Are Commercial Planes Flying Too Low Over My Neighborhood? I downloaded Google Earth and determined our coordinates and that of the KAYOH FOUR ARRIVAL. It seems that, as noted correctly above, the flight path is a mile or so south of our neighborhood. I think this is why we didn’t really take notice of the planes. Lapel solid color tassel cardigan Regular price $60.00. Sexy women's leopard zip coat Regular price $66.67. Casual Crane Pattern Loose Long Overcoat Regular price $71.59. Modern pop Contrast Colour flap pockets long coat Regular price $60.99. Modern cartoon leopard print flap pockets long coat.
If you airplane is RNAV capable you can use SID/STARS. If you elect not to use them you, can file flight plan with remark 'NO SID?STAR'Would you be cleared on a SID/STAR in the on a VFR flight plan in the US?
Over here anything VFR would normally be given separate departure instructions. Is a non-instrument rated pilot expected to be able to fly a SID? I'm fairly sure in Europe that's the sort of thing that would be covered in the IR.Sure, a C152 can fly RNAV procedures if suitably equipped, but typically the limiting factor is the pilot! It's ok to fly in any big international airport even in 152.
It's not a big deal at all, just find out ahead of time FBOor transient parking infoIn Europe big international airports (and, frankly, some less enlightened smaller 'upstart' airfields as well) are very GA-unfriendly and have a tendency to charge enormous, extortionate handling/landing fees that make it very uneconomic to fly anything much smaller than a 737 in (not to mention lots of CAS). I know it's rather different in the States, though!
Would you be cleared on a SID/STAR in the on a VFR flight plan in the US? Over here anything VFR would normally be given separate departure instructions.
Is a non-instrument rated pilot expected to be able to fly a SID? I'm fairly sure in Europe that's the sort of thing that would be covered in the IR.Sure, a C152 can fly RNAV procedures if suitably equipped, but typically the limiting factor is the pilot!In Europe big international airports (and, frankly, some less enlightened smaller 'upstart' airfields as well) are very GA-unfriendly and have a tendency to charge enormous, extortionate handling/landing fees that make it very uneconomic to fly anything much smaller than a 737 in (not to mention lots of CAS).
I know it's rather different in the States, though!Of course if you won't be needed SID/STAR without filing IFR, but as I wrote in either way you can avoided and receive vectors.My point was that you can land in any international airport if you want. I've done it several times. Financial strains is different topic you can have old beaten up 152 or brand new Corvallis 400. If you airplane is RNAV capable you can use SID/STARS.
If you elect not to use them you, can file flight plan with remark 'NO SID?STAR'It's ok to fly in any big international airport even in 152. It's not a big deal at all, just find out ahead of time FBOor transient parking infoEvery RNAV SID/STAR I've seen is usually turbojet only, a few include turboprops. There are still VOR-based procedures in use and these might be given in a clearance to an IFR GA arrival, depends on the location. Going into Dallas Executive KRBD I'm given the CQY arrival, going into Houston Hobby I am given vectors all the way. If you are VFR, you want to avoid the arrival routes unless you are assigned to them.It's not common to take somethings as slow and small as a C152 into a major terminal, also note that students are not allowed in Class B airspace. As noted, there are FBOs at major terminals but they cater to the business market.
You'll find exorbant fuel costs, parking fees and possibly landing fees. GA avoids these whenever possible. Even a Class C terminal like Jackson MS will have double the fuel cost compared to the nearby GA airport KMBA Bruce Campbell, where I have stopped for cross country fuel on several occasions. Las Cruces instead of El Pase has saved me hundreds. Every RNAV SID/STAR I've seen is usually turbojet only, a few include turboprops.
There are still VOR-based procedures in use and these might be given in a clearance to an IFR GA arrival, depends on the location. Going into Dallas Executive KRBD I'm given the CQY arrival, going into Houston Hobby I am given vectors all the way. If you are VFR, you want to avoid the arrival routes unless you are assigned to them.It's not common to take somethings as slow and small as a C152 into a major terminal, also note that students are not allowed in Class B airspace. As noted, there are FBOs at major terminals but they cater to the business market. You'll find exorbant fuel costs, parking fees and possibly landing fees.
GA avoids these whenever possible. Even a Class C terminal like Jackson MS will have double the fuel cost compared to the nearby GA airport KMBA Bruce Campbell, where I have stopped for cross country fuel on several occasions. Las Cruces instead of El Pase has saved me hundreds.Here is a thing. There are different GA planes, those which appropriately equipped can fly SID/STAR.
Now actual ATC vectoring due traffic load is a different conversation.Student pilot are allowed to fly in Class B (read up FAR 61-95), just need an endorsement.Lets not generalize GA aviation. Some people can afford more than another. We are talking about possibilities not affordability - meaning yes you can fly in big international airport and use SID/STAR while being a GA pilot.
Okay, if you have a non-turbo aircraft that fits the profile on that then maybe ATC will clear you for that arrival. If I were filing to SAN in the twin I fly I would be selecting either HUBRD or SHAMU and I expect that's what SOCAL would assign.My point that you can fly SID/STAR if you want (given appropriate equipment). You even can even fly using fancy coupled autopilot. But as you mentioned more suitable/practical way to get in is request vectors and mark no SID/STAR on your flight plan. Because you can and not bound for any commitment to do so. Unless aircraft type exclusions are on the DP/STAR, your equipment suffix determines what routing you'll get Obviously there are local procedures too like in SoCal where aircraft are assigned TEC routes.I could fly the Lancair Legacy /G and I'll get an RNAV star. If I filed /A I would get a non-RNAV star.
