yea i use the VOR2 to help me find a intersection or to point me in the dirrection of my next VOR (incase i am out of range. (a few places i know where this will happen) i fly outbound one 1 till i find the other. also i would set one to say alb then one to the utica vor (cant remember what it is) then fly the ALB untill i get utica then switch the one i was useing to say syacuse... i think that FStipster gives a good explanation of spoilers so i wont get into them

OK thanks guys but.........( there's always a but)

I was confused at first, i've never used the OuterMarker thing, which, if i read it right, once i pick it up i know to start my descent, i thought that is what the ILS intrument thingy is for..........ok so if i got everyone's explanation correct.......

Supposed i need to land on a strip that i perfectly know is 5 miles from my desired runway. The runway has no ILS ( i suppose we are not using the GPS) .........i am lost now, I lost the whole concept of the VOR2. I might use to well, i know that i have to head to 030 when i get to PHK then i will set the radial to 030 on my VOR 2 and when i see the DME tell me i am over the VOR and i see the "flag" on the OFF signal i turn the heading of my VOR2 right? Well that part i get and i might use it for that but i am not sure what you guys are saying about intersections. I am going to check the Outermarker beacon thing right now because i have a flight pending for tomorrow

Please help me, thanks ???

I'm trying to find an answer about why VOR#2 and DME won't work in some aircraft - using the same panel??

I'm an older pilot not used to fancy things like GPS, etc.

I still fly the old VOR stations.  For instance, you fly a particular VOR radial, then dial in another VOR station in order to get a fix on a charted intersection.  You're at the intersection when the butt of the needle crosses that intersection radial.  

The better deal is, using a "slaved " RMI (that way you won't have to redial the heading and get confused) - and you are at the radial of the butt of the needle.  Works as the "bearing" of the ADF needle.  One of the best slaved RMI's with dual needle is to substitute the "PA46-350.rmi" for the ADF indicator on the panel.  Especially if there isn't a separate gauge for the VOR #2, and you have a VOR #2 radio.  Do that by going into the panel config file.  Don't forget to change the virtual gauge also.  Don't mess with the size, location nmbrs. Just substitute the gauge.  I'm still trying to figure out why it works in some aircraft, and not in others.

You'll like the good looking slaved (meaning it will have a working compass within the gauge) PA46-350.rmi.

This worked great on the BD-5 jet.  Although I changed around other instruments as well, including adding an HSI on it.

Some aircraft panels have the dual needle RMI already installed.

herml@socket.net

Quote:


Hey Missouri_Sky,,  That's a common problem in 3rd partry aircraft.  You have to add or change the [Radios] paragraph in the aircraft.cfg file.

I don't have FS running on this computer, and the sight is too slow right now to search,  or I'd paste a copy of the [Radios] paragraph here.

You've all seen this before....

Hey guys i really appreciate all the help i am getting with this.

OK, so the airport is in the 330 radial from a VOR, that which i tune in the radio as Nav1.....how would a second VOR help..........urgh i've flown some many times and i feel stupid not knowing this yet........Nav2 is for VOR2 right?

Excellent post Tipster,, now if either one of those VOR's is DME equiped and you know the exact distance,, it further aids the accuracy...

There are so many ways to use radio navigation. The only thing missing is dual ADF ability (not that there are that many NDB's close enough together  to use it much).

With a little planning you can find your way out of any weather,, Radio navigation is by far my favorite aspect of FS2002...

Now,, everyone ,, leave those GPS's   ....  OFF   

I must the biggest duphus right now............i get this:

There are 2 VORs, it can help me find the airport.......

But what i don't get is HOW?

For that i get, from the drawing: There are 2 VOR's and i will fly towards one, what i don't know is when i am supposed to turn and forget about the first one..........if i turn the dial to point to the second VOR all the time then how do i know when to make the turn since it is always going to be pointing me to the VOR, i am sure it just doesn't appears out of nowhere

Yeah!  I say, great for the real pilots.  If the VOR station does not have DME, you can still locate your position by flying 90 degrees from one radial to the next 10 degrees and divide the time (I think) by 2???.   You a/c speed also comes into play here, but I forgot!!  That will give you the distance your are from the station.  The same procedure could apply to ADF location.  The butt of the needle (ADF) is the "bearing" from the station.

In my old days at United Flight Training Center in Denver,(I've forgotten the division number so you old time pilots out there help me out), (in the old DC6 days), this procedure was normal training for new pilots.   If anyone wants to experiment with this procedure, please correct  me.  This  FS would have been a great back when I was learning to fly and would'nt have had to do it in the airplane. LOL!

Thanks Brett!

The procedure I got the other day about making the second VOR ("VOR 2") operable was a big help. Just copy the procedure from your directions or "copy" from  another aircraft that has that in it's aircraft config and paste in the aircraft config.  I went thru all my installations and found a lot of aircraft do not have a working VOR2(and DME2).

I installed "PA46-350.rmi" (good looking round gauge) in place of the adf gauge or the VOR2 gauge line in the aircraft panels config if a panel has only an adf or Vor2 gauge. Do it in the virtual window also.  Occasionally the size doesn't work (for the most part leave the numbers the same. (I don't know how to resize the gauges very well.)  I have experimented doing this, but I really don't know what I'm doing.  I messed up a couple of panels and had to go back to the orig gauge.

That way the single gauge gives you both an adf and
another moving heading gauge along with a needle gauge for the no 2 VOR.  The butt of the vor (or adf) needle will give you a real close intersection.  With the heading being the same as the aircraft heading, you don't have to fiddle with setting the heading as you would with a fixed gauge.   ("good enough for government work" - ha!)  No offense to you govt workers.  Just an old saying.

Be glad to help you since I used to be a CFII.

E-mail me at herml@socket.net for more private conversations.