hello everyone and welcome to the channel I'm Emanuel I'm an Alan pilot and welcome to your zeros SR22T tutorial in Microsoft flight simulator do note that this is exclusively for entertainment flight simulation use and is not certified as any kind of real world zos training if you're flying a real airplane kindly take real training as well in order to get real safety all right so let's get started with some of the basics of the flight we are going to do we are currently standing at hi boom airport that we can see down here on our Sky Vector map and from here we're going to fly towards ke Hol now that part we are going to do VFR and we are going then to land and then pick up an IFR flight over to Hamburg so that's about our plan for the day now the weather is a little bit of a factor here it's 1st of December when I'm recording this and it's a a rather cold day here in Germany so looking outside in our flight simulator we can already see what kind of weather we got in the area it's a little bit cloudy and it is most definitely very very cold now going over the uh plant route of flight having another look in the sky Vector we've got the two air bases of horn and SCH V right in the middle of our flight and luckily for us it is currently early enough that those air bases are closed so their air spaces are not active so we don't need permission to fly through them now going over the weather in the middle of a flight we've got horn down here reporting 3,500 M of visibility and uh hazee broken clouds in 1700 temperature minus 8 and looking at the forecast we got a Tempo forecast until 0900 here 500 M freezing vertical visibility 100 so that's really not the nicest of all conditions however luckily for us a little bit further north we've got schwick and schwick is currently reporting 9,000 M visibility scatter Cloud 1600 broken 3,600 temperature- 7 so that is flyable and they've also got weather becoming down there from 07 to 0900 8,000 M no significant weather so that is going to be fine for our flight looking at our first destination then we've got ke hno down here which is showing some light wind from the West light snowshot few clouds 600 SC at 900 over cost 1,700 so that is really not that good of a weather however it is legally flyable in VFR conditions however seeing that the weather over there you can see this one is just about 10 minutes old is constantly deteriorating and that we've got a forecast of 3,500 meters visibility in light snow and broken clouds 1200 we might just consider doing all the VFR part of things over here in hyom and R we're going to talk about the deicing system of the zos and then we might opt to do an IFR pickup and an Arna approach into K Hol now and then later on an isas approach into Hamburg so we're going to make that dependent on how the weather is going to evolve over the course of our flight also looking at the IFR part of things we are going to depart Gil now on sit towards renzu then we'll fly direct to Boku and from bmu we are going to fly a star into Hamburg which is going to take us well according to sim 31 minutes but I'm pretty sure we can do this a little bit quicker than that all right so that is our plan for the day now the zos has a lovely automatic checklist feature on the G1000 however as we are currently still cold and dark we don't have that available quite yet so we got to do the very first part of our startup out of the pilot operating Handbook of the plane and then as soon as the engine is running we can use our G1000 checklists which really make our life a lot easier the general philosophy in checklists in general aviation is that there are all done as read and do checklists that basically means you read the item from the checklist then you do it and then you confirm that you actually did it so the philosophy behind these checklists is that general aviation Pilots are typically low time pilots and don't fly very often so you can't expect them to memorize a flow as good as a commercial pilot doing it several times a day actually can okay so that is a little bit of General stuff over here I'm going to show you how all of that works in a few moments so don't worry about it okay so let's start with a before starting engines checklist the pre flat inspection is the first item on that however we just got to make sure that the airplane is in a fine condition at first so the walk around I'm going to spare you because I did figure that most flight simulator Pilots really don't care about that stuff so let's just start with an interior inspection and we'll just go over it real quick the um starter is off all the switches down here are off we can configure the lights as we need and we certainly don't need panel lights the instruments will turn up a little bit because they also control the brightness of the G1000 displays okay then we can go down a little bit faps are up oxygen off mixture Well normally when we receive the airplane it should really be in the cutoff position a fuel tank is selected normally the one that has most fuel in it however since we've got full fuel in both we don't need to bother with that all right and that is basically the check in the panel over here the last thing is our park and Brake is set all right so with that done let's have a very quick look at our weight and balance and then we go so we've got a full load of fuel here 100% and we've got ourselves and an instructor in the front seats and we've got a full load of um the icing fluid on board of the plane as well and that's pretty much our setup okay so let's start with the before starting engines checklist pre flight inspection complete Weight and Balance verified within limits Emergency Equipment on board passengers briefed seat seat bels and harness adjusted and secure and that's the before starting engines checklist complete so let's now go ahead with the starting engines external power if applicable connect so the temperature currently is -5 from - 7 onwards it is advised to use external power and to preheat the engine so that we can get um the load on the battery relief during engine start or today isus 5 so we are good with that so brakes hold that is our parking brake down there okay Battery Master switch is on now let's give the um G1000 a moment to start up up but in the meantime we can already do strob lights on mixture full Rich so now comes the big challenge of actually grabbing the mixture lever instead of the throttle like that looking good okay Power lever full forward that's full forward and now we can prime the engine normally about 2 seconds of priming is enough however between 30 and 60 seconds may be required if your engine's really cold soak and I'm not talking about - 5° outside I'm talking about a lot less so we are just going to do 2 seconds of priming over here and that should be sufficient so got the fuel pump turn that to the prime position 21 22 done okay and after that we're going to set the fuel pump to the Boost position all right the propeller area is clear and then we can reduce our throttle back to the idle position and then open it by about a quarter of an inch all right and that is sufficient in order to start up the engine now so you'll hear FS realistic scream clear prop in a moment do note that's an American thing in Europe we typically don't do that okay so let's go clear prop that's it hold it to start engine is running and back to both and that's it okay so our engine is running quick look at the oil pressure which is there at 59 PSI and then we can return our power lever into idle and then when we've done that have a look at the RPMs down there that's 975 right now next we want to lean our airplane so that the um RPM reaches the maximum so unfortunately I got to zoom out a little bit for that so I do understand it might be a little bit hard to read the gauge up here but just have a look at that and now I'm reducing the um Power a bit uh sorry the mixture and eventually we're going to reach a point point where the RPM starts increasing like you can see right now so slowly reduce the mixture a bit until you reach like the peak you can see we've run through that already here we go 1040 RPMs seems to be roughly the um highest RPMs we can gather down there okay cool so with all of that now done let's uh continue and turn on the remaining Master switches so we've got our two alternators we've got the avionics master and with that our remaining G1000 system is also starting up right now okay and basically that is our starting engines checklist already completed so let's now have a look at the remaining systems we can set up over here we're going to start with our G1000 and you can see it opens with the before starting engines checklist already opened however that checklist is complete so what we can do we just go to menu and then we are going to go down to check all enter and with that the checklist is complete then we can go ahead with the next checklist so scroll down to go to next checklist click open that's the starting engine checklist we've already completed that one as well so once again menu check all enter and like that the checklist is completed now we can just scroll down all the way and go to next checklist and that's the before taxi checklist and this one we can actually follow so we'll start with the flaps up and the lever is up and the flaps themselves are up as well you can see sitting in the airplane we are constantly emitting a little bit of moisture and that freezes on the airplane windows so that's the reason we see a little bit of ice there and I'm just going to do something about that by switching the um temperature all the way up and then turning on the fan as well in the real world we press that little button up here to heat the windows and that would normally clear them off any ice unfortunately in the simulator that is currently not modeled so in the real world you'll press that one and then turn this all the way up the fan but unfortunately in the simulator that doesn't uh that's not simulated okay let's continue with the checklist so got the flaps up radius and avionics as required so we can continue with that and the first thing we got to do in here here is we'll just go to the engine page down here and then we go to the fuel and weight and balance page on this one we're going to initialize the airplane's weight and we've loaded up a full load of fuel so we just click the full button and like that we're now telling the airplane yep we have uplifted all the fuel we need if you want to adjust it more precisely you can use the FMS knobs down there and adjust it in a single gallons of fuel so that works as well okay so with that done can either hit enter that's going to bring you straight to the weight and balance page or you could just hit the um Weight and Balance button down here so that also works on here we can do a little bit of weight in Balance now so couple things for us to check this is in pounds so taxi fuel you can enter as needed so we can press the um button in the middle down there lights up the taxi fuel then scroll on the small one to bring it into the edit mode then scroll on the big one to change the digit and I'm just going to go for 10 lb of Taxi fuel that we're going to add in here all right enter that and now when the um entire thing is blinking we can use the big button to scroll on to the next one and that is fuel reserves so over here we can now enter our fuel reserves again scroll in the for on the small one to get into the edit mode and you can see down here we've got fuel on board is now um 6 16 lb so let's just say we want 200 lb of Reserve so we're going to scroll the small one 200 looking good hit enter and now the fuel Reserve is entered as well all right when we continue scrolling on the big button then we get on the right side to the payload so in here we basically enter our own weights and the passenger weights and the um baggage waves so we've got 170 lb pilot 170 lb co-pilot the TKS fluid we'll talk more about that inflight 70 and that is looking good and with that we basically don't need to change anything else since we don't have any um passengers in the back and we don't have any baggage either so when we're done just hit confirm and like that our weight and balance is now saved in the system all right so that is that now in order for those of you who use the navigraph charts we've got the charts button down here and we'll talk about about that in a few moments but before we do let's just quickly enter our flight plan now we hit the flight plan button down here then we click the small button to get into the edit mode and you can see now origin is blinking we go one step down and now in here we can enter our origin airport and you can either just use the stroll Wheels to enter that the oldfashioned style but I prefer to do it the new fashion style and you can see we've just got a keyboard down here with the SR22 in Sim update 14 third party developers can also Implement that into their aircraft by the way so chances are we're going to see this in more aircraft in the future but for us let's go ahead and start over here we're departing Echo Delta x-ray Bravo enter And since we are VFR we don't need to set any Runway so we're just going to press enter again now let's go on to the destination and that is going to be Echo Delta hotel kilo Kil halter now enter and we are not going to enter a wrong way there either now the end route field is blinking so let's scroll down into the end route and we are going to enter our route there now remember when we had a look at our fly plan in the pre-flight where we said that we wanted to fly via schic Airbase like that so that's what we're going to enter up here that's um Echo Tango November Sierra airport over there so that is going to be our end route PA so Echo tangle November Sierra enter and that's it so that's our first route completed so in order to um get out of edit mode I'm just going to push the cursor down here once again with that our flight plan is completely entered the next thing we're going to do is for navigraph users