PilotEdge Forums

I flew some 19R ILS approaches to John Wayne today, and one of my approaches raised a question in my mind. I was landing in heavy fog and began to see the ground intermittently at around 400 MSL (right on GS). At just under 300 MSL, I could make out the runway approach lights and the threshold lights, but not the actual runway lights. The MDA for the ILS 19R approach is 255 MSL. I made the decision to continue based on what I was seeing and landed the plane. Now, I'm not sure I shouldn't have gone missed. I understand that at the MDA you can continue if you have "the runway environment in sight." Question is, do the approach lights and threshold lights qualify?

Also, I am planning the I-02 rating, and flew it offline in VFR today. Flying the approach on the GPS (V23 R-119 to OCN, then heading 083 to HOMLY, then turning to 182 towards ESCON to join the localizer) brought to mind a question. The turns from 083 to 182 to 245 happen really close together. The GPS flew this as a continuous turn from 083 to 246, "inside" both HOMLY and ESCON. Is this the correct way to hand fly this approach, or should you remain on the 083 heading longer, resulting in a turn "outside" HOMLY and ESCON? Please excuse me if I'm not phrasing this properly.

Finally, and this is not a question relating to ILS approaches, but I'll ask it here rather than making a separate post. How does one go about using both COM1 and COM2 on PilotEdge? Do I just select COM2 (and set the MIC to COM2) on my radio panel (Skylane 182 with G1000), or do I click on COM2 on the PilotEdge Receiver panel? And, I guess, the same question holds when ATC requests IDENT (on the PE Receiver, or on the PFD of the G1000)?

Thanks in advance for any help...

I've gotta say, KUDOS (that's not a waypoint ) to Keith for starting PE-- it's gotta be the greatest thing since sliced bread for vicarious flying!

Henry

Hi Henry, welcome to PE

First off, some terminology. When flying a precision approach (ILS is precision), there is no MDA (Minimum descent altitude) but there is a DA (decision height).
Your first question is answered in the FARs. Specifically, FAR 91.175 (c). In order to decend below the MDA or DA:

(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The runway end identifier lights.

(vi) The visual approach slope indicator.

(vii) The touchdown zone or touchdown zone markings.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(x) The runway lights.

So, you were fine continuing the approach.

Second Question: The GPS was correct (in the case of flying the full approach). For the I-02 rating, you will not be flying the whole approach, but will be receiving vectors-to-final. Essentially the controller will give you headings until you intercept the localizer. You won't be concerned with how to get from HOMLY to ESCON in that case.

Third Question: It depends on the aircraft. For most in my experience, selecting the COM 1 or 2 in the aircraft works. You can verify that by opening up the PE map while connected and checking what frequency it shows you on. Swap between the COM1 and COM2 and verify it switches on the map.

I highly recommend watching the IFR workshops. You will learn a ton.

Welcome Have fun flying.

Thanks for the information, Reece.

I watched all the Workshop videos, but that was before I got my simulator working. There was ton of information, but without being able to apply it to actual flying for reinforcement, much of it was not retained. I plan to start watching the videos again, but this time I will be able to reinforce the information with actually applying it.

Thanks again...

Henry

Hi Henry, if you're using FSX, the ident feature is inop (will be functional in the next pilot client release). If the panel has a com1/com2 audio selector, PE should be able to read it and work out radio you'd like to use. You can verify which radio you're in with 3 different techniques. Reece has already covered the first (using the online map), but that does have up to a 10 second delay.

Another technique is to observe the lights on the PE pop-up window...it'll tell you if com1 or com2 is in use.

Another technique is to observe the status text on the bottom right of the main PE application. The window status is updated with the radio frequency.

Reece covered the lights and MDA issue.

I also want to reinforce the notion that 'practicing offline' for some of these ratings really might not help as much as you think. You're practicing flying legs of an approach that you won't yet be flying in the I-2. It's not until the I-6 that you start dealing with full approaches.

That, and the more you fly on PE, the more it helps the network (we're always hearing how we don't have enough pilots online) I'd encourage you to fly the practice flights online for those two reasons.

Thanks, Keith.

I am using FSX, so I'll not worry about IDENT until the new Client is out-- any target dates?

I will also experiment with the radios. I mostly fly the Flight1 Skylane 182T with a G1000 cockpit. The audio panel allows me to select audio on Com1, Com2, or both simultaneously; MIC can be selected for either Com1 or Com2, but not both. As I said, I'll experiment with various combinations (hopefully) when radio traffic on PE is low.

Your points on "offline practice" were well-taken, and I will try to spend more time online (remember, you asked for it ). Unfortunately, my best time for flying is morning (East Coast time), and since PE doesn't go live until 11am in the East, my opportunity to log on is generally restricted to between 11am and 1pm. That said, I'll try to follow your advice. I clearly saw in flying the V3 that actually hearing the radio calls was quite different from anticipating them in an offline practice session. Case in point, if I had practiced the V3 online before actually attempting it, I would have found out that 121.0 was Riverside and 120.1 was Santa Monica ( Arrrgggghhhhh ) and would have made a more timely call-in to KSMO.

I'm all about "helping the network" so I'll follow your advice.

Keep up the great work.

Henry

That G1000 sounds like the audio selector is realistic. It's normal to be able to select multiple radios for receiving but only one for transmitting.

It's likely to be the TX selection which PE will ultimately see.