IFR Briefing for noobs.
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Hi there
I was thinking it would be helpful if i share some IFR kowledge with you guys, this can be helpful to anybody who wants to be able to execute an IFR flight and approach.
My references are from the NAV Canada publications and the Instrument procedures manual.
I wanted to write something about it, but as i noticed direct answers to direct questions is more welcome.
So if anyone has any question about IFR procedures ⊠i can help. I am not doing videos tutorials but i ca give personal explications based on my training experience.
Hope it will interest some people, if not well shit happens
Spooky.
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here is an excellent video covering approach procedures. You should read a little about Approach charts before watching.
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here is an excellent video covering approach procedures. You should read a little about Approach charts before watching.
you addressing this video for me ?
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Why does everyone try and start shit around here on the forums. I was addressing anyone that needs help with approaches, it would behoove them to read first then watch this video then read again and then watch video a second time.
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Why does everyone try and start shit around here on the forums. I was addressing anyone that needs help with approaches, it would behoove them to read first then watch this video then read again and then watch video a second time.
Just the way you talked on the post, was thinking you were talking to me, sometimes people post without reading, but itâs cool , go ahead post more links like that if you have some, and feel free to answer anybody who has questions here. Sorry if my question was a bit to direct.
Spooky.
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no problem, sorry that I wasnât clear, I was in kind of a shitty mood yesterday when I responded anyway. After I re-read my original post I could see where you could have been mistaken what I was trying to say. This is a good thread. I hope everyone gets into doing Approaches properly. It is quite fun IMHO.
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Great initiative, but Iâm a bit sceptic as to how useful it will really prove to be, to be honest.
I know I shouldnât assume, but Iâm guessing you meant this topic as an IFR guide to BMS operations, instead of real life IFR questions and training? If so, I donât think it will be worth much until everyone (human and AI) are somehow obliged to follow the standard procedures, as documented on charts, or until there will be a decent piece of software to provide ATC (AWACS, approach/departure and ground control).
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Maybe i should start with some basic topics, like how to uderstand how the DME works mainly