only that is to go to the charts down here because that brings us into the menu of our departure airport and over here we got things like the a ports frequency and that is what we're going to Uplink to the com so press the cursor scroll all the way down to the frequency then I'm going to press enter and it offers us to transfer the frequency to the com one active and that will do and now you can see our com one has automatically been set to the airport frequency all right with that done let's go back and now we can quickly set up the rest of our avionic so on the top right of the PFD we got our comps you can see right now we are working on the top one since the blue one is the one you added and you've got the um key for it down here now what we want to do is to go to the comp 2 and set 1 to 1.5 actors so we push the button in the middle and then we're going to set one 2 1.5 in here and switch it active like that all right cool and now I'm just going back with the cursor to my com 1 because because that is where I want to add it in case um I need to okay so this is this now next up we got to set our altimer and luckily this one's pre- selected one6 hectopascal which is what we've got and 0 to about 10 ft is our Airfield elevation here as well okay going further down to the bottom of the um G1000 we've got our transponder where we make sure we've got our VFR Sark in you can see the button is already illuminated and it's sarking 7,000 which is what we use in Europe to indicate a VFR flight to ATC in the US it would be 1,200 and next up we are also going to switch our transponder on already because in case you're operating on a controlled airport that has a ground radar you are going to pop up on the controller screen all right then let's go back over here and the next thing we're going to do is the CDI and we are going to and select whatever we want to use for navigation you can see right now it's in lock one mode or in nav one let's hit that now we are lock two hit that again and now we're on GPS and the GPS is basically what we want to use for our flight finally personally I really like to go into the um PFD options and then wind option three that's what we are seeing down here or up here once we're Airborne then I also want the DME to be shown the bearing one and bearing two we are going to set to Naf 2 like that talking about the Naf receivers we got the frequencies on the top left corner of the right hand display and in here I'm basically just going to deselect the ILS frequencies we had there by default and I'm just going to put some VR frequencies active that's an old habit from the 737 so don't worry about that too much but personally I just don't like to have um ILS frequencies active in the radio Okay so next thing let's set our cruise out so what we are going to do over here we've got the controls down here in the autopilot panel and I'm just going to select something that is going to be um good for the first couple of exercises we want to do so let's start with the 3,000 ft of altitude like so all right so with all of that part of the setup now completed we are basically ready to go so let's go back into the checklist and continue so radios and avionics are checked cabin heat and defrost we've turned it all on and the fuel selector switch tank this one we do because we want to make sure that the engine doesn't quit so over to the right hand tank engine keeps running and that is the before taxi checklist complete all right now let's click open and we go to the next checklist which is the taxi checklist you can read that warning for yourself if you want to now we are going to just tick the item and then go down so for that taxi checklist that's something that is going to happen as we move the airplane so let's just read ahead parking break disengage breaks check HSI orientation check attitude G check and turn coordinator check so those three checks basically mean that when you are going through a turn on your taxi make sure the HSI is changing make sure the attitude is staying a appropriate and finally in terms of turn coordinator check up here that it is actually moving so that is what we check as we turn left as we turn right we just want to make sure that the um airplane actually does what it's supposed to do all right then so let's go and start taxiing some of you may want to turn the landing lights on for taxi because you don't have dedicated taxi light in the airplane now that really comes down to Pilot preference wow and we are picking up a lot of ice here let's hope that that's going to get better in fly okay so personally I'm going to leave those Landing Lads off for the taxi so park and break off sometimes need a little bit of a breakaway thrust but then it's usually taxi fine and idle provided that you're above 1,000 RPMs and you can kind of see that up here okay so that's idle power now says 9% but that is idle and you can see we even need to break a little bit in order to keep our speed under control okay the right side is clear the left side is invisible that's a lot of ice but I suppose that's going to go away in Flight okay so it's a fairly short taxi to romway 11 for run up we're just going to turn the airplane away a little bit so that we don't blow into everything behind us like that right so let's set that parking break again and now let's quickly take off the taxi checklist we've checked everything here during our actual taxi work so that is done okay cool so go to next checklist and that's the before take of checklist this is a lot of stuff now so let's go over it slowly warning do not take off with frost ice snow or other contamination on the fuselage wing stabilized and control surfaces so on the window actually fine okay so next item caution because this aircraft has a turbo sha system that maintains 36 in manifold pressure for all takeoffs the mixture should be full Rich for takeoff even at high elevation airports leaning for takeoff and during maximum performance climb may cause excessive cylinder head temperature so that warning is noted okay door latched caps handle that's up here and caps basically is the um zeros aircraft protection system it's basically a little parachute that you can eject out of the airplane and you can see the handle is removed okay seat belts and shoulder H is secured air conditioner as desired we don't have an air conditioner in this airplane so we don't need to worry about that okay fuel quantity confirm we are full fuel selector fullest tank that well they're both equally full so we're just going to keep it on the right tank fuel pump boost that's set to boost down here mixture full rid full rid flaps set 50% and check okay so down to 50% can see the flaps moving on both sides likewise okay transponder set so we are going to go into the transponder down here and going to switch it into out mode so we' got sork 7,000 for VFR and ALT you check both things squawk and mode okay autopilot check basically in here we can do a couple of things with the autopilot you know turn it on put it in a heading mode select the left heading select the right heading make sure the controls are following that lovely stuff but in flight simulator you don't need to worry about that okay navigation radius and GPS set for take off they are cabin heat and defrost as required we turn them all up to the maximum already so brakes hold power lever 1700 RPMs again the RPMs are located just down here under the actual power indication as you put the Power Up always have a look outside to see that the brake is actually holding the plane so slowly increaseing my power lever and here we go 1,700 okay alternator check and that includes when we check the alternator we are going to turn on the pedo heat nav lights Landing lights and then check that we don't get the alternator one and two caution lights on the Cal over here and then check the uh voltage as well so let's go to the engine page now and we've got our alternator indication down here we can see they're at plus 15 on each at the moment so let's now go ahead and turn on our electrical systems so watch that p on we can see an increase in the um current now same for the Naf lights and for the landing lights so that's just making sure that all of these things actually work okay so that is our alternated check and the bu voltage is looking good over here as well all right so back into the checklist so we can take all of these off we've also checked for the annunciator lights we didn't get them the voltage has been checked as well pedo heat as required and that note down here is quite important pedo heat should be turned on for flights in IMC flat into visible moisture or whenever ambient temperatures are 5° or less personally I would recommend just turn the PED on for all your flights okay navigation lights as required well it's a daylight flight so technically speaking we could turn them off but let's just leave them on okay Landing light as required we keep it on as we're about to take off magnetos check left and right RPM drop must not exceed 150 RPMs for either Magneto RPM differential must not exceed 75 RPM between magnetos so ignition switch right not RPM than both ignition switch left not RPM than both so let's go ahead and do that ignition switch is down here RPMs are up here so our eyes need to jump a little bit so we start with a switch on the right side and we lost about 40 RPMs there back back to both now let's do the left side again losing about 40 RPMs and back to both so the condition up here has been met engine parameters check so we just look completely over everything here everything's green so that's good okay Power lever back to 1,000 RPMs and that's the run up complete so flat instruments HSI and ultimated check and set so once again we just check that um our heading is showing correct our altimer is showing correct and basically just have a look over the entire flight instruments okay flight controls free and correct don't have any flight control indication in the SR22 but since it's mechanical controls you just um move them in their full range and make sure that there is um nothing preventing the movement or nothing making the movement difficult okay trim set for takeoff now that's a little tricky you've got a little indic IND Ator down here which basically shows you your trim setting however in Max flat simulator that's a little bit problematic there because um the thing isn't actually moving so can see that I'm trimming right now and nothing happens so in Max of flat simulator that's a bit difficult in the real world when you trim the plane the um neutral position of your stick would simply change like that and like that you could then read the trim on the um scale up there on the stick but unfortunately that is not available by the way thank you very much to a lot of guys in um my Discord in the working title Discord and underneath my first look video who gave me that little hint of where to find the trim scale okay and autopilot disconnect and we can see it's disconnected okay and that is the before take of checklist complete down here now we've got an additional part of the checklist that's been added by um the installation of the anti- ice system now if icing conditions are anticipated immediately after takeoff well seeing that we've got a couple clouds here the air is probably rather moist so yeah let's say we do anticipate them today immediately after takeoff I protect system switch on on Ice protection mode switch Norm that's down here Norm pedo heat switch on is on cabin heat hot that's hot which shouldi defrost on so that's that little button down here and you just press that okay ice inspection lights as needed it's daylight so we don't need those verify airframe is free of contamination immediately before take off well Max flat simulator we'll skip over that we can see actually right now there is some contamination down there on the leading edges so like that we would not be allowed to take off however I do absolutely not see where that should realistically come from right now so Microsoft flat simulator we'll skip over that okay flaps retract as soon as practical after takeoff and that's the before takeoff checklist complete so if we go to the next checklist we got a normal take of instruction so let's quickly read over those brakes release and deal with the r only so no differential braking power lever full forward engine parameters checked so with the lever full forward we just check over here that we don't see any abnormal indications elevator control rotates smoothly at 77 to 80 knots and at 90 knots flaps up note fuel boost should be left on during takeoff and for climb as required for Vapor suppression with hot or warm fuel now today is a very cold day so technically we could turn the fuel boost pump off however for simplification purposes we should probably just um keep it on in order to simplify our procedures but today it's cold so you could actually turn it off if you wanted to okay let's go ahead and check all of those and then we'll move on to the next checklist CU that stuff we are not going to do read and do that right during takeoff okay short field takeoff that is going to be for a separate tutorial so let's just go over that and next up we've got our different clim techniques and we are not going to worry about those too too much so for takeoff I would personally like to select the engine page and with that we are now ready to go a quick last word over here about our primary flight display if you see some stuff on there that's blinking if we click that caution button it's going to give you details for the alert and that also stops the blinking now the anti speed we see over there comes up because our speed has to be a min minimum of 95 knots for correct operation of the anti system I'll go into details about that a little bit further in the flight and I'll probably make a separate tutorial about it as well the other one Park bre is set is obviously logic okay the last preparation I personally like to do prior to takeoff is to go to the time and reference