when he said "we're at 1000ft" he was actually at 250ft right? and is 90kts way too fast in the 172? i thought 60-70 would be more like it. thanks

@@thert.hon.thelordnicholson7261 He meant 1000 ft MSL (Mean Sea Level) at his call out. When he was on the ground the altimeter reading was 750ft MSL which means when he called out 1000ft, he was at 250ft AGL (Above Ground Level). Approach airspeed for a precision/non-precision approach is 90kts. Non-Precision approach power setting: RPM roughly at 1600 RPM and 750 FPM descent rate. Landing airspeed is 60-70kts in a 172.

@@AssyrianKing4ever Are you sure? All the lessons (real life CFIs as well as some x plane vids) i've seen have an approach at about 65-70kts at most, then idle power above runway and land at stall speed (45kts or so, depending on weight/flaps). 90 is very fast and landing at 70 too fast. It seems odd to call out 1000MSL and not AGL e.g. if the runway is 2000MSL why would you call 1000MSL?

@@AssyrianKing4ever yeah a little check and you're a bit off with your numbers. 70kts is a standard and widely quoted approach speed, touch down ranges 55kts down to 45kts on average. altitude callouts should be made with reference to ground level, so you would call 1000AGL and definitely not MSL (as i pointed out, MSL makes no sense for landing phase). So the approach in this video seems a bit off, it did seem way too fast...

​@@thert.hon.thelordnicholson7261 I gotta correct myself there, normal approach airspeed is 60-70kts. In real flight, we cut the power to idle close to the runway threshold and depending on the winds adjust with the throttle. Here is why I said 90kts for the approach airspeed. GPS approach is a non-precision so when in IMC with low ceilings you wanna keep your airspeed at 90kts down to your minimums so you can execute the missed approach. If you break out before your minimums, great. Also, as far as callouts go, I was taught 1000 above mins, 100 above, and Minimums. He may not have had any IFR training.

jason, good videos. is there a hotkey to turn off autopilot like fsx? and how change altitude without using vsi knob?

Yep he did

Except for the broken flaps, nose gear damage, and added wear and tear in the engine from high RPM.

In an R or S model 172 you can deploy 10 degrees of flaps at 105. 85 for 20 and 30. I don’t think flaps 15 degrees are an option...

@@svtpete83 . Thanks. yes. So long ago now. in the nineteen sixties and early seventies when I did most of my C172 c182, c150, C210 flying, I did lots of 'for fun' night circuits at a very dark rural grass aerodrome north of Melbourne (4 million then)Vic Australia. Although not too far out of this big city, take offs & landings into the north were usually 'black' as they faced a 3 thousand foot mountain a few miles ahead, whereas going south the city lights seemed extreme. I recall, one thing in circuits was on passing the runway threshold whilst going downwing, was to immediately turn base & on 172s, pull off power, applying pitot heat whilst trimming so a glide at 60 knots as those oldies (nearly new planes then) allowed 40 degree flaps. the entire approach was at 60kts with a bit of judicious power at times. One memorable night, the guy in fromt of me was flying a C150, & as I turned final & called 'called final' the 'speaker' squealed as the C150 ahead called 'MAYDAY' at the same time! He ended up on the boundary road with no more than a bent nosewheel & a cut leg (due to hasyy exit). The C150's engine was so small, that the carby heat 'blanket' failed and iced up due to the long glide on a cool night. it made history, as every C150 on earth was subsequently modified to alleviate this problem. But, yeah. I loved the 40degrees on the C172 because a good pilot could land in a very short distance. i heard that Cessna went to 30degrees to save law suits from 'newbie' pilots & others who Cessna felt couldn't handle 'flaps 40'. You have to remember that the GA fleet of lighties was then being marketed as a car alternative, (laugh) so an absence to head sets! I'm nearly deaf as a result.

@@letsseeif also this X-plane 11 fellow is too high and fast on final.Folks do themselves a HUGE favor by learning to hand fly land taildraggers 1st,then switch to Tri-gears. I got some time on cubs , champs, and citabria. Next is the Pitts. I'm looking forward to that

@@williamleadbetter9686. You're right as far as I'm concerned. I'm a Melbourne (Vic0 Aussie and learnt @ 17yo in1957 on on DH-82 Tiger Moth biplanes. Also did lots on DHC Chipmunks and Austers. ALL were tail wheel (or skid) and the art of good three pointers was invaluable. Usual approach (full glide with Handley Page leading edge slats (top staggered forward wing) was 58 knots, but we were also taught "Precautionary Approaches" at 45knots indicated - long low almost flat approaches for short fields (Tiger Moths had NO BRAKES). Rather 'nose up', these were power on until over threshold at which point just above the surface, one cut the throttle & it sunk onto the grass (they had no tail wheel, just a directional skid). 'Ag Pilots' & people like me used this technique on v short fields. After the Tiger, Chipmunks were LOOXURY 'cos they had tail wheels & differential brakes for stops & steering. I noted then that airlines pilots routinely did three pointers in DC3's, up through DC6B's & other big planes as a lower airframe stress landing. (except as in Tiger Moths, a (level) wheel landing (ie. level) (not 3 pointer) were the go in heavy wind with airliners. I note that all rebuilt old airliners routinely do "fly on level" these days, maybe because pilots never learnt 3 pointers, but probably not to damage someone's pride & joy. :-)

yes, 61-65kt. It was a nice tutorial film. But landing speed was odd. Pass threshold at 86 and touchdown at 76... That is high speed. It should bounch or something. I will ignore that part because approach was the topic at hand

So press ALT twice on the autopilot menu?

