Instrument landing system localizer off?
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I think you have a term mixup. HSI is the heads down instrument on the center pedestal between your knees.
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I’m using the ILS bars in the ADI and the HSI together.
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I like the ILS/NAV better than ILS/TCN when doing heads down ILS approach.
Once agin, for ppl who wants to do like IRL, do not follow Caper’s procedure (sorry Caper, but I have to say it).
Because published procedures are based on TACAN distance which are used for minimas, MAPT, and glideslope validation.Using a custom steerpoint is illegal, and dangerous.
(I see you guys comming with TwoDog using this to land on a runway non equiped with radio nav approach proc. Again, there is a difference between regular/standard use and extreme situations where the pilot made a mistake (or really really unlucky) and have no other choice than doing this to land.)
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Once agin, for ppl who wants to do like IRL, do not follow Caper’s procedure (sorry Caper, but I have to say it).
Because published procedures are based on TACAN distance which are used for minimas, MAPT, and glideslope validation.Using a custom steerpoint is illegal, and dangerous.
(I see you guys comming with TwoDog using this to land on a runway non equiped with radio nav approach proc. Again, there is a difference between regular/standard use and extreme situations where the pilot made a mistake (or really really unlucky) and have no other choice than doing this to land.)
Have you ever diverted to a airstrip (out of fuel or deadstick). Looked up the airstrips GPS location, setup a STPT, set the HSI course to the runway heading and intercept the radial for a HSI asset approach. I’ve done this for deadstick landings in campaigns.
There’s a book about a r/l pilot that sets up a STPT and uses like a ILS approach.
It real easy to overcorrect using the ADI ILS bars using the HSI helps and I did say to cross reference.
I’m talk’n combat. There is a combat element in BMS.
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Have you ever diverted to a airstrip (out of fuel or deadstick). Looked up the airstrips GPS location, setup a STPT, set the HSI course to the runway heading and intercept the radial for a HSI asset approach. I’ve done this for deadstick landings in campaigns.
There’s a book about a r/l pilot that sets up a STPT and uses like a ILS approach.
You still don’t understand caper
If you have to divert, you have to chose your divert field according to the weather. If TAF are announcing bad weather, you will have to plan an IFR field where Instruments procedures exists and where all the related radionav systems are operational (see NOTAMs).
If conditions are VMC, you can go on an VFR field …This is called flight planning, flight management … And all are dicted by flight rules.
No way you have the right to do what you are saying except in case of GPS/GNSS that charts are officially published (which is the same as other IFR chart but using GPS fixes … But is not safe for single pilot operation because there is no crosscheck of the coordinates programmed on the system, can even be not authorised depending on countries.)
The book you are mentioning is the one I’ve mentioned above (TwoDogs, Viper Driver) and has no other choices because of a “bad” flight management.
Another point, what is no said in the book is what he has used for glide slope!?!
What he did is not a pseudo ILS, but a pseudo TACAN approache whith alt checks based on distances … Any cases, this was illegal and dangerous (no way for him to know what are the actual obstacles clearance during his final) … But had no other choices. -
Another point, what is no said in the book is what he has used for glide slope!?!
What he did is not a pseudo ILS, but a pseudo TACAN approaches whith alt check based on distances …that makes no sense.
Anycases, this was illegal and dangerous (no way for him to know what are the actual obstacles clearance during his final) … But had no other choices.
I said to use it for a reference. I know it’s illegal. My old boss petition the FAA change the ruling for rotorwing. The FAA didn’t want to have two different set of rules for fixwing and rotorwing.
Anyway I guess I got the answer. -
that makes no sense.
In the book, he flew an approach down to a markpoint he had made (so all the problems with EGI accuracy aside, it was already going to be subject to a bit of steering error). He flew that blind down to past minima if I recall correctly. He then directed a bunch of other pilots to land on that markpoints coordinates, acting as though there was glideslope guidance as you get from ILS - but as there was no ILS at the field, this was basically the same as a TACAN approach (non precision) but from a markpoint instead of a real TACAN station. Hence DeeJay calling it a pseudo TACAN approach.