page and use that big wheel up there to scroll to the start button that way when we initiate our take of R we just need to hit enter and we are starting our flight timing all right and with that we are fully prepared for our takeoff so at first we're going to turn out of the pattern and we're just going to find a patch of clear sky where we can um climb up a little bit and do a couple of low speed exercises and stuff like that so that we can customize ourselves with the handling of the SR22T okay brake released let taxi on the runway so that's R 11 confirmed the wind sock is showing the winds just about cross I'm just going to backtrack a little bit up here because I want to take that full Runway might have to increase power a bit to get around that turn okay then we are going to establish ourselves on the center line and then again the takeoff technique let's just revise that we are going to release the brakes smoothly but steadily apply maximum power at between 77 to 80 knots we're going to rotate and remember we don't have a retractable landing gear I've personally looked for that switch for quite a bit but no we don't have a retractable here okay so are you ready then take off start the timer power [Music] set okay rotate so between 5 and 10° of pitch that's a positive rate of climb there okay so we are going to accelerate toward towards um VY the best rate of climb speed and we are going to use that speed for our initial climb we basically want to get to 600 ft as quickly as possible because of the ability to use the cap system once we get up there go we've got a good rate with through 400 ft so let's go flaps up and now we're going to maintain VY and you can see the SOS is giving us quite a good rate of climb over here so some 1,300 to 1500 depending on the conditions and the weight can certainly be expected when it's hot maybe just about 1,000 ft a minute okay so we are going to turn out of the traffic pattern here going to climb initially something about 3,000 ft maybe 4,000 depending on what the cloud coverage makes possible today and then we're going to start with a little bit of air work all right so airplane is trimmed out that's looking good then we can have a very quick look into the checklists again close the engine page and open the checklist page all right so oxygen as required is uh currently off as we don't plan to climb too high then power lever full forward mixture maintain fuel in the green Arc so that's what you've got over here your fuel flow needs to stay within that and you're going to use the mixture lever in order to achieve that okay flaps very far up air speed they say 120 for a normal full power climb now we're just going to keep the best um ready to climb speed up here in order to get our Target altitude as quickly as possible so air speed is fine fuel pump boost that's where it is fuel flow monitor engine par parameters Monitor and with that our full power climb rge of peak technique is completed Okay so we've got a little bit more room up here above those clouds so let's just climb a bit higher anyway so let's select slightly higher altitude maybe 5,000 or so then we certainly have sufficient room underneath our airplane for our stall exercises for now we are just getting a general feeling of the handling technique of the airplane and we are going to find ourselves a spot away from the cloud so that we can see the ground at all times okay then back to the engine page all right and this is looking quite well to me over here so indeed a little bit of icing here now that icing on the wings is unrealistic we didn't fly through any anything um that would that could have caused that so I don't know maybe it's a buck in the Sim update 14 beta that I'm using to record this or um I don't know in any case it's uh well not realistic and it doesn't seem to have an impact on the uh flight performance either as you can see the airplane is climbing perfectly fine according to the values of the pilot operating handbook all right we're going to stop the climber at 5,000 smoothly level it off trim it out and and we are going to reduce power now according to zeros for the first 25 flight hours you shouldn't use Cruise Powers below 75% that's because the engine needs to um you know get uh running smoothly over the time and it just needs to um you know find its appropriate um cruising power so for that reason use 75% power for your first 25 hours there after you can always um get out of that and uh use less power as well now typically if we just wanted to do some airw work exercises we could go all the way back to a 55% power like this normally whenever we are reducing power we would also lean the airplane however since we plan to do some air work I'm not going to lean it quite yet I will explain how to do that and how to use the lean assist in a few moments okay so flying out to the ocean and over some uh holes in the cloud so that we will not have any problems with um visibility in case we do accidentally get into a spin or accidentally get into any sort of maneuver that we do not want to be in okay so the first couple of maneuvers you typically going to do in a new airplane is just a standard rate turn and a little bit of climbs and descends and stuff like that so we're going to cut those a little bit short by um first of all matching The Heading Buck now let's do a stun nut raate one turn to the right and a raid one turn basically means we are going to um Fly that Mark on the needle and bolts indicator now we don't have that in this airplane we've just got one up here verifying that our plane is indeed in trim but what we have is a standard formula so you've got the true air speed just below the indicated air speed down here saying 150 knots if you take that divide by a 10 and add seven that gives you your bank angle for a standard rate turn so got about 150 knots up here so if we make that 22° angle of bank that is going to be just perfect so let's start a right hand turn over here 22° you will need a little bit of rud don't let yourself be fooled by the fact that there's a y damper over there that y dumer really only becomes necessary if you fly speeds greater than about 200 um not true air speed because that's when the compressibility effects of the air start to matter so for us today y damper is there it's fine it's also preventing a little bit of um the airplane rolling left and right but it is not a y damper in the sense of an airliner that it would provide turn coordination it provides a bit of an input but you do need to do some work on the router yourself so be prepared for that right so as you can see quite easy to maneuver the airplane and standard turn to the right let's also do the same to the left again use your Rudder to keep the um slip indicator centered here we go about 22° and you can see the airplane is flying just about perfect with that all right so easy going isn't it I would say we can roll out to the north and here we go okay so next exercise is going to be steep turns for Steep turns we need to have a very good um panel scan so that we can um monitor any deviations and correct for them as soon as possible so we're at 140 knots we're going to use at first 45° of Bank maybe later 60 once we roll through 30 we need to pull a little bit um stronger on the stick and need to increase thrust a little bit so the target is to maintain 140 knots maintain 5,000 ft and like that we can now start our steep turn to the left at first going through 30 increase power a bit 45° pull back on the [Music] controls maintain 5,000 and as you can see with a good panel scan that works just about perfectly we descended a bit there let's pull up a tiny bit bit in order to get back onto it also keep an eye on the speed to maintain 140 knots you can see we had to increase power a little bit to like 60% but like that the airplane's doing it pretty perfectly losing a tiny bit of speed let's add a bit more power 65 maybe okay approaching heading and roll out all right here we are perfectly back on a Northerly heading power back to 55% roundabout and let's do the same thing to the other side so 45° of Bank maintaining 5,000 ft more or less obviously the aim is to maintain it precisely so let's get back to 5,000 and here we are so just about perfect and that is our airwork exercises approaching heading starting the roll out until we are perfectly on the 360 heading almost at least power back to 55 make sure the airplane is still in trim by releasing the stick for a little bit and like that we are now set up okay let's turn back into the general direction of uh boom airport because we want to do a couple of touch and goes there in a few moments but we've got one more exercise to do before we um return for our touch and ghost and that is going to be our approach to stall so there is a little bit of information in the zeros pilot operating Hut about um approaches to stall and stall handling in general now the most important thing here is the SR22 behaves rather normal during um stall exercises so we are expecting standard airplane behavior however there can be a little bit of a wobbling of the nose as we approach um the actual stall scenario so just keep that in mind I'm going to fly around these uh clouds over there so that we don't accidentally drop into them during our stall recovery exercises we're going to fly back to that part of the ocean over there so that if we go swimming at least uh we'll see it coming Okay cool so we can do both power on and power off stalls on the plane when we do a power on stall it can develop a pretty rapid rate of descend when the elevator is pulled all the way to the maximum that's what the um that's what the aircraft's quick reference handbook or well pilot operating Camp look that way around um sass oh boy those Airlines keep confusing me okay so well we've got the sun directly in our face let's get that sun shield down and uh then we can get going so um we are getting about clear of the clouds just want to make sure that we don't accidentally drop into something but we should be above the clear sector by now okay so let's reduce power to idle let's see fuel pump is on power is Idle that is all fine okay maintaining 5,000 while slowly reducing the speed do not trim the airplane when you do an exercise like this just leave it trimmed for your normal State that's going to help with a stall recovery later on so the aim is to maintain 5,000 ft in the past there used to be a requirement not to lose um more than 100 ft of altitude during the St recovery exercise but that requirement has been scrapped nowadays because too many Pilots accidentally tried to do that same thing when they got into an actual stall and the result was simply that um they got a secondary stall and then crashed the airplane okay here's the approach the stall warning so pitch down a little add power recover you can see we lost about 130 ft or so but that was totally fine okay now let's do the same thing with our flaps extended so flaps 50% the maximum speed for that is 150 knots by the way and the top of the white bar that you've got on the speed indicator is only for full flaps so that's 110 so we can do that now as well okay we can disregard that flaps ice warning there because we are currently not in actual icing conditions o that was aggressive very track flaps to 50 well we got it back that was aggressive okay retract the flaps completely and that's good okay so we are not really in icing condition so I'm just going to turn that anti-icing system off again now there and with that our approach to stall exercises are basically complete for idle let's climb back to 5,000 and we'll do one more and this one is going to be power on stall so let's just set a typical approach power setting maybe like 50% or so now we're going to pull it into stall and this time there is a warning in the pilot operating handbook that it might decend rapidly so let's see what's going to happen okay well that was easy let's see what happens if we pull an actual stall see that's secondary stall due to our G loading right [Music] now let's give it a little and down it goes okay that's probably what they mean with the rapid rate of descent with the power arms doll there 5,000 F feet a minute that is rapid okay then let's go idle power keep clear a little bit of the icing here let's start a descending turn to our right and like that we're going to start our approach into hiom airport so as we do that very quick look into the um next couple of checklists we got so we can skip over a couple here let's go give me the um checklist menu then we can go straight down to the V4 Landing checklist enter that so we've got seat belt and shoulder harness secured fuel pumps boost that's where they are mixture is Rich flaps as required autopilot as required and if icing conditions are anticipated for approach and Landing we're going to turn the ice protection system on well I don't think we are going to expect actual icing conditions on those approaches so we're just going to leave the anti-icing system off as I mentioned the visual cues unfortunately don't seem too much of an indication but as you can see the ice is actually clearing right now so everything's looking good all right very good so that is the B4 Landing stuff we got in there for the actual approach itself we're going to use a speed between 80 and 85 knots depending on how turbulent it is and Landings are normally conducted with the flaps at 100% so full flaps is what we're going to use for our approach so we're going to do a couple of touch and goals right now and after that we'll take the airplane and Route and then have a look into a couple of the techniques we can use for climb a couple of the um things we need to know in Cru and we are also going to have a look into the deicing system even though I am going to do a full tutorial on the di system because it is a little bit special compared to what you may be used to from your typical general aviation aircraft so the DI system is probably going to get a separate tutorial but we are going to run a summary of