![]() In the middle is the artificial horizon, which shows the horizontal and vertical position of the airplane even without a view to the outside. The left screen combines airspeed indicator (left), altimeter (right), and compass (below). You have already seen the cockpit of the Boeing 777 in Figure 6. The fact that flying the 777 still feels completely different is more due to the screen-based instruments and the digital flight management computer that can automatically fly the aircraft along the entire route – if necessary, up to a few meters before touchdown. On the whole though, it's not a massive difference when using a three-axis joystick. It is clear that such a large aircraft's response to the controls is a little slower than that of the small Cessna. Aircraft-specific operating details can also always be accessed in FlightGear using the Shift+? shortcut. Why not fly a real airliner like the Boeing 777-300, another quality FlightGear model? Its wiki page explains how to launch the triple-seven if you do not want to use the shortcut via the Autostart menu entry. Once you have mastered the art of manual flying, the good old Cessna may seem too boring for you. As you will now see, a successful manual landing requires some practice. In other words, you need to start descending 32 miles before the VOR by setting a sink rate of -600 feet on the autopilot with the UP and DN buttons.Īs soon as you see the runway (on the map in the browser or on the map display in the FlightGear window), you need to approach manually at about 60 knots. In our case, you still have to compensate for the 12 miles that the VOR is located behind our home airfield. The distance to the VOR is shown by the DME. This is equivalent to a flight distance of 20 miles. If you are flying at 7,000 feet, it will take you 10 minutes to descend to roughly 1,000 feet at a sink rate of 600 feet per minute. The mile is the unit commonly used in aviation, which is why the DME also measures in this unit. You can read this off on the DME unit as long as you follow the radial. ![]() At a ground speed of 120 knots, the aircraft will travel two nautical miles per minute. You also have to manually keep the speed at around 100 knots with the throttle stick. You have to initiate the descent yourself, at the right time, by pressing the UP and DN buttons. Now the autopilot will take you back to the starting airport, but will stubbornly maintain altitude. This only happens when you click NAV on the autopilot. The Cessna now turns to 130 degrees, but does not yet compensate for the probable lateral shift in the course (vertical pointer in the VOR, also visible on the chart display). Then, using the left-hand dial (marked red in Figure 11), turn the heading indicator to the 130 degree radial of the home course determined before takeoff, and click on the HDG (heading) autopilot button. In other words, the aircraft will maintain its current altitude. Click on UP or DN until the number on the right in the autopilot reads 0000 – this stands for a climb rate of zero feet per minute. If you switch it on by selecting AP, then it first holds the course and pitch of the aircraft. In the Cessna model, the autopilot cannot be activated using the FlightGear autopilot menu, but only by clicking on its control buttons in the cockpit. ![]() But the KAP-140 autopilot by Bendix can fly along the radial of the active VOR. A Cessna 172P from 1982 only comes with a simple version that cannot be programmed with a route consisting of waypoints. You may want to watch the autopilot first to see how it does this. If the needle is in the middle, simply follow the planned course (white). If it deflects to the right, turn in the same direction (blue). Figure 11: If the vertical VOR needle is to the left of the center, then you fly slightly to the left of the 130 degree course you actually planned (pink).
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