10 Most Extreme Airports - #8 Eagle Vail KEGE (Episode 4-1)
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- เผยแพร่เมื่อ 3 ส.ค. 2024
- This is the video of the simultor flight into the #8 Most Extreme Airport, according to the History Channel, the Eagle County Regional Airport (KEGE). Episode 4-1 is the Eagle Airport Approach Plate Briefing.
Approach Plate Link:
tiles.skyvector.com/sky/files/...
My twitter link:
/ fsx404 - เกม
Definitely professional. Congrats.
@FSX404 Thanks!
i just love your extreme airports series! I'm a big fan!
@immortalisblog
Very good questions actually, the ATC knows what equipment you have on board, you declare that when you file the flight plane (even VATSIM has this), so they know whether they can give you a GPS, or ILS, or whatever other approach. They will usually give you an approach your plane can do that is the most convenient to them (ATC's). You can ask for a different approach, and they will usually give it to you, but not if they have to inconvenience everyone else.
@immortalisblog
It is almost 100%, there are a few things that I state as obvious things, which a pilot would have to know (like when to do a procedure turn), but the approach plate briefing is very systematic and it is the same. There are things like escape areas in case you completely lose track of where you are that I haven't mentioned, and I think I have mentioned occasionally the TDZE and at one of my "tips" videos I mentioned where to get the GS angle, we check that every time too.
This is a circling approach you are not supposed to land straight in you are supposed to overfly the runway enter left traffic pattern with runway in sight then land.
Who told you that? Not true. Depends on the approach. If you're lined up and can safely make the runway, you land! You dont do circles in a mountainous area.
@FSX404 thanks for the quick answer. And one more question: do pilots know prior to the flight which approach will they be using on arrival, or they get the instruction from the tower? (sorry 'bout the stupid questions)
Btw. I can't wait to see you vid on Courchevel. I can't even take off from that airport.
Couple of minor niggles. You don't fly a heading on a GPS approach (unless the leg is a heading leg), you fly a course. The difference is that heading doesn't correct for wind, course does. That's because GPS approach points are navigation database fixes defined as a set of coordinates rather than procedural waypoints.
And RNAV approaches (GPS or no GPS) can provide vertical guidance and an advisory glideslope, though it depends on your equipment. Not all FMSes have that feature.
Looking back at this I’m trying to compare this to MSF 2020😂
And all this 12 years later. :)
Can you do the MGGT ILS DME ARC APPROACH
You are probably right on this one, it's probably been turned into a WAAS approach by now.
@danielkang1234
there is a link in the description, but you can also get all US approach plates for every airport at:
skyvector . com
@5hadowBurst
for world charts a lot of them can be found at:
FScharts . com
A simple question: is your approach plate briefing different from an approach plate briefing that a 'real' pilot would do in the real life? (I know you're a real pilot, but do you make approach plate reading easier to us in any way? )
Is the scenery add on? And is it freeware or payware
I hope you don't really fly for a living or are an instrument flight instructor. The MDA at NEPRY is designed to allow you to overfly and "circle to land" safely not drive and dive straight in. This is not a straight in approach as designated by no runway number in the title of the approach. Legally you can not fly this straight in unless you can make the runway far enough out that you can then maintain a stabilized approach from greater than 1500 feet. Even then, you will need to let the tower know you are coming straight in unless you call the field in sight and they say "cleared for the visual approach."
what are you blabbing about being cleared for a visual approach? Its an instrument approach, and it has minimums. You meet those minimums you are OK. If an airline has their own minimums, thats a different issue.
If you are flying an ILS and are cleared for the ILS you legally can not descend below the GS until you are in position to make a normal landing. Otherwise ATC may issue you a low altitude alert and you can be issued a pilot deviation. If you call the field in sight during an ILS and are cleared for the "visual approach", you no longer have to maintain the GS and they will not monitor your altitude. During the approach to KEGE, you will be expected legally to perform the circle unless you notify them otherwise because in the profile does not contain straight in minimums. At NEPRY you are still 2,400 above the airport and only 1/2 mile out. In a jets with vref speeds near the 135-140 mark it isn't going to happen. This is why it only has circling minimums. If you call the field in sight and are "cleared for the visual" or cancel IFR you can maneuver as necessary to get down and continue without legally performing the circle. Just because you have the field in sight at the final approach fix, doesn't mean you can drive and dive thru the rest of the MDA's to get down. You can be issued a pilot deviation for busting an MDA.
The briefing is correct, except at NEPRY and 2400 feet AGL you're not making a landing; a technicality, specific to this approach because it has such high minimums. Basically, you better see the field 3-5 miles out at 2400 AGL or you're not landing, at least I wouldn't be. I wouldnt circle a cessna here let a lone an airliner.
I did this video years ago, and I believe I say something to what you mentioned during the flight part of the video. Im pretty sure my could setting was a bit above 2400 AGL.
Embarer? Em-bra-er!