the most important stuff as we um Carry on this particular um flight okay so first exercise is to find the airport we know it's somewhere on our right hand side and we could obviously just cheat and use the um map down there but that would be cheating so we're flying VR so we're just looking outside the window also back to the engine display over there most important thing here for the approach mix sure it's full Rich boost pump is on and the flaps we're going to do as needed you can see what kind of rate of descent the SR22 gets us and remember it is an unpressurized airplane so you don't necessarily want to descend with more than 1,000 ft a minute that would turn out well probably not so nice Okay our Airfield should be somewhere over there I believe or is it no over there that's our Airfield so we're going to start from a right hand pattern that will make sure we don't overfly those villagers if you want to increase your rate of descent your best way to do that is take the flaps out 50% flaps can be set up to 15 knots so if you need some Dr that's your best way of getting it right just maintaining altitude for a bit in order to get the speed below 110 which is our flaps 100 speed right here we go flap's going out to 100% speed is coming back it's a little bit shaky but it's not really um too turbulence so we're going to use 80 knots as our approach speed if it gets turbulent or there's Icing at at least five knots of spe speed onto your um approach speed so between 80 and 85 is certainly going to be good like now and if it's getting too turbulent then between 85 and 90 is going to be a good speed for the approach all right and that is looking good now in Microsoft flight simulator aircraft tend to float quite a bit and we got to try and prevent that by uh pulling the power off a little bit earlier than we would do in the real world the real world you just make sure that you pull the power by um the time the airplane touches down but in the Sim you know if we pull the power now then you'll see that we'll actually end up still floating in quite a bit all right make sure to land on the two main wields here we go okay flaps back to 50% slowly power trim down a little bit power set rotate okay increase the speed towards towards VY you can also use vx to get the best rate of climb both are going to work oh sorry vx to get the best angle and v y to get the best um great going to use V today he passing 400 flaps up you can see we've been flying on the right hand tank for pretty much the entire flight now so the system automatically gives us a fuel imbalance warning down there we're going to level off at 800 ft for the pattern reduce power in a traffic pattern you know stuff like 45% usually works pry pretty well okay then I'm going to start our left hand turn here into the upwind but look at your speed right now 120 knots for traffic pattern that's actually rather quick so try 35% know if you can keep the speed anywhere around 100 knots or so that usually is going to work quite well and most importantly it is going to fit you inside where the other aircraft in the pattern of flying the sr2 two got a lot of power so it can easily accelerate to 13 140 knots in a pattern but you don't want to do that you want to keep it slow and if you need to then you can even leave your um flips extended in the 50% position for the entire traffic pattern okay rather hard to see outside right now but should be okay our wing tips are staying clear the ice on the windshields is getting a little stronger but the wing tips are still clear [Music] okay see that 35% seems to work quite well and quickly going to shift the fuel tank here so that the imbalance doesn't develop much longer okay a field should be somewhere a beam in a few moments okay flaps 50% when we're reaching in the beam position and just just let your speed gently come back actually rather hard to see that field at all right now oh yeah there it is just a beam in the middle of the U screen okay good then let's turn base flaps 100 speed is coming back and we're going to do another Touch and Go The Challenge on these touch and goes now is to get your speed under control in a manner that you can adjust it or that you can adjust the point where you pull your power to a point where you actually no longer need to um worry about your point of touchdown you want to touch down pretty much towards the um the beginning of the runway that's going to be very important for um short field Landings later on but those are going to be part for a separate tutorial right that's a field turning final then let's see how we are going to end up a little bit high right now so let's get off the power and down there is our Airfield okay this time you see coming in a little bit high so if it just duck under a bit then we are going to end up with a little bit of a [Music] flare all right that's our second Landing flaps back to 50 trim down a little bit and add power power set rotate okay that was a little bit too high during the approach so we are going to work on that for our next one speed is increasing nicely towards V okay v y is reached 400 ft flaps up okay turning up [Music] winds 800 ft pattern altitude power back to 35 like so and we're going to do one more touch and go and there after we are set course for our end rout part of things okay over there is our field we can turn into the base now you also want to have a look at your bank angle during the traffic pattern never use more than 30 but you can use as little as the standard rate one turn so that 12 knots true a speed right now divided by 10 + 7 gives you roughly 19° Bank angle which would be your um stunard Bank angle for a turn like this okay small village over there let's not overfly that we'll just um little bit to the left here we probably took the upwind a little bit wide anyway okay that's our Airfield just over there so we are slowly getting into to the beam position so let's go flaps 50 speed is slowly coming back very nice okay just past beam the uh threshold of the runway fly a little bit further straight and then we can make our left hand turn okay so that's the raid one turn a little less even now 17° at 100 knots true air speed make sure that we don't descend into the wind turbines flaps 100 and here we go so just keeping a little bit of altitude here while we fly above the turbines and then we got a lose that in a few moments so there is our field let's start losing that altitude keep an eye on speed as well and turn final okay this time our altitude is looking better okay let's try power off now and see how close to the runway we're actually going to touch down that's just Microsoft flight simulator okay that was all right flaps 50 set Power and this time we're going to set course for our end rout part of the tutorial okay Power set 80 knots rotate we let the speed increase towards V and once that is reached we're going to like now increase our Rader climb in order to reach the 600 ft which is the minimum altitude for the caps okay so that is looking good so far now next up we are going to go en route and we'll see a little bit about our airplane system and about what our airplane can do so first of all we are going to retract our flops since we're above 400 and now we can leave that traffic pattern we'll leave it directly into our um Target directional flight so 120 knots is the n roof climb speed that we are supposed to use like so all right so let's bring on the autopilot so that we get a little bit of time for some other stuff so autopilot on heading and in terms of altitude let's cl to 3,000 initially cuz now we want to do a slightly different procedure there if we go back to the um checklist let's go oh into the oh come on exit that here we go checklist now let's look for the cruise climb lean of peak technique and that is what we want to use so power lever reduced to 30.5 in we can see our inches down there and we're going back to 30.5 five like that mixture lean to San Target or less so if you go to the engine page up here you can see we've got that s Target over there so if we go to the mixture lever now we just lean it down to that San Point like so okay let's just continue that climb for a [Music] bit just to uh demonstrate the procedure this airplane just climbs much too fast does it okay 120 knots Target is set okay let's go back into the checklist so power L reduce 30.5 in mixture lean to San Target that's what we've got down there minimum air speed 120 knots fuel pump boost is set oxygen as required we don't need it today so we can ignore all that cylinder at temperature monitor so we look at those down here to make sure we don't exceed anything and this is basically the uh ceros CL Cruise climb that's a little bit more economic since we're flying at a slightly reduce power and most importantly reduce fuel flow and we just climb a little bit less as you can see so that's a pretty handy technique you can use in the SR22 for um your clients and actually since you don't have a pressure cabin that is what we are going to use for most of our climbs okay reaching 4,000 ft we might just about want to think about what we do with that weather over there if we fly around it or if we fly beneath it but tell you what we are just going to go around it so let's do heading maybe 070 or something the like and that should be sufficient to deviate around the weather okay so reached our 4,000 ft cruising out itute then we can go to the cruise checklist so oxygen as required we don't need it down here Cruise altitude established power lever reduced to 30.5 in or less so let's talk about the different Cruise power settings that we've got available in the SR22 you've got several possibilities of what you can do we're going to start with the highspeed cruise and that is basically achieved with 75% power here you go 75% all right so that is set next up fuel pump as required note the fuel pump must be set to boost during maneuvering flight example Flight Training manuvers chandel stalls Etc we don't plan to do any more of those so let's go ahead and turn the fuel pump off and next we are going to lean our mixture mixture adjust so let's now go to the engine page and on here we've got an assist button that we can use to lean our engine now let's go ahead and do that so what we are going to do is we are going to slowly reduce our mixture and until we find our Peak over here so before we start with the assist let's just bring the mixture all the way to the forward so that you can see it in action so we'll start with the assist now I'm slowly reducing mix and you can see the EGT is going to increase until at a certain point it's going to start decreasing like now and with that Peak we've basically found the um Optimum temperature for the engine so now we can adjust the mixture to that setting and when we do that you can see it's pretty close to the um Canan indicator on the fuel flow gauge because that setting is not only what you're um trying to achieve during flight but that sting is also what your airplane is going to calculate so the computers of the plane are going to calculate that stuff for you as well okay then let's turn a little bit to the left now that's the weather that we uh don't want to fly over we might just about have to start descending again I have a feeling at 4,000 we are certainly too high so tell you what uh let's go back down towards 2,000 or something okay vertical speed minus 700 just going to leave the power where it is but you'll see temperatures are going to change as we are descending okay so um when you found that Peak that's kind of way I want to operate the plane because that is giving you the most power out of the airplane if you want to go for best economy then you can reduce the mixture a little bit further until the engine starts to run a little bit rough but you can see how we are already losing power as I'm reducing mixture further see that we're really losing a lot of power here and we don't want to do that so that's our 75% power setting now the most economical setting for cruise flight is 65% with most economical in this case I mean the setting where our airplane is going to cover the greatest distance with the least fuel usage so 65% if we reduce to that now here we go down to 65 obviously we need to restart the L assist so let's just bring the mixture forward again move to somewhere where we can actually grab that lever now we're going to go into the assist now we'll start reducing our mixture slowly again provided I can find the click spot here it is all right here's our Peak we're going to go about 50° lean off that Peak oh nope that was wrong click spot there right here we go so let's go about 50° lean okay tell you what we'll level off first this doesn't really work that well um during descend and it looks like we need to go even a bit lower but let's first turn onto our correct course okay direct 2 etns enter activate and Nath right GPS up there so that's the target course that we would like to fly in the optimal case okay we can see through that cloud so not too much of a problem but let's turn some of that anti I on again we're also going to put the windshield an I on and we still have to descent a little bit further maybe 1,500 so that's the fun of a flying vehic in Winter conditions well talk about Flying V we can still see the ground see that so we are still legal technically but just because we're in class golf airspace in Echo that would have been illegal we can see the ground so Eng golf we're legal okay um so just got to establish at an altitude where we can focus on the explanation a little bit further um that's looking better right up there there is our air base for navigraph users among you you can quickly grab the latest weather if you go to the main page then you go on charts weather now when we hit the cursor can go to the uh airport menu up there let's just get Echo Tango November Sierra oh doesn't do that in navigraph it seems okay so for navigraph we still need to do the conventional way but I'm sure they're going to update the plin once the um once