In SoCal you'll likely just get the TEC routing anyway.Also I can tell you as a controller, it is not always more practicable to get radar vectors. The STARs/DPs exist for a reason. It's to handle volume and be efficient.Anyway, a valuable thread, and I hope Aaron is getting some info from it. The GTN is very powerful, and is used in aircraft of all different sizes today. The type of routing you'll encounter will ebb and flow with the location you choose. Like I said, SoCal, TEC route central, same with east coast.
But come fly here in the Midwest and you'll often get direct routing to your destination (unless it's a class B airport). So the best and most automated kind of approaches to do with the GTN units are: (going from best to worse)1) LPV (Aircraft automatically steers on the VNAV and LNAV)2) RNAV (???)3) ILS (Aircraft automatically steers in LNAV)Just wanted to add my two cents on this. Being a GPS, the GTN750 will only add one more type of approach that you would otherwise not have, an RNAV (GPS) approach. It doesn't mean you have to do a GPS approach (your GTN750 is capable of a GNSS or GPS approach). RNAV (GPS) is just a type of RNAV. Other forms of RNAV are: RNP, DME/VOR, DME/DME. You can still fly a traditional ILS by using the NAV1 frequency in your GTN.What's really nice about the GTN is that you can auto enter airways and you don't have to type in every fix along the airway.
In the old GNS530W you had to manually type every fix. (Usually, as long as the routing wasn't different, I would exclude most of the fixes for flight simming sake).Say you planned to fly from KSEA Seattle, WA to KSBA Santa Barbara, CA. You are going to file KSEA SEA V27 GVO KSBA. Put that route in sky vector (exclude the airports and the start and end), and see the route plotted. It's a LONG route with many fixes. The GTN will populate all those fixes just by loading the V27 airway connecting from SEA vortac to GVO vortac. That route would be a nightmare to enter into the GNS530W.Someone might have already posted this excellent GTN presentation of approaches:edit: Oh, I saw the start of your thread finally (it wasn't showing before for some reason)1 - people already answered2 - same - but I commonly use skyvector for the routing if IFR.
VFR, I'll still use it for landmark plotting, or just fly a dead reckoning heading for a fixed amount of time. Or I'll use VOR's or NDB's to cross check my location3 - Don't know4 - Sort of - an ILS can be loaded in the GTN, the localizer track will display on your unit, but you then need to change CDI from GPS to VLOC. If you did not change it, let's say for practice, you could follow the CDI on your GTN (or on your NAV1/HSI instrument) and that would be the localizer course. Big jets have FMS and it will create a vertical path for the jet to follow for an ILS. But I'm not exactly sure how those work. If you're using the GTN it's okay to activate the approach but you'll need to tune the localizer/ILS freq in your NAV1 and swap the CDI back to VLOC to 'fly the needles' on your HSI/NAV1.5 - correct.
However you can use the Vertical planner for knowing when to descend, as you can set it to alert you or you can tell it what the altitude and distance constraints you need it to meet. Like '5 miles from GVO at 5000' etc. Optimal altitude has nothing to do with VNAV, it's more to do with power/weight/fuel burn/winds aloft. That's all preplanning for the most part. For normally aspirated pistons like a Cessna it's around 7000-8000 ft MSL (best power/efficiency). For turboprops it's usually around FL260-280. For jets well basically as high as they can go.
Bizjets commonly cruise FL410 to FL470.6 - VFR and IFR aircraft fly at all different altitudes - it depends on the aircraft type. Like I said, think about the realair Legacy, I use the turbocharged version (means engine can be much higher with less loss of power), I typically go at 17,000 ft msl because that's the fastest altitude for the most part.
I could fly VFR at 17,500 ft in the USA and be below the class A airspace. In the USA, class of airspace really determines where aircraft can fly. I could also fly IFR at 2000 ft in low lying areas, like Florida. The weather determines which flight rules you'll fly (Instrument Flight Rules or Visual Flight Rules). If you think your route will take you into a cloud you'll need to file IFR (that's in simple terms). I think I'm liking VFRFlight better than Plan-G.
The map seletions are much better. Especially the Google Satellite/Hybrid ones. Makes VFR planning much easier when you can see actual landmarks and sights.I'm still tinkering with it, and so far so good. I think this is a great flight planning tool for VFR flying. I like how I can see the route path on the map and on the right side, it breaks down all the waypoints with information for each one.
I can easily look at this and input it into my GTN.Thanks for this wonderful app! Lukasz, I just tried VFRFLIGHT app and liking it better than Plan-G, I see you have profiles for some A2A aircrafts already, do you happen to have or know where I can find a profile for the Realair lancair legacy turbo and non-turbo edition?Also it seems like when I select a certain area for the map to go to it doesn't work, for example I select North America and it doesn't take me there.Great that you like it.At the moment, there are no other profiles. But I think I will take some time and prepare few more.I think that you are confusing the selection of area. The purpose is just to limit the amont of te objects in the map, so that would result in boosting performance.Lukasz. After reading this thread, I decided to give Plan G a try, since I am only flying GA aircraft lately, and many times at small airports. Almost all my flying is IFR, but making a IFR flight plan in Plan G is no more difficult than a VFR plan. Plan G has some great features, a excellent moving map that doesn't impact FPS at all, and you can get free elevation data for the entire world, so when you make a FP, you can check and see if you altitudes are safe, by looking at the terrain data in Plan G for your flight plan.
The only problem I had was knowing where to point Plan G for the P3D scenery config so it could build it's data file. It uses the data in your sim, so what you see on Plan G is what your sim contains. I was a bit concerned because the map interface doesn't use Mapquest anymore, but the Open Cycle Map, under general options works perfectly as far as I am concerned. The beauty of this great program is that it is free. Nice video on doing a FP starting with Skyvector and then inputting it into Plan G.