I’m trying to wrap my head around the LENDY6 STAR and connecting it with the ILS 13L approach. I’m flying the Airbus A320N. Let’s start with the charts:
Issue 2: Let’s assume that I’ll be flying an average ground speed of 180K from LENDY to TELEX, that’s 3nm per minute = 14nm leg / 3nm = 4,7 minutes to descend 17500 ft = 3700 ft / min descend rate, while slowing down from 250K to Vapp of 140K.
I don’t see how that is possible. Any ideas?
I’m currently on the way from KLAX for an estimated arrival of 15h20 UTC at KJFK (that’s about 4,5 hours after this post’s time). Any solutions preferred before that
The LENDY STAR is radar vectored after LENDY. In r/w operations if the 13 runways are in use, I believe you would overfly LGA in a descent, and fly past JFK (to the north), then ATC would vector you to a descending right 180 degree turn that would take you out over the Atlantic and eventually bring you to COVIR (from the East) at 2900 feet.
If you are using live weather, the wind actually favors the 22 runways this morning, which does have an RNAV entry procedure (beginning at CIMBL) that works well with the LENDY arrival. You would go direct from LENDY to CIMBL in a descent. Normally, when the 22s are in use, 22L is used for landings.
At LENDY it says expect FL190 @250kts as a planning information which means that ATC could want you to be lower and/or faster at that point.
Furthermore the chart says; expect vectors after LGA which makes LGA direct TELEX unlikely.
At TELEX you should be at 2100ft, 1500 is CAXUN, the FAF for non-precision approaches.
ATC will not be happy with you if you slow down to Vapp at TELEX. Usually the ATC request is ~160kts at this distance.
That said, your planned routing will work if you maintain 250kts with the speed brakes extended after passing LENDY.
(Especially with the MSFS A320 where the speed brakes are presently way too effective).
You need to add a few miles to slow down from 250kts to 160kts.
If your ROD isn’t high enough to slow down to 160 at TELEX, you can drop the gear as well during the descent.
Normally, you get a heading off of LGA that takes the flight over the Atlantic. The descent is completed over water, usually in several steps. For a 13 operation, the Rnav or Visual approaches are used. This begins from south of the JFK, intercepting the initial approach course at 3000 MSL until established. It adds 10-15 minutes to the flight.
This is all due to the proximity of KLGA and KJFK. When due to winds or low viz and they go into “SWAP”, then everything slows to a crawl since the airspace has to be effectively shared between the two airports.
Thank you @anon28099226@PZL104@HalberQuacky for the useful explanations. Reading this I realize that the MSFS ATC is not modeled to reflect a real world scenario in this case.
The wind indeed favors a runway 22 approach this morning. I’ll take the ILS 22R (not the RNAV since the A32NX mod doesn’t support it yet )
22R is offset by 2.5 degrees, and if you are using default Nav data in MSFS, the aircraft will land in the grass on the left side of the runway. If you are using the Navigraph beta MSFS nav data, the aircraft will fly the offset localizer correctly. At JFK, 22L is normally used for landings, and 22R is used for takeoffs.
If you have Navigraph, the ILS 22R will work as it does in the real world - the aircraft will approach the runway at an angle from the right side, and will come even with the centerline at the published MDA - but using 22L is more reflective of r/w operations at JFK in any case.
Sure I can delete any point, I just want to reflect reality as close as possible and I assume you’re not supposed to just delete points from an approach (?).
I’ve watched quite a few Boldmethod Live video’s and I have learned that ATC can be quite flexible indeed.
I should look into VATSIM, but I’m not comfortable enough with all IFR procedures yet, let alone radio communication (it’s too quick to fully understand for now).
After 5 hours of non-stop flying (my longest ever) I finally landed at KJFK ILS RWY 22L via LENDY STAR and CIMBL IAF.
Speed/altitude management keeps confusing me in the A32NX mod. Once I think I understand, something happens I can’t explain. Anyway, eventually I get it where it should be
Those crosswinds always get to me just above the runway: I never stay on the centerline
As noted above, the LENDY STAR isn’t connected by a direct routing to any of the KJFK approaches. To fly the ILS 13 approach, after LENDY descend and maintain 16000. After LGA fly heading 130 for about ten miles, then turn right heading 220. From there you can descend to 8000 and then turn right to proceed direct COVIR, once you are abeam that waypoint on your right. You don’t want to get too low on the leg over the ocean because of departing aircraft from all three of the NYC airports.
Yes, this came up in the last Dev. Q&A, with no fix in sight either. You’ll be compensating for wind as you descend, then as you get closer to the threshold the crosswind halves. Then on touchdown, and you decelerate the crosswind component starts to disappear. The sim constantly moves the goalposts.
Some of this was done to stop planes being pushed to the side while stationary as they re-used old FSX code. I never used FSX but apparently it was worse there, with no crosswind below 80ft/s. Here it’s 10ft/s. 10m/s seems closer to what I see, though.
There are so many resources out there to help you get onboard with VATSIM including countless YouTube videos and Discord servers where you can ask questions and people will be absolutely delighted to help you. Also, when you’re on the network don’t be scared to speak up and ask a question about something you don’t understand. I’ve been using VATSIM since May of 2009 and I have not looked back on stock ATC. All the problems and limitations of stock ATC are gone with VATSIM.
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I’m using the Navigraph data.