this is out of beta so Echo Delta November and Sierra schb so latest weather over here 10 km broken 4,000 - 6 10008 okay set kage 1 08 here we go well that doesn't look like broken 4,000 though maybe directly over at the base but not anywhere else okay we're out of the icing conditions again ice protection system going off okay so um that's just for navigraph users though and I do believe we're clear enough that we can go direct to our destination as well so let's go flat Plan Destination direct enter enter turning to the right and we should stay well clear over here nice little winter flight by the way isn't it okay so 11 1,500 let's lean so back to the engine page first of all we set the power well first of all we put the mixture all the way to the top so mixture all the way power give me 65% here we go and now we'll start leaning so reset that lean assist off and on again and this one we are going to go for maximum economy provided we can find the um lever come on that click spot needs a little bit of work there okay so we just reduce that until we find the peak here it is that's the peak now found and we want to go about 50° below the peak let's take that increase the mixture a tiny bit now we got to work very slowly see that's how easy you can miss it here we go minus 50 all right and with that we are now leaned for the best economy in terms of um minimum fuel usage for a given distance of flight okay so that's that now we are leaned for operation okay so I promised you a little information about the airplanes anti-icing system you just saw me use it a little bit there but um the most information is going to be in a separate dedicated tutorial for us today what we are what we want to worry about is just a little bit of General understanding of how the system works and why so first of all the anti system is only going to work when the airplane is in Flight with a speed of 95 knots minimum and 177 knots maximum our antice indications are located down here and you can see we've got two tanks of deising fluid in here they can take a maximum of 4 gallons each you can see we started with about 3.4 we're now down to three on the right hand side here you can see the time for which the anti-icing system can run so on normal it can run with a given fluid for an hour and 53 minutes on high for 56 and a maximum for 28 minutes so this is what we want to take into consideration while using it when the system is turned on it is going to give us information about um which mode it is in so if you turn it on right now then we can see right now we're in normal mode 1 hour and 53 remaining and the range with that is 266 nautical miles likewise we can switch it into high mode like that and now it shows us the new range and if you go to maximum mode down here then it gives us 28 minutes the easy way of doing this is that whenever you are running into icing you just turn it on in the normal mode if icing still continues to build you go in a high and if icing still continues to build you go in a Max that's the easy way of doing it finally you've also got the um windshield button down here and contrary to what you're used to from your favorite jet airliner you that is not an electrical windshield Heating but it is also based on the fluid from the tanks the way it works is that when the button is pressed for um 3 seconds it's going to spray fluid onto the windshield and that fluid is going to stay there for a little while and going to prevent ice accumulation when the fluid is gone you need to press the button again and that's about as easy as it gets all right so that is our little look into how the deicing system works completed we're now already um just about 6 and 1/2 minutes from our first destination kill hold now so we can just about use that time to check the latest weather again for that I am using the the navigraph feature in here so K hold now is now reporting 26085 slightly variable 5,000 m light showers of uh snow scattered 700 broken 1700 broken 3,700 - 3 17 okay set 17 and yep that's certainly looks like those um forecast snow showers right in the front over there so visibility is going to degrade a little bit and the scatter clouds and 700 might have an impact on our approach as well we have however covered our entire VFR stuff that we wanted to do you now know how to fly traffic patterns you know how to do a touch and go and you now know how to do your air work so how about we are going into an IFR part now starting with an araf approach it's going to be a Rong way to six in use so let's just go back to heading select and we'll go somewhere on heading of 030 or so to get a slight DeLay So earn heading mode give me 03 so let's make an IFR pickup at that point and from the IFR pickup we are going to fly an an off approach so KET 3,000 for that we can go we can basically um go mixture All the Way Forward power all the way forward and then give me a level change I'll tell you what we're doing around 40 knots already just give me vertical speed 1,000 ft a minute upwards and that's all we need okay so procedure select approach and then we are going to go for an AR off approach onto Runway 26 so our field is roughly in a nice beam position so let's turn onto downwind heading here should be 080 okay AR of approach R to6 lpv select it's going to be radar vectors to the final or tell you what let's not go for radar vectors let's go for a standard approach here so that we can see that in action as well so via kilo IND your Lima enter the minimums will enter in a few moments so what we'll do for now is to activate that approach or just to load it at first and then we can go to the fly plan kilo oops no the flat plan here we are onto the curs up kilo IND lion direct two enter activate and Nath so now we're flying direct to kilin Lima for the an of approach for the uh Runway 26 at Kil hold now now just about leveling off in 3,000 up here let's reduce to 75% power here we are and we can just reduce the mixture to the San point so back to the engine display it's just a little bit bigger I like that better find the mixture lever and you can see you've got that little s indication up there and that is basically what we want to use but at first we're entering icing conditions so anti ice switch coming back on let's put it on Norm at first see how it's going to develop okay so with that let's take the mixture and we'll just pull it all the way back to the um sign indication up there and that is basically going to be our most optimal mixture something like that okay good okay so let's now go ahead and do the arof approach into ke and then later we are going to do the ILS approach over at hurg so that you've seen both in news I can already tell you they're going to be quite similar to one another so I'm not going to go into too many details at first at least but just look at it this way we're going to start with a chart and we take the approach chart you can see this is the um approach procedure that we want to fly this by the way needs a third party plugin that's the navigraph plugin however the majority of flight sers do have that so for that reason I Am featuring it in this tutorial as well okay so now we still needed to fetch our minimum so let's just go down on the chart or just go on the chart options and then we can just go down for the minimum we do have lpv on this airplane so 339 is going to be our minimum we can find the minimum down here on timer and reference down there we just scroll all the way down to the minimum Target we go on Barrow next and 339 is our minimum so we're going to make the 340 all right like that so let's now go ahead and have a look at a couple of the other information we can find on that chart um going to start at the very top of the procedure so might of course also just use the full charts to get us that information so Final Approach cost 260 that's going to be set automatically final sorry the um Final Approach fix is going to be Bary at 2,000 minimum 339 which is 250 above the ground field elevation 100 ft well we're not pressurized so that is not that important for us with the exception that we can look at our altimeter and we're just got to add or subtract 100 ft from our indicated altitude then we know our height above the field Miss approach clim track 260 Hotel kilo 269 then turn right direct Kil Lima climbing 2000 but this one here is quite important as we're flying winter conditions barometric Vena not authorized below -15° Centigrade so remember the weather we're above -15 so we can fly the approach completely like that we can also do a cold temperature correction at that point if we wanted to however since we're above minus5 we don't really need to what's important though is our MSA 2,300 and that one we need to correct so 2,300 atus 5° at roughly 200 ft so 2,500 is our new MSA now from there on we can go ahead and um have a look at our M approach altitude 2,000 that's below the MSA so we need to correct that make it 2,200 as our new Mr approach altitude however when you're flying under ATC control it's always a good idea to ask them about um if they want you at 2,000 because ATC got the minimum radar vectoring altitude which are usually lower than the minimum safe altitudes that Pilots know about and ATC can instruct you to use 2,000 indicated anyway but that's completely up to our traffic control okay so what we need to correct though is the minimums so it's 250 above the ground at this temperature we can add 30 ft to that so the 240 we dialed in previously is going to become uh 370 now so 340 becomes 370 here it is okay and with that our minimum is now dialed in and we are good to go for the approach itself couple other restrictions that we need to have a look at if we have a look at the plan view is maximum 140 knots at hotel kilo 261 so we're doing 145 right now those five knots don't really matter but that's something for you to take into consideration when you are doing a flight like this in conditions like this all right so that is basically our preparation for the approach done down here the only other thing we got to do is have a look into the um profile flat plan and now we just compare what we've got on here so Bary we set us our Final Approach fix in 2,000 ft that one in an Airbus we must not correct this in this airplane we can correct it however note that the procedure was approved for uh the oops that's the wrong button so approach chart option that's what I've been looking for so note Barrow VF is not authorized below minus5 so this means we can decide on our own if we want to do a cold temperature correction or not in our case let's make our lives easy we are not going to do a cold temperature correction we're just going to keep it at 2,000 it means that we will come in a little bit low for our approach however it is with in the part of the procedure that is authorized for our use so that's basically how we prepare for the AR of approach the actual execution of the approach is going to be rather easy in an airplane like this basically what we have is our um Glide path note this is a Glide path not a Glide slope so Glide slope comes from a radio signal on the ground Glide path is calculated by the airplane itself so this is just what the computer says that we should fly down here we've got our typical um localizer like scale however the um width of this one is determined by the um terminal indication down there but that's going to be part of of our next flight for now suff is to say that terminal for navigation close to the airport is sufficient for our route of flight okay the GL path coming in over there we can start our descend to the platform of 2,000 but what I'll do is I'll go down to 2,200 let's go vertical speed minus 500 pull the power off a little bit so that we stay within the 140 KN specified on the charts that's looking good okay then let's go on the checklist and we had done all of that so let's get rid of it and then we can do fly and known icing well we've covered that we're going to talk about that in more details later on so next up let's do the Descent checklist oxygen as required altimeter set cin heat and defrost as required Landing lights on they still are fuel system check so we're now a little bit low on the left wing so for the landing let's go to the right hand tank again here we go okay Power lever as required is checked speed is looking good at 140 rapid descent we don't want to do that so we can skip over that stuff and that's The Descent checklist complete next up is going to be before landing okay established on the final track if we now simply hit the approach button we can see the lateral part is captured already and for the vertical Glide path is armed down there so we can see our Glide path coming in over there now and once we're capturing that we are going to descend on the approach and that's as easy as it gets okay so before landing checklist seat belt and shoulder harness secured fuel pump boost mixture let's just move over to the other side here we go full R flaps as required autopilot as required I'm going to leave the flaps up for as long as possible really because I want to um avoid any ice build up on the flaps themselves but let's reduce our power we already have Glide path capture miss approach altitude we've got the um temperature corrected one set of 2,200 so if icing conditions are anticipated for approach and Landing they are ice protection system switch on it is on already but here comes a specialty ice protection mode switch High we're going to turn it into high monitor ice accumulation if ice continues accumulating on protected surfaces ice protection mode push button Max so so right now yeah there is a bit of ice down there so tell you what we'll go to Max okay if I secretions do not shed from protected surfaces well they will wind should push button press as required I'm just going to give it a single press over here okay to prevent an obstructive view due to Redal fluid on the windshield that's not the case I inspection L is not required okay then we can go flat 50% now air speed minimum 995 so