Tutorial video: Full ILS approach procedure
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Nice work
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Excellent ! Thank´s !
More more more… -
Thank you.
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Any chance you could make a tuto on how to use a Navigation Heading/Bearing/Intercept wheel ? plizzzz.
Thanx -
Very well done.
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Sweet!
Very helpful and professionally done.Cheers.
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Sweet!
Very helpful and professionally done.Cheers.
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Excellent job my friend!
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Excellent work! Very helpful!
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it’s a great work ,and very useful to me , thanks .
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Wow, really nice!
I think you mixed up DA with MDA (Minimum Descent Altitude) which is normally used on non-precision approaches.
Decision Height is only used on CAT II-III approaches, where the ground leading up to the runway is flat enough to allow use of radio altimiter.
I could be wrong since I don’t fly F-16’s in real life! -
Thank you very much…
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Excellent tut m8!
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It’s really a very good tutorial indeed.
Thanks for your work and sharing of it.
Can only see a miss (if not mistaken) that could complemente this tuto… Calculations of leading dist./angle when entering/exiting arcs.
If they’re not there, think it’ll be easy for you to re-cut your movie and insert these calcs.
Think, don’t need to post theory here, you should know it. -
@flyway, I purposefully left out stuff like that to keep it under 30 minutes and accessible to people with little IFR experience. For instance, I don’t talk at all about no-radio procedures, how to figure out what kind of hold entry to do using your thumb, or some of the more advanced stuff you can find on approach charts, like localizer back-courses. I know I included the bank angle to turn rate calculations, but that’s only because BMS does not have a working turn rate indicator.
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Yep, understand that, it’s just that think that leading (simple) calculations would benefit your tutorial, specially to avoid over shootings…
Anyway, it’s a great learning tool. -
THX excelent video.
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Enjoyed the video overall but I have to say that when you demonstrated the missed approach and flew back to HONEY there was a strange decision to rejoin the hold by driving the wrong way down the hot leg and calling it a ‘parallel entry’. This is discussed in the video between about
.I wonder if a teardrop entry is most appropriate for similar situations where one arrives at an anchor point from the 12 o’clock heading. At the HONEY IAF it would look like this:
(edited from Red Dog’s chart for Choongwon ILS RWY 34R)However this still leaves me curious about mid-air risk if two aircraft approach the IAF at the same altitude but on reciprocal headings…
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For those that can’t remember which is which, think of them as the following:
QNH = Nautical Height (height above sea level) Sitting on the ground your alitmeter will read field elevation above sea level. In Korea, set when descending below 14,000 ft.
QNE = Normal Enroute this is always 29.92 if you use inches of Hg. In Korea, set when climbing through 14,000 ft. You are now in the flight levels.
QFE = Field Elevation When using this setting, your altimeter will read “0” when you are on the ground.