Its not safe, and unless your alternatives are less safe, you shouldnt do it.
You might also want to read the next chapter Caper, where he got discharged from the air force while he was sleeping after landing. (He got reinstated before he woke up, too…)
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Have you ever diverted to a airstrip (out of fuel or deadstick). Looked up the airstrips GPS location, setup a STPT, set the HSI course to the runway heading and intercept the radial for a HSI asset approach. I’ve done this for deadstick landings in campaigns.
Again, you are mixing things!
On one side, you talk about ILS (instruments procedures implying IMC conditions), and then, on the other side about visual recovery using HSI just to help to acquire visually the field and help for runway alignment!
that makes no sense.
No, you just do not understand.
I said to use it for a reference.
What you didn’t said is that you are doing this on non Radio nav equiped airfield.
Anyway … You can’t because:I like the ILS/NAV better than ILS/TCN when doing heads down ILS approach.
To perform a proper ILS you have to validate the glide, hence, you need the TACAN distance. You can’t (or must not) perform an instument prodecure using the wong references.
This is illegal and unsafe (not only for you but for the others)
Using a GPS fix as a TACAN to perform an instrument recovery should be an ultimate “solution” if no other choices…
A “good pilot” will divert to a suitable IFR field before being trapped into that situation.In case of VFR (visual) recovery, you do not need to do this.
… Caper, you still don’t trust us!? we are not trying to confuse you.
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In the book, he flew an approach down to a markpoint he had made (so all the problems with EGI accuracy aside, it was already going to be subject to a bit of steering error). He flew that blind down to past minima if I recall correctly. He then directed a bunch of other pilots to land on that markpoints coordinates, acting as though there was glideslope guidance as you get from ILS - but as there was no ILS at the field, this was basically the same as a TACAN approach (non precision) but from a markpoint instead of a real TACAN station. Hence DeeJay calling it a pseudo TACAN approach.
Its not safe, and unless your alternatives are less safe, you shouldnt do it.
You might also want to read the next chapter Caper, where he got discharged from the air force while he was sleeping after landing. (He got reinstated before he woke up, too…)
If I understand DJ, the STPT was only used for glideslope and not for course. That makes no sense.
I think a lot of Euros hate him because he is a war profiteer. He wrote a book made some money.
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Again, you are mixing things!
On one side, you talk about ILS (instruments procedures implying IMC conditions), and then, on the other side about visual recovery using HSI just to help to acquire visually the field and help for runway alignment!
No, you just do not understand.
What you didn’t said is that you are doing this on non Radio nav equiped airfield.
Anyway … You can’t because:To perform a proper ILS you have to validate the glide, hence, you need the TACAN distance. You can’t (or must not) perform an instument prodecure using the wong references.
This is illegal and unsafe (not only for you but for the others)
Using a GPS fix as a TACAN to perform an instrument recovery should be an ultimate “solution” if no other choices…
A “good pilot” will divert to a suitable IFR field before being trapped into that situation.In case of VFR (visual) recovery, you do not need to do this.
… Caper, you still don’t trust us!? we are not trying to confuse you.
1. I want to see if using HSI NAV mode was ok for a VFR approach on a field that has no beacon, ILS, ATC. I guess it’s still a no or not necessary.
2. I did understand if glideslope include course correction.
3. I said to cross reference several times. I would want to abandon the ILS LOC bar.
4. you never been trapped, you never flown F4AF combat.Why did god put NAV mode on my HSI? No beacons during war time. <shrug>In 90’s GPS was not approve by the FAA for anything having to do with a/c. Funny how in the 80’s EGI/INS/GPS was intergraded into the F-16’s navigation system.</shrug>
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In 90’s GPS was not approve by the FAA for anything having to do with a/c. Funny how in the 80’s EGI/INS/GPS was intergraded into the F-16’s navigation system.