we're going to keep that and let's go flaps full and air speed on short final 88 the flaps ice warning is noted if we just click on that we can cancel out that um we can cancel out the um acoustic warning so flaps ice full flaps prohibited in icing conditions yes but we're on Final Approach here so we need to meet stabilized criteria as well and we do meet the stabilized approach criteria here 95 knots going through 1,000 ft fully stabilized perfect okay normal Landing flaps 100 air speed 80 through 85 due to the icing We'll add five knots so we'll do 85 to 90 knots on the Final Approach so we are going to clear all of that stuff okay thanks short field Landing going to be separate tutorial so let's get rid of that as well okay so back onto the engine page and that's all we need the approach lights are in sight in the front there already we're going through 500 FIA let's start reducing towards uh 85 to 90 knots and yeah we did indeed catch a little a little bit of icing here as I mentioned earlier I don't believe that to be very realistic in maof flight simulator right now anti I speed that's checked that's known and minimum continue so it's rather cold outside for that reason we are coming in a little bit low that's why we do the temperature Corrections in first place and you can see it on the puppy there as well threee rats okay autopilot disc connect and now we can fly ourselves onto the actual final 85 knots should be minimum here looking good all right power [Music] off and we're down going to let it roll for a little bit because we need to take the exit at the end of the rway anyway and that is our very first approach IFR in the seros completed now we are going to taxi back to the wrongway and we are going to go um for a full IFR flight towards Hamburg should be a quick uh 25 or so minute flight so we do expect a lot of um new stuff coming in during that though okay here we are leaving the runway might be a little bit slippery so let's take it really slow around the corner that's looking good okay timer and reference let's click stop that's an hour flight time for our first flight and here we go okay let's stop the airplane once the runway is located let's also put a couple of lights on over here cuz it is getting rather dark okay parking breake set now let's do the after landing checklist B Landing go around we don't need that let's just check it all off okay after landing power lever th000 RPMs here you go fuel pump off or boost we're going to turn it off for now mixture lean to obtain maximum idle RPM so lean lean lean lean lean eventually the RPMs will start Rising that's the same we did um that's the same we did prior to our first [Music] departure here we go that's maximum RPMs now we can reduce our power lever again as well as long as we maintain above a th000 okay flaps up that's the flaps going up transponder standby transponder standby so lights as required we're going to put the landing lights off the KN lights will stay on ped heat switch off not in these kind of weather conditions we're going to leave it on because ice is actually suspected to build up on the plane in conditions like that for that reason we keep the p on Ice protection system switch off off pump backup switch off that's down there off ice inspection lights off there off as well note as the app slows the rou becomes less effective and taxing is accomplished using differential breaking okay that's understood so that's our checklist complete until here let's now go ahead and uh Tex see back to the runway and at the holding point we are going to insert our IFR flight a little trick there for the navigraph users among you if you go into the chart menu or sorry if you are on the main page and then you use the FMS button to cycle through to the IFR or VFR charts and then you turn the range all the way in like that you are actually going to get a safe taxi system look at that that's quite cool isn't it that's only with the navigraph shots though okay then texting all the way back to Runway 26 for our flight to Hamburg now we're going to talk about the IFA stuff as soon as it becomes relevant which is when we're at the holding point with the park rck set H that was interesting little buck in the scenery there looks like here might come another one well that was all right so as you can see even with the power and idle you need a little bit of thrust for the Breakaway but once you're moving you've got sufficient thrust available that you can actually taxi the airplane as you can see um in idle Frost and you will actually need some manual brakes as well in order to keep your airplane moving at the proper speed so right now we're going pretty fast actually faster than I would go in the real world that's for sure in conditions like these you know get a speed of maybe like 10 knots or so that's all you need really okay stopping at the holding point and here we are okay parking breake a little bit hard to see here it is parking breake set let's clear the alert like that okay so first things first though can we turn on those uh dome lights a little bit those would be quite handy but no doesn't look like it well let's use the flashlight to actually see them okay no can't do anything up here okay that's unfortunate so those are the only lights we got then okay that's fine though so let's go ahead about programming our IFA flights so first of all Flight Plan menu and select delete flight plan so that anything from our previous flight is going to be removed in there when we are talking about removing we can also go into the checklists up here we can hit menu as well and then we can say reset all checklists down here now everything is basically reset for our flight so if we now go back on the checklists and for example we select the for um takeoff checklist down here you can see everything is reset so we are basically good to go again okay cool so now comes the IFR part of things we're going to depart from Echo Delta hotel kilo of course so once again mark it down there Echo Delta hotel kilo enter and this time we're going to select the runway as well and it is going to be Runway 2 six all right enter our destination is going to be Echo Delta Delta hotel like so Hamburg here we go and it just going to be Runway 2 three over there all right enter okay now we can continue with our sits so we hit procedure select departure and note that even though we just selected our Runway it still shows us all the runways there are for the entire app so we just got to make sure that we actually pick the right one so let's now go ahead and have a look at our C flat plan once more and you can see that just about over here so that's our plan flight cruising altitude 6,000 reny one November departure from Runway 2 six direct to BM for bokm to Papa arrival Runway 23 so that's what we're going to enter okay here we go so in the list we can now select our departure it is reny 1 November enter and scroll all the way down load enter here it is all right and Route you can now enter all your um roots for us today we don't really need anything because we proceed directly to the star but just to show you when you hit the menu button over there and you've got a previous Waypoint in like renzi then with the load Airway button up here you can basically find and access all the Airways just that's just to give you a little hint of how to load Airways in the G1000 we don't need them for today's flight but that's how you can do it okay then procedure select arrival and we are going to go for the Boku to Papa arrival here it is load and then we go again onto procedure select approach and this is going to be an I approach Runway 2 three enter we'll take Delta hotel 657 as our initial approach fix and again that's basically it the minimums we'll do later so load the um approach be sure to hit load and not activate otherwise it is going to remove or skip over pretty much anything or the rest of your flight plan all right so that's our flight plan pretty much programmed now we can just hit that cursor like that we can just um skip through our entire flight and have a look at um what we've got in here so rest of that stuff we're going to talk about when we're in route but this basically it's our fly plan in and our fly plan correct all right so that's stuff is in let's go back real quick we are going to go for our standard instrument departure so let's go to the charts departure no that's not the correct sit so let's just select it from here renzu one November that's what we're looking for and since it is so incredibly dark let's just go out of the menu over here and then we can do um menu chart setup down here and in there you can actually turn it into you can adjust the brightness but you can also bring up the night charts which are a little bit nicer to view at okay with the range button you've got um up down left and right right as well as the zoom functions as you can see so what we are going to do is with that um arrow down we can move down in the chart you can also just go on the chart option and on here you got things like header plan and so on so we are just going to stay on all have a look at the complete chart okay so what do we have there report passing 1,000 ft to kill information and Conta bra radar 124 deal 075 radar is required departures entering controlled air space when passing 1,000 ft sets are also minimum noise shooting strict adherence within the limits of performance criteria is mandatory Speed Max 250 over below level 100 not applicable in airspace Charlie well we are not going to be in airspace Charlie so it is applicable and if you get your zeros above that speed then you've done something wrong anyway all right let's just move all the way down to that one here initial clown C 4,000 ft so let's go ahead and dial that in and remember 4,000 is above the MSA so cold temperature Corrections are uh not applicable there all right so that stuff is in now let's continue with the rest of our setup what I'm going to do is I will leave the sit chart open over here because I do find these things quite useful to have open during a flight and we have a nav display down here anyway do we so time and reference first of all we're going to reset the timer for our next flight and then I'm also going to turn off the uh minimum down here because well for take off we don't need it okay and that is basically those inputs completed finally transponder code let's just enter some sort of an IFR Quark 2673 just because it looks pretty and we're also going to turn the transponder on because we want to you guessed it be shown on the ground radar if one existed all right with that we are now pretty much all set up for our flight in terms of the avionics so now let's go uh back to the checklists down here we do have a lovely little home button that brings us right onto the Naf display so that's quite cool to use and we can go checklist before take of checklist so let's go over that so do not take off with frost ice snow or another contamination on the fusar wing stabilizer and control surfaces welcome Max flat simulator no further comment on that okay that is clear so doors latched caps handle removed seat Bel and shoulder harness secured air conditioner off that is clear fuel quantity is looking good fuel selector full as tank they are both equal at the moment so we'll keep it on the right hand tank then fuel pump boost that's set to boost mixture full Rich that's full Rich flaps set 50% and check so then moving to 50 looking good on both sides okay transponder set so let's go ahead and turn it to alt autopilot check navigation radius and GPS set for takeoff they are cabin heat and defrost as required we've got them all up brakes hope so we can do another run up at this point however since we didn't switch the engine off we don't need to but we had to run below a th000 RPMs for bits so I'm going to do the runup nonetheless here we go 1,700 RPMs alternator check we are going to do now so let's have a look at the engine Page Plus 17 right now let's turn on the landing lights see quite an increase there so that is okay the system is working okay so that stuff is looking good the rest is on anyway we don't see the warnings voltage is looking good pedo heat is on okay na lights on Landing lights can turn them on now magnetos check left and right so let's go ahead and check those once more right side drop of about 35 RPMs back to both left side same thing okay Magneto is looking good ignition switch we've done that engine parameters check power lever back 2,000 okay flight instruments HSI and altimeters looks all pretty good flly controls that's quite an important check for us to do again because because after standing in icing conditions for such a long time it's quite important that we actually check that they are still working trim set for takeoff autopilot disconnected and then if icing conditions are anticipated immediately after takeoff they definitely are okay ice protection system switch on Ice protection mode switch Norm P2 heat switch on that's on already cabin heat switch hot that's set to hot windshield defrost on that's not simulated unfortunately ice inspection lights as required we keep them off verify a a is free of contamination immediately before takeoff yeah welcome to Maxa flight simulator flaps retract as soon as practical and that's the before takeoff checklist complete takeoff procedure we are already aware of so I'm going to skip over it the sh the same goes for the short field take off so next up we are not going to do a full power climb but much rather we are going to do the um Cruise climb so with that we are done over here let's go over to the engine page and then we're ready for takeoff and we can either use the engine page or what we could do as well is to bring up our departure charts both is going to work okay let's clear that caution I don't like anything blinking on the display during takeoff and like that we are now pretty much prepared so let's go back to the timer prepare the start button and then we are good to go so parking breake