Yes, but you must make sure you change the HSI until LOC1 is active on the HSI. Unlike APP which will automatically change to LOC1, NAV will engage whatever is the current mode on the HSI: FMS or VOR/LOC.

Back to main menu and reload the aircraft again.

It there is no ATC, you must broadcast your intentions on the appropriate frequency and coordinate with anyone else using the airport. Within the USA, the freq changed to airport specific CTAF frequencies which are usually the Tower freq. Type .ctaf KABC in vPilot or your client to find the freq for KABC airport. Outside the USA, the common advisory freq is 122.8.

You can reach me through my YT account name on gmail.

Ideally, I should have used VNAV if it wasn't unavailable. V/S mode is actually better for maintaining a more precisely targeted descent when you are trying to meet certain restrictions. FLCH, while it does maximize the rate of descent, is very slow to reach and monitor what the target rate is. Also, any small changes in wind result in big variations in the descent rate. FLCH is good when you need a big but relatively imprecise descent. Because I had so many restrictions, I went with V/S mode.

Is it hard? Well not after years of practice. ;) It isn't always easy though. Anyone can volunteer but you have to go through a training program.

@@CaptNabs oh

@@CaptNabs it’s weird it’s only a flight sim if u mess up it shouldn’t matter haha

@@GhostRider50918 The expectations are very high from the pilots. Yes, nothing bad happens, but this is how VATSIM is structured. Very well trained controllers can handle novice pilots. Novice controllers AND novice pilots would not work well...

@@CaptNabs thanks for the feedback

When I flew the Dash, we used a proprietary 3rd party system to generate performance data. I have no access to that. Unfortunately, my time for this project is on pause until the Dash 8 releases for MSFS. Glad what I have published has helped.

My first idea is that MSFS strictly defines localizer/glideslope transmission limits per standard ILS requirements, but IRL at major airports with long final approaches, the power/reach is often much higher than normal. MSFS does not simulate this. Therefore, you will need to follow the published stepdowns until the glideslope appears. This seems to happen around 12-15 miles final. LNDUH is too far. Even the LOC in the simulator only extends about 18-20 miles. You can try the VNAV, or do it manually one step at a time.

And can we set it in the fmc so the autopilot could do that for us?

This is a pretty big question. 1) A SID is a clearance from ATC. It is your agreement with ATC that you will comply with all the charted instructions until ATC issues a change. So it is super important to read and understand the chart. Don't just load it in your FMS. Ensure you read, understand the chart, and that it matches what is in your FMS. In this case, the KEPTA3 departure instructs you to maintain a certain heading (237 to 1100 feet, then 245) and altitude (5000). 2) Normally, on departure, you would set the top altitude on the SID, in the KEPTA3 departure, 5000' (unless ATC gives you different instructions). This is the first altitude you climb to and is your limit until ATC authorizes higher. 3) Once you have taken off, you contact the radar controllers, who will issue further instructions towards your flight planned route and to climb higher, as airspace and traffic permits. If you are flying offline with no ATC, you can climb to cruise whenever you feel it is appropriate. If you are online, contact ATC to climb higher than the SID. 4) Depending on the country, some will expect you to meet all constraints on the SID while you are flying it. In other countries, you will be instructed to "CLIMB VIA xxx SID", which means you must comply with all the constraints on the SID. In these countries, if they don't say CLIMB VIA, then none of the constraints need to be followed. If in doubt, ask for clarification, as the rule is different from one country to the next. As an example, here was me reviewing the SID point-by-point during a very recent livestream: kzbin.info/www/bejne/jpWWeIyuaN2Ugs0si=F8fAgj4MZ41LIGnW&t=7535 I made sure the FMS programming matched my chart fully. Hope that helps. And yes, if you have everything properly programmed in the FMS, then you can engage the autopilot and let the autopilot fly instead. Just make sure it is doing what you expect.

Shes fun and sporty down low. A bit gutless when you try to climb to the mid to high 30s.

@@CaptNabs hah yes! I just found out on a flight from North Florida to KATL. Whew. Overall still impressed.

Thank you? Not sure if this is a compliment or not... hahaha

@@CaptNabsIt is. I even thought it was him but on a different channel until I saw your Channel welcome video. Thanks for the tips on FSEconomy.

Randazzo mentioned in his Q&A last week that it is still on hiatus as the development for MSFS takes priority.

@@CaptNabs ahhhh makes sense but I do believe with modern technology in these new sims this idea probably isn’t far fetched

@@TimeTravelerTalez absolutely! The idea is great. And for the right price PMDG could sell a lot of subscriptions. All it came down to is when MSFS was dropped in our laps out of the blue, PMDG had to redeploy developers into the real money pipeline of developing and selling airplanes.

Was it in the FMS? In that case, S/C stands for Step Climb.

Yes. From an operational perspective, the 190/195 operate the same except the neutral pitch trim setting is 2.0 instead of 4.0. Otherwise, practically identical.

My computer is not that spectacular. i7-9700, but only a GTX1060 card. Hoping to upgrade this year, maybe... I can only imagine how smooth it will run when I get the graphics upgrade.

Happy to hear it will go to good use.

@@CaptNabs Hello there , is there a difference between an e175 and e170 ? Im looking for buying posters to practice flows and check-lists and the 175 is double the price.

The primary difference between the 170 anf 175 is size. The 175 is a bit bigger and has another row of seats. From the flight deck, the planes are identical as far as I know. Even the 190/195 are practically identical from a procedure perspective. My 175 type rating was completed on a 190 sim with an online differences course afterwards.

@@CaptNabs thx for the information , I should be a member of the club soon, that's why im asking.

Best of Luck!

Thats an easy question without an easy answer. In short, you will have to learn what 1 mile looks like from the air with practice. There are little tricks to help you learn. You can often find landmarks on a map (that intersection or that building) that are at the right distance and fly right over those while looking at the runway. Some airplanes may have tricks too. When I was learning, halfway up the wing strut of the C150 or C172 would be about the right distance. More than anything, practice will help you learn.

@@CaptNabs That makes sense. Thank you, your tutorials have been very helpful!

Thank you so much. It's so small. Still not sure how I never saw it when I was looking for it. Much appreciated!

Yes, the intention is to replace these when the functionality is there. Though if I am slow to get to it, I described the procedures pretty thoroughly and explained what 'should' happen in these videos, even where the functionality didn't exist yet. So these should still apply when the better FMS is released.