement brings, it feels like a very honest way of saying, "Hey world, this is me. Yeah, I'm still learning. But I'm trying... and I'll just have to do better next time."

Thank your your response, Cyrus. Yes, nothing wrong with learning and making mistakes, the problem starts when one keeps making the same mistakes over and over....
That flight bugged me so much that I took CRJ2 for a spin offline and sure learned few things. I still have to wait quite a while until autopilot actually starts flying the plane but I think it is manageable.
I know NOW how to switch from HD flying to a particular waypoint of SID.
After few attempts off line .... I could not resist and I flew the same flight on PE again.
Despite new things while interacting with Controller ( visual approach for rwy 19R, never done in CRJ2), the flight went TOTALLY different.
I think, I could tell that this time I was more aware of what to expect, what my waypoints and restrictions are ( CLARR at 13,000 at 250 KIAS for example)
I can say, this time, despite still being nervous, I truly enjoyed the flight , experience and learned more.
Thank you for the comment. Cheers. AJ