I had the same problem. I think that you need to activate KDPA when you take off, engage GPS at an appropriate height, then activate the approach leg. Then it navigates correctly.

Yep, I think he might have bent the firewall and/or broken the nose gear had that been a real-life landing!

@@galoon Most of these people have never heard about the types of landing accidents caused by strong cross winds and excessively hight touch down speeds as the pilots tries to force the aircraft onto the ground. Here is a good video (second landing) on a pilot porpoising down the runway in a Piper Cherokee 140 that rips of the nose wheel. .

Lots of things I would change about the video itself. Including zooming in the GPS each time to close to full screen. Most people dont watch these things on widescreen PC screens anymore lol

@@scottskinner577 i do

@@earlglover6091 I said MOST PEOPLE. And I know thats an accurate perception because, this is how people made videos 20 years ago, when I spent hours in front of my pc. And there was no tablets or smart phones. Everyone did.... *back then* But I feel ya lol

Agreed. I presume he just switched from NAV to GPS to activate?? Also, he activates the approach before taking off, because the last waypoint is so close to the runway.....so, what if the last waypoint is farther away from the runway?? I guess you go back into your GPS and activate the approach while you pass your last waypoint??

He turned on auto pilot, as it was already set to use GPS.

Yep - the same problem. There's something missing here.

@@peterdepra I managed to figure out the issue later, you need to align the heading bug to runway heading before hitting approach.

@@RaoulsRandomVideos Many thanks - your help is much appreciated. Hopefully, the tip will useful to others too :)

@@RaoulsRandomVideos Thanks it worked

Probably because you need to put the heading bug onto the runway direction of 020.

Yep - the same problem. There's something missing here.

@@peterdepra Try this: Be sure to set the ILS frequency in NAV1 by using the Map feature. Try setting your Heading Bug to the same number as your runway number. This needs to be do before final approach. This should keep you on course once the APR button is pressed. Press the APR button once within ILS range. Then press the ALT button twice until only GS is displayed. Descent should begin. The AP is rather different than in previous versions of X-Plane. For example, disengaging the AP is now done from the red button on the left side of the yoke. Cheers and good luck.

@@mr.martintorres5804 Why should we tune NAV1 for the ILS frequency? Wouldnt that just make it an ILS approach? The point of this video is GPS Approach

@@mr.martintorres5804 as someone else said it seems we just have to allign the heading bug with the runway.

He switches on the autopilot. look at the left corner of AP display, you can see AP sign coming on. This is older type of S-Tec, on newer XPlane versions there is no separate "AP on" button but AP is switched on by selecting correct mode directly (in this case pressing NAV button on the AP panel).

In my case i had to press the nav button of the autopilot twice...

@@petervandentoorn376 You are correct, I missed that. For GPS Steering (GPSS mode), you do need to press NAV twice as per instruction manual: www.x-plane.com/manuals/S-TEC_Autopilot_Manual.pdf (page 22). It is one press for VLOC tho.

@@Rabarebane Can you tell me, why the moment I turn on the approach with GPS navigation, the plane starts to turn off course?

@@RaoulsRandomVideos Hei, one of the latest versions of XP11 changed it so that if you are flying a plane without HSI (like cessna 172), you need to set HDG bug to ILS front course yourself. It also affects the GPS LPV approach. See page 25 of what i linked above. Quote: Before transitioning from GPS steering mode to APR (Approach) mode, set the Directional Gyro HDG (Heading) bug to the final approach course for the runway.

For not being a licensed pilot that was some great advice. By the way, I was once a flight instructor.

Good call! 110 KIAS is max for 10deg of flaps in 172sp. Finally.....X-Plane 11 does LPV precision approach. XP 10 had LNAV + V, which worked essentially the same. Technically you can only fly to MDA not DA with LNAV + V. Does any of this ring a bell? I use Airfoil Labs 172. It has a BK KAP 140 which is a much better AP. Well worth $35 if you want to push towards instrument rating. Do you know if XP 11 and AFL 172s and GNS 430 does an LPV approach? What is your take on the grey/cloudy instrument panel in XP11? I have never seen a rental 172sp with 530 and 430, just 430.

Yeaaah....lowering flaps at 120 knots risks tearing them off all the way!

Approach speed for a 172 is about 70 knots, touchdown 55-60 knots.

NFE (Flaps extend speed) is represented by the end of the white line on your airspeed indicator.

I think he’s just demonstrating the approach, zero “””” given to flaps and touch down. Instrument level lol.

Cristián Montes they updated the aircraft, you don’t need the AP button anymore. What you do it select what you want for Autopilot, to disconnect click the red button on the yoke.

I would advise you to take off manually