![]() ![]() These signs indicate the exact point on the airport where there is sufficient signal strength from a VOR to check the aircraft's VOR receiver against the radial designated on the sign. VOR Checkpoint: Many airports have VOR checkpoint signs that are located near a taxiway, ramp or runup area.The maximum indicated bearing error is plus or minus 4 degrees.The TO-FROM indicator should read TO, and the track bar should then be centered.Next, set the course selector to 180 degrees.The TO-FROM indicator should read FROM.Set the course selector to 0 degrees, and the track indicator should be centered. If your airport does have a VOT, here's what to do: Not all airports have VOTs, so you'll need to check the chart supplement to see if your airport has one. So what is a VOT? It's an approved VOR test signal, and it's located on an airport. VOT Signal: With a VOT, you can check the VOR accuracy from your plane before takeoff.The MFD (on the Garmin G1000) doesn't help unless you've got a named waypoint at the intersection (or, in the real G1000, have set up a user-defined waypoint the real G1000 allows user-defined waypoints to be the intersection of two VOR radial crossings).Here are a few ways you can get this required check done: If anybody knows of a better way please speak up! The 'center the needle' approach in a steam-gauge cockpit makes it MUCH easier to see a radial crossing than any technique I've discovered for the Garmin. I'd love to be able to set a course for NAV2 so that my bearing needle would be straight up when I crossed the radial, but it just doesn't seem to work that way. I primarily use the Flight1 aircraft with G1000 cockpits which is a very good simulation of the real G1000 - but I've not been able to figure out how to set the OBS heading for NAV2 and have it show up correctly on the PFD display (no matter what I set for the NAV2 'course' the PFD only shows the bearing to the VOR). I've never used a glass cockpit in the r/w, but in the simulator the technique you've self-discovered is the only way I've figured out to detect radial crossings on the Garmin G1000 in FSX. PFD on XHawk Screen Shot at 5.00.16 PM.png (158.34 KiB) Viewed 5280 times and 0+0=0!), I don't know what all is necessary. ![]() How do I deal with VOR intersections - whether on approaches or en route - with this instrumentation?Įdit: I've seen this thread before: viewtopic.php?f=12&t=995 - so I know that the answer to my question might be, "you don't."Įdit #2: I can imagine that adding a MFD or other navigation display would make IFR feasible on this airplane - but since I have no IFR GPS experience (in addition to essentially no IFR glass panel experience. I guess I'm used to being able to tune a few frequencies, twirl a few knobs, and be on my way. ![]() Trying to enter intersections into the 430's seems impossible on the Mac with X-Plane, and even if it were possible, that much head-down time seems absurd. Now in principle, I could use math and calculate the bearing I should see when I am at a given cross-radial.but that seems clearly NOT to be what the PFD software designers expect me to do. I can have the PFD display the ILS localizer and glideslope fine, but the second button on the left (where I have Seal Beach VOR tuned in for the example), only shows *bearing* to the VOR. Let's say I want to fly an ILS approach, where intersections are identified by cross-radials from a VOR. My question (which will quickly demonstrate my ignorance ) is this: (I haven't figured that out for the Mac/X-Plane 430, though.) There is no DME or MFD, though I have heard it's possible to get DME info by looking at the 430. I'm on a Mac, so the 430's are, well, limited. The XHawk has a primary flight display as shown in the attachment and two of the stock X-Plane Garmin 430's, so there are two NAV radios, tunable through the 430's. I would like to try it out IFR, too, but I've had no training in using glass panels, though I have figured out the basics by reading online and experimenting. To get some practice with a larger speed variation, I bought a copy of Jason Chandler's XHawk, which I've flown a couple times on PE VFR. The approaches I've flown on PE have been in a dual-VOR equipped Cessna 172, for the most part.
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