released rolling nicely at 1,000 RPMs already so time to line up on the runway okay that's looking good so let's just about run our autopilot controls can put it we can synchronize The Heading we can turn on the flat Rector and got a toga switch down here if only we could actually hit it that's a little difficult at times in this simulator so far looks like there is not act an actual click spot for that is there H not really normally we would put it into toga mode now but well we've basically prepared everything so with that we are good to go Okay cool so if you are ready then so am I the timer is prepared remember the takeoff technique release brakes increase thrust smoothly and steadily to 100 and rotate at between 77 through 80 knots okay ready take off start the timer increase power power [Music] set 77 [Music] rotate and we're climbing speed is increasing and where IC is sta away okay let's make sure we achieve the 95 knots as quickly as possible so that our anti-icing system is effective okay got them now and then we can retract our flaps okay maintaining VY for our climb and here we go on the way so with that done let's put it into Naf mode level change mode and autopilot all right so we're through 60000 ft we can start accelerating towards our end route clim speed of 220 and just a quick look up here little bit ice still about everywhere but um as mentioned it's Microsoft flly simulator okay 120 knots climbing so let's go ahead and now go into the checklist and we'll do the uh Cruise climb lean of peak Technique we through th000 ft so that's good enough for us power lever reduced to 30.5 in we find that up here go 30.4 is good enough okay mixture lean to San Target or last so let's go ahead and do that leaning part of things that's what we've got up here the S Target and here we go lean to the San Target or less okay minimum air speed 120 knots fuel pump boost that's where it is oxygen as required we don't need oxygen for this one cylinder head temperature monitor that's what we've got up here and that's if anything turns uh amber or red then we know we got it have a look at that and that's the cruise Clum checklist complete so you can see our radar climb is somewhere 500 to 600 ft a minute now and that is actually completely realistic for the cruise clim technique in the zos well you might ask now so why do you do it then well there's one primary reason there for it and that is it's more comfortable also it saves fuel so it's two advantages combined but the primary reason really is that it is more more comfortable keep in mind you do not have a pressure cabin in the SR22 so when you're flying it you really want to make sure that the vertical speeds don't become excessive now in an airliner typically you get cabin rates of climb in the region between 300 to 500 ft a minute and you know what that feels like so by flying our SR22 at the same rat of climb as the airliners we basically also create the same feeling of um we you create the same feeling on your ears as you'd have in an airliner contrary to that if you do a full power climb and the airplane would do like 1,000 to 1,500 f a minute that can become rather harsh on your ears especially when you are a little bit um Sneezy or when you've got a cold so something to keep in mind as we um do these flights over here and that is the exact reason why they established that climb technique okay then by now we should be identified by the radar so let's climb to uh 6,000 ft or flight level 60 which is going to be our cruising altitude and at that point we might as well just take a little shortcut from our traffic control the easiest way to do that in my opinion is through the primary flat display but you can use the secondary controls down here as well so you can just go onto the flight plan page let's now say they want to send us direct to bachon so so go to fly plan that's this menu here scroll down to B move and then hit the direct two key and now you can see it's automatically brought up um Boku in the direct field enter Now activate illuminates hit activate and now we're going direct to that Waypoint and that's about as easy as it gets is it okay what's blinking on the advisory there exit icing conditions a quick word on that very message the exit icing comes up when your deicing system is turned on for half an hour or longer it is just an advisory that's why it is in a white color down there it is just an advisory to you and all it means is hey your anti-icing system has been on for half an hour you sure you really want to do that and the honest answer to that is yes we'll keep it on until we're above the um clouds so that we can eventually turn it off over there so just click that again and with that we've taken care of the exit icing advisory we've just gotten on the true alert system all right again after any turn you want to synchronize your heading and the easiest way to do it is to find the heading bug press the button and that's going to synchronize it easy isn't it sometimes I really like aircraft like this okay so we are slowly getting out of the actual icing let's see our leading edges still a little bit of ice on there so I'm just going to keep the anti- system running for a bit and I'm just going to turn it to high as well now we've actually got a checklist for icing in flight so we might as well have a look at that right now so go to checklists and we haven't reached the cruise yet so if we click the checklist button down here we get the menu of all the different checklists we can use the FMS cursor here to scroll through them so we've got no icing conditions in Flight hit enter and here is the checklist so if inadvertent icing encounter or icing conditions exist yes icing conditions do exist over there for sure they will come again so what I will do real quick is just to establish the normal configuration of the anti-icing system like it would be off and now let's read through the known icing conditions in Flight checklist to get you an idea of what to do okay so if inadvertent icing encounter all icing conditions exist they do P2 switch verify on that should be running anyway but if not turn it on now ice protection system switch on so that's ice protection system switch going to on Ice protection mode switch Norm that's the ice protection mold switch in Norm windshield push Buton button press as required so a little bit ice on here now normally the system just prevents ice from accumulating but let's press it anyway maybe it can remove a little bit of it as well so windshield push button press as required monitor ice accumulation if eye secretion do not shed from protected surfaces I protection mode high so let's just say we still got eyes on there it doesn't shut so now we go eyes protection mode High if ice accumulating on protected surfaces ice protection mode push button Max so that's going to be the um ice protection mode push button just going to press that once for you to show you how it works and now it is set to Max if I accumulation on protected surfaces so this is basically now the highest level of deicing the airplane has so now the checklist says if ice is still accumulating on protected surfaces we put the backup pump on that's the one down here the backup pump is basically used because at this point the checklist suspects that something has failed in the anti-icing system and you can see that down here from here it now goes to perform anti icing system failure checklist so basically up here if it is in Max mode and ice is still building then a failure of the system is suspected okay so just a quick point we're about to level off so let's quickly set our timers to stand we can do that by just pressing the middle of the Barrow button up there and you can see that select stut timer setting straight away and now we're leveling off in Flight level 60 okay the rest of the known icing conditions in Flight checklist then tells us perform antiicing system failure checklist and still use the windshield Button as required because that one's using a separate pump so you can still use that button in order to spray fluid onto your windshield air speed maintain 95 to 177 knots or less than 204 knots true air speed all right so that's that upper part up there while in icing conditions flaps up they are up at the moment ice inspection lights as required cabin heat hot that's what we have windshield defrost on that is unfortunately not modeled but make sure to turn the fan up over there anti eyes fluid quantity and endurance monitor ensure adequate quantity to complete the flight so we can monitor that on on the engine display you can see that right now our fluid quantity has decreased to 1.6 gallon already running the system in maximum mode we only have fluid left for 15 minutes but you can see it's switched back to high mode because Max mode is only going to last for ever so long I'm not I don't know the exact time limit there but as you can see um it's switching back to the other modes um with ample time remaining and now we are actually going to go back to Norm as um right now we are technically outside icing conditions anyway to conserve fluid giving us 1 hour of remaining time okay so now we have left icing conditions you can see we're currently flying above any clouds so there is no active icing conditions so anti system off that's the anti system off air speed as flight conditions dictate and the rest is basically as required so use any of that stuff as required be sure to leave the P eat on when you're flying IFR all right and that's the um known icing conditions in Flight checklist completed so now we've just leveled off at our cruising altitude so let's just quickly go back to the cruise checklist okay oxygen as required it's not required Cruise altitude established power lever reduced to 30.5 in or less we're going to actually reduce it a little bit less right now let's make it 75% power power fuel pump as required and note the fuel pump must be set to boost during flight Maneuvers or during maneuvering flight so we don't intend to do that so let's actually turn the fuel pump off okay so mixture adjust again you can see we are already at the um s indication so we are already at a good mixture and in parameters monitor we monitor them all the time anyway fuel flow balance monitor fuel balance is a good point the right tank has been in use for the entire flight by now so we can just shift the tanks around so in order to shift from one tank to the other first of all we turn the fuel pump to boost and then we turn the switch monitor engine parameters always keep in mind an engine failure can Ure at a point like this but as you can see it doesn't and then we can turn the fuel pump back into the middle position so that's fuel flow and balance monitor if any cylinder temperature exceeds 420 F you can see the hottest one that's the one that's marked over here it's currently 335 so that's not the case but if that happens mixure lean 0.5 Gall and monitor all right and that's our checklist complete no icing conditions inlight we're done with that but just to show you some more options you've got go into menu then um let's just reset the checklist for a moment so now you've got the entire checklist open over here if you just want to get rid of it all you need to do is hit menu and then you can scroll down to the check all button if you do that check all you can see the entire checklist is completed now all right and that's basically as easy as it gets okay next up we are already closing Hamburg so let's go ahead with our approach preparation for the ILS approach rom 2 fre at Hamburg airport also look at that the weather is looking quite a bit better over here let's just get the latest though charts weather ham 320 at 4 8,000 m q clouds 4,900 temperature- 4 q& 10008 temporary 4,000 m in broom okay so with that in mind let's go ahead and grab our procedures so we've got the B Mo rival over here and we can see that all those restrictions are 4,000 or above at 220 knots we'll be unable to do the speed so we're going to tell ATC that we can't do it but what we can do is go to the flat plan and make sure that our restrictions are actually all set to 4,000 or higher as as you can see it imported them as 4,000 but not 4,000 above so in order to have everything correct we're going to clear every single one of those restrictions you can see this can sometimes be a little bit of work there for us to do but if we don't clear them the airplane just wants to be in 4,000 ft at those points and we don't want that do we the only ones that we got to make sure to uh keep in the system is the one that the Final Approach fixed and obviously when you've got a situation like this now where you you have removed all the restrictions you want to have a careful look at the approach chart to make sure that you actually still meet all the restrictions as required so that's just something for you to carefully um keep track of all right so back to the charts in here we've now got um all the restrictions adjusted and we still plan to pass all of them above 4,000 ft so let's have a look at the actual approach chart now for the ILS approach on Runway 23 first of all frequency triple 1.3 you can see the system is automatically tuned that and the identifier India hotel hotel whiskey has also automatically been tuned up there on the actual um on the actual uh or not been tuned but received and identified by the system so like that you don't need to listen to the audio anymore final prot course 228 is going to be set automatically Pizza in 3,000 we've just checked that on the flight plan page already MSA around Hamburg VR 2100 with with the cold temperature correction applied that becomes 2,300 and that's pretty much what we've got up here now moving down a little bit we can again use either that range button by clicking on the arrows or we can just make ourselves the lives easy and go on a chart option and for example show only the profile or only the minimums we'll take the minimums for today we're a cat Alpha airplane with an approach speed of uh 80 knots at