What’s FAA regulations got to do with Military Flying during time of conflict or training in military airspace? While transiting through civilian airspace yes FAA rules and equipment standards apply - hence why the F-16 has these systems. However, it is highly unlikely that in a combat situation the other side is going to leave you with their navigation aids to help you bomb them. Thus military aircraft also have systems that the FAA don’t approve for use in civil airspace so that they can do their job with more precision than is available through dead-reckoning navigation.
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Caper, if you want to fly VFR, then you dont need the HSI. Use your mark ones, they will be perfectly fine.
Technically speaking military aircraft are not bound by FAA regulations, but they are bound by air force regulations… which are often just as restrictive (as far as Ive seen anyway. Im no expert on the topic - yet).
You dont understand DJ, as the STPT created was used for course, and altitude was guessed at for the approach.
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What he did is not a pseudo ILS, but a pseudo TACAN approache whith alt checks based on distances … Any cases, this was illegal and dangerous (no way for him to know what are the actual obstacles clearance during his final) … But had no other choices.
DJ said it was illegal.
All I know is the FAA did not want anything to do with a GPS approach/departure system for peace time rotorwing.
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Its certainly not in accordance with the air force regs Ive read.
Are you trying to suggest DJ was wrong when he said it was not legal? Im not sure what point you are trying to make. His jet may or may not have had GPS, but even the brand new F-16s with GPS are not certified to use their GPS for navigation in IFR. That includes VFR-on-top flight conditions.
If he was flying VFR (which he was not) then he could have conducted a visual approach, but leaving aside the directives from AFI11-202 which state that flight in USAF aircraft is to be conducted in IFR to the maximum extent possible, you have the freaking monsoon sandstorm conditions which made VFR impossible to maintain on such an approach.
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Caper, I think we can’t understand each other because of
- my limited english skills
- your limited knowlegdes about air flight rules and regulations
Was “illegal” because : was flying an unpublished instrument approach.
Trapped: bad or miss evaluation of the situation leading into a uncomfortable position (already outside the flight rules, now, it is no more a question of flight rules but to figure out how to stay alive => very degraded situation … Will have to explain why we have felt into this situation.)
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If I understand DJ, the STPT was only used for glideslope and not for course.
Not, the opposite actualy.
Only the couse, unable to have a glide path guidance, hence, not an ILS, but rather like a TACAN approach. (Since markpoint was on the threshold, we can say, an “on axis non precision approach”)
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All I know is the FAA did not want anything to do with a GPS approach/departure system for peace time rotorwing.
It is not only a question of yes or no … It must be performed with certain conditions.
I my RL job, I can create (I have the right) my own autonomous procedure, but certainly not using a mark-point and not somewhere where procedures already exists.
Talking about unprepared runways (sand stipe in the desert as exemple) … GPS coordinates has to be validated and crosschecked several time using two different means (ex, charts and global mapper) and followed by a real time recce.
If there is no obstacles around the field, no prob, it is easy (on Google Earth, look for “Kidal” in Mali or “Mao” in Chad) … But when there is relief or antenas, it is not the same story (look for Tessalit in Mali, or “Bardai” or “Zouar” in Chad.) -
imo it does sound like a pseudo ILS approach. A TACAN approach does not do glideslope. I’m sure he knew there was not any obstacles. It was not like he was landing at Splits AB.
If there is no obstacles around the field, no prob, it is easy (on Google Earth, look for “Kidal” in Mali or “Mao” in Chad) … But when there is relief or antenas, it is not the same story (look for Tessalit in Mali, or “Bardai” or “Zouar” in Chad.)
The GPS approach/departure system that we proposed was to dodge obstacles. ex:
Do you know Stevie Ray Von? After his last concert he jump into a helicopter with 3 other great artist and they flew into 300ft man-make snow ski mountain. It was the only hill within 100nm. Our system would of saved their lives. -
Its not ILS, because there is no glideslope information… you need to have something giving you a glideslope to reference.
Its not tacan, but its LIKE a tacan approach, because you step down in levels as you get closer, rather than flying a constant descent.
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He used the HUD and mark STPT for glideslope information.
How do you do a TACAN approach are they inline with runway? In F4 the TACAN beacon is off to the side of the runway.