Tutorial video: Full ILS approach procedure
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No, you can hear your own voice even if you’re not on the correct frequency. You can’t hear anyone else though. You can’t hear your own voice if your volume is turned all the way down or the radio is off. To be extra sure, press COMM1, enter the UHF frequency for your tower (e.g., enter 2-6-7-5-0-ENTER if it’s 267.5), hit enter, verify that the frequency is shown under “UHF”, and try asking for the QNH.
Worked,thanks
Make sure you have joined a flight of F-16s. The icons on the left should be F-16s. If not, pick a different flight above.
Will try that
FSX has an even more detailed IFR implementation. For one, there’s a larger database of navaids – more VORs, more TACANs, more ILSs, and more airports. For two, FSX also supports older (but still used) NDB-based navigation. And FSX lets you practice approaches using a KLN GPS system and a G1000 GPS system, two technologies in use on civilian aircraft.
Did not expect that LOL.I have put off FSX for some reason for years.Most likely because I never liked the FM.
If I have a working HUD, I’d certainly choose to fly with the steering cue. It’s much easier. However, it’s important to practice with the needles in case your HUD is damaged in combat.
Copy that.
Actually, and this is pretty bad on my part, the ILS was for the RIGHT runway, not the LEFT. If this had been real life, I would have gotten a serious talking-to from my CO and from the tower personnel. To stray onto the approach path of another runway when landing, even on an ILS landing, is a BIG no-no.
LOL,oh I have to watch it again.I noticed that the localizer was off right before you looked up.If its really that hard in real life thats like suicide landing in severe conditions.
In real life, not all TACANs have DME support. I’m not sure about Falcon, but my suspicion is that they all have DME in the game. However, it’s possible they don’t, and you are tuning in a TACAN without a DME transmitter. The other possibility is that you are not receiving the TACAN signal. Is it just the DME that’s covered with a red bar, or is there a red flag showing on the HSI as well? If both are flagged, then you aren’t receiving the signal. You are either too far away, or behind a mountain blocking the radio waves, or something else. (In real life some TACANs have “unusable radials” – like for instance a TACAN may not broadcast between the 160 and 180 radial… don’t know if this is modeled in BMS.)
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Great video RISCfuture. Are there any other videos you guys from the 72nd did? I’ve watched all the ones from AF, would like to see some from BMS.
Another question: I think I’ve read somewhere that military aircraft can fly IFR at 300 knots max, not 250. Do you happen to know something about it?
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Is the tower accurate in F4?
I haven’t been using tower guidance much, but if he vectored you into a mountain, I would avoid paying attention to him in the future (assuming you had the correct altimeter setting)! (Also carry a chart with you and never blindly accept altitudes from tower – double check on your chart! We do this in real life too, in the civilian world.)
Also,whats the difference between inbound,request landing and emergency?
Inbound - I’m 20 miles out, get me “in the system” and give me vectors for an approach.
Request landing - basically the same as inbound I believe
Declaring an emergency - Priority landing, usually cleared in to any runway.If its really that hard in real life thats like suicide landing in severe conditions.
Well, it’s not easy in windy conditions, but like everything, practice practice practice.
Are there any other videos you guys from the 72nd did?
For BMS I think this is the first.
I think I’ve read somewhere that military aircraft can fly IFR at 300 knots max, not 250.
Where’d you read that? In the civilian world, the speed limit is 250 below 10,000 feet, and in some situations the speed limit is even lower, 200. Of course both of those limits comes with a caveat – if the aircraft cannot safely fly at those speeds, it can fly faster.
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I haven’t been using tower guidance much, but if he vectored you into a mountain, I would avoid paying attention to him in the future (assuming you had the correct altimeter setting)! (Also carry a chart with you and never blindly accept altitudes from tower – double check on your chart! We do this in real life too, in the civilian world.)
LOL,yep he is not to be trusted.Now I will constantly be thinking plz don’t fly me into a mountain.Will do the chart things.Whats great is you can pause,CTRL/ALT/DEL out and then look at the interactive Korea map.Excellent help it is.
Inbound - I’m 20 miles out, get me “in the system” and give me vectors for an approach.
Request landing - basically the same as inbound I believe
Declaring an emergency - Priority landing, usually cleared in to any runway.And why put in two options for same thing.That will constantly bug me as I try to figure out what the devs were thinking.
Well, it’s not easy in windy conditions, but like everything, practice practice practice.
Weird that they dont make it more intuitive.Make it act exactly like the steer point and voila its perfect.I guess its a computer that calculates all that and when the hud is gone so is that computer.
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**Great job Stretch,
Do you have the TE you used to make the video? It may help to shoot the same approach.**
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Weird that they dont make it more intuitive.Make it act exactly like the steer point and voila its perfect.I guess its a computer that calculates all that and when the hud is gone so is that computer.
ILS is an older technology than command steering; it dates back to the 1940s, before computers were small enough to be in airplanes. So ILS is very simple … if the localizer course is to your left, the needle swings left … if the course is to your right, the needle swings right. No calculations, no math – entirely mechanical.
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Do you have the TE you used to make the video? It may help to shoot the same approach.
I do, but it really isn’t much of a TE… just some steerpoints that take you out of Choongwon, around the FLOT, and back in to Choongwon. You start in the air near the FLOT. Turn back around and start as I do in the video. I’ve included the .twx file but for real IFR conditions you’ll have to decrease the weather even more – right now it’s basically VFR under the cloud deck.
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Thanks for an excellent tutorial.
About minute 26:20 you are checking wind direction and speed. Can you explain how to see this information on the DED?
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Move the dobber to SEQ when on the home DED page.
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Home DED page is when you set the DED to the airport steerpoint?
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Well, you can actually set the steerpoint on many DED pages. The home page is the page you get to when you move the DCS dobber to RET.
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Thanks, got it now.
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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!