the maximum Landing weight and that means our minimum is going to be 243 due to the cold temperature correction we at 20 ft so 263 and in order to tune that we need to make it 270 so timer reference we can move all the way down here minimum borrow 270 that's the small button down there okay perfect and that's done all right so that is that part of the setup with that we are set for the entire approach and now we can go ahead and do our VNA planning so if you go to the flight plan page you can down here see the vena profile you can adjust the um Target FPA and that is also going to adjust your top of descent currently we've just got 1.5° in there giving us 500 ft a minute now that is probably the e easiest on our ears however ATC might require us to do up to 1,000 ft a minute and just for the sake of demonstration I'm going to show you how to use that so by default if you use a rate of descent of like 500 ft a minute perfectly fine that's the best you can do on your ears however it is going to prolong the distance quite a bit so what I'm going to do now is again I press the cursor like that now let's scroll all the way down to to our active enough profile you can see now the FBA is marked now we can use the um small button to increase out our angle and I've just increased it to 3° angle giving us around about 900 ft a minute profile okay Enter remove the uh cursor and that's it now the v-f is um selected for the um New rate of descent that we wanted all right and that's basically it so with that we are now all set up for our approach on the previous approach on the Arna into ke I showed you how to do the entire thing um fully out of the FMS on this one Let's Pretend We're getting radar Vector our heading back is set to a nice heading over there already so let's go heading and we'll actually go all the way to an intercept heading here it's a rway 2 three so if we turn on to a heading of 200 that should provide a good intercept heading as we can see down there now once a traffic control takes us onto a radar Vector we are just going to activate the extended center line there's an easy way to do that you click the procedures button and again you can decide if you want to take the one on the MFD down here or we've done that last time already so we can just we could also just take the procedure button on here both'll do the same thing okay activate Vector to final and that is what we want to do I'm just going to clear it off here okay so activate vectors to final enter you can see now the airplane simply draws an extended center line for us you can also see it took us out of GPS mode and we now already receiving the localizer so that is about as easy as it gets for um extending its Center Line now I just want to do something different though I want to um fly direct to Charlie India 23 again so just go to direct select the Waypoint looks good enter activate and here we go all right and then hit na go back to GPS like that and I think I've confused the airplane now let's try that again here we are back in GPS navigation the way I did this is I just um clicked enough again to disarm localizer mode then I clicked na again in order to arm GPS mode after the um CDI was sent back to GPS navigation all right so the reason I wanted to do this is because with an extended Center Line you lose your v- guidance however I wanted to have some ven guidance available as you can see our top of descent is coming in a minute and on here it is drawn on our map as well let's just bring the range up a little so that it looks a bit more sophisticated here we are so that is our um vnaf down here now let's say our traffic control clears us down to 3,000 ft now oops that was a little bit too much so we're going to set 3,000 once again all we need to do now is hit the v- button down here and you can see v- path is now armed and by the time we pass our top of descent we are going to capture our V profile in the best case you can go to local q& prior to intercepting the vup profile because otherwise the airplane tends to get a little bit jerky when you change the q& while you're descending on the profile but for the sake of it I'm going to show you what I mean we now have Vena path captured and the airplane is now in a nice descent at the target of 900 ft a minute I'm going to reduce my thrust slightly since we've got a speed restriction of 170 knots or R pieas over here let's keep the speed at about 170 all right and now we're going to go back to local um q& an easy way to actually obtain the q& is from the flight plan page and just scroll down to your um actual airport now we've got the weather indication down here so q& 10008 now watch what's going going to happen as I'm changing the q& you can see we're now a little bit lower than at first indicated and the airplane is pitching quite aggressively in order to obtain the um Vena path again so for that reason it might be an idea to leave Vina first go to vertical speed for example bring it to a nice vertical speed then go to q& and then use vertical speed to re intercept vnaf that just Smooths things out a little bit in order to show you what I mean let's just do that going back to standard you can see now it's aggressively diving again to get back into the vof path I'll just wait until things are stabilized and we might be entering some icing conditions here again so let's just put the icing the anti using system back on okay so we are now back on a stable vof descent again let me just show you what I'm me so we're going into vertical speed mode now you can see it's capturing the present vertical speed now we'll set local q& 108 and you can see the airplane smoothly keeps flying on this so now I'll simply adjust my uh vertical speed a little bit like - 500 now we could hit VF again and it would re intercept the V profile obviously exactly at this point since we just overflew the um Center fix towards pisas the airplane has automatically transitioned into the um ILS indications already so you can see we've got local as a capture now so what we'll do instead of a v capture is we'll just press approach and now we've got GL loope mode out all right and that's as easy as it gets so let's now go back to the checklists and we can go ahead with our desent checklist here we go descent checklist oxygen as required off altimeter 10008 set cabin heat and defrost as required Landing lights on which it is down here fuel system check so quick look over there shows us the left tank got a little bit more fuel than than the right tank at the moment we're already operating on the left tank so that's perfect okay Power lever as required we're already doing that so for a rapid descent power lever smoothly reduced to a manifold pressure 18 to 20 don't intend to do that mixture as required so we just keep it inside of the green Arc over there for Rapid descent mixture maintain cylinder at temperatures above 240° that's down here but we don't want to do that today brake pressure check and with that we are pretty much done avoid prolonged idle settings maintain a cylinder temperature of 240 F or greater so basically that you want to keep above 20 40 okay and that's that his hand checklist complete all right we just have Glide slope capture so set Mr approach altitude of 4,000 ft like that Al we can match the heading to the rway heading here we go now we got the uh we've got the sun right in front of us so let's get down those sun rises here okay and with that we are once again done with our checklist next up is the before landing checklist and tell you what we might as well read that now so seat Bel and shoulder H is secured they are fuel pump boost boost mixture full Rich so that's a full R mixture flaps as required autopilot as required and if icing conditions are anticipated for approacher landing they are so ice protection system switch on it's on Ice protection mode switch high high monitor ice accumulation if ice continues to accumulate on protected surfaces ice protection mode push button Max and if I secretion does not shed from the surfaces that's basically the same failure procedure that we looked at before already okay so that's pretty much our procedure completed now let's focus on the actual approach you can see see we're just about 4 miles out 160 knots just like the airliners do now we can go to idle thrust and we can start aggressively reducing our speed and we should be able to get the airplane stable by the time we reach about 100 sorry 1,000 ft but let's see about it below 150 we can take the flaps out so that's now flaps 50% and look at how much better the airplane Starts decelerating Now over here we're going to get certain alerts in case we have deviations from our um deviations from our Target profile so right now it show bar Barrow because well we've uh actually set wrong q& should be 17 here we go okay we're below 110 flaps 100 flaps ice warning is clear but we are on Final Approach so both the flaps eyes and the anti eyes speed can be ignored okay that's our rway in the front over there let's disengage the autopilot I want to demonstrate you one last thing and that's the stabilized approach monitor so if we deviate from the uh Glide slope too much like now we're actually going to get a Glide slope warning on the PFD let's fly right back into it just wanted to uh demonstrate that one to you the same goes for the localizer for example and for some of the other parts of um the approach monitor so around about 50% should be quite good for the approach the Y Emperor is going to come off automatically at about 200 ft above the ground like now okay this low we are just flying inv visually over here that GL slope doesn't seem to be quite accurate to me right flare it flare it flare it and we're down keep it on the center line and then we're going to take the next available exit that's just for the opposite direction but that one in front over there that seems like an exit we want to take okay Runway is vacated let's set the parking breake for a moment and quickly run the after landing checklist going to get rid of all that stuff normal Landing yeah we know how to land that plane thank you same goes for short field Landing that's going to be for a separate tutorial Bo Landing will go around didn't have to do that today okay out Landing power lever set for 1,000 RPMs fuel pump off or boost we can switch it off today since it is rather cold mix to lean to obtain maximum idle RPM so let's just put the Power lever back to idle and then lean it down a bit bit just playing with the mixture lb a little at the bottom of the screen there so maximum idle seems to be somewhere about here so we actually need a little bit more um Power okay like that all right flaps up up transponder standby again if you are on airport like we are in Hamburg then use on instead of standby lights as required so we got to turn the landing lights off so ped heat switch off well visibility is good enough that we don't suspect immediate icing here so we can actually turn that off ice protect system switch off off pump backup switch off that's down here off ice infection light off and note as the airplane slows the rou becomes less effective and taxing is accomplished using differential breaking that's the after landing check is complete so next up is going to be shut down then again what I like to do let's go back to the um IFR VFR charts in order to get our safe taxi personally I'm a big fan of that it just enhances safety so much and if any alert is displaying then be sure that you're in the main menu down here then you can hit caution and that's going to turn off all those um indications also at this point you can get rid of the flat director personally I'm a fan of doing that okay let's get taxing we're parking down here that's the general aviation parking area in Hamburg parkum rate can come off so just a quick turn to the left and second to the right and that's where we are going to go see that one's xed out we can't take that but this one over here we can maaps wingspan 29 m not a problem with an SR22 and then we're just going to go into the first gate on the right hand side over here and we can bring it to a stop okay perfect so let's continue with our shutdown so we just go to the checklist so fuel pump if used off that is off throttle idle idle if ignition switch cycle so right left both mixture cut off do note that they don't tell us to switch off the avionics before we shut down the uh airplane that's interesting but they don't tell us to so we don't do it right look at that quite a bit of ice here on the propeller the antice system should have prevented that overall but it's fine okay so mix off all switches off thereafter we are going to lose the avionics as well so then it's going to be magnetos off e check the transmit light is out and then only chalks tie down Speedo covers and that's it okay so then let's go ahead turn the rest off and that's it so 1 2 3 4 5 6 7 and that's it that is our first flight and our tutorial completed I would like to thank you very much for watching and if you stayed with me all the time from the beginning do let me know in the comments below thank you very much everyone if you did like the video then do let me know in the comments below the quick disclaimer at this point once again I recorded this one using a beta version that's probably the reason why there is still ice showing on the airplane and why the anti-icing system didn't uh do everything properly but any case that is going to be it for today's video so thank you very much for watching hope you enjoyed it if you did do let me know in the comments below be sure to hit that like button if you didn't inde like the video as it is going to greatly benefit the channel in the YouTube algorithms if you're up for more don't forget to subscribe and in the meantime I would like to say thank you very much and goodbye to you now and if you really love what I'm doing I would appreciate a small donation through the buy me coffee Link in the video description below thank you for watching and see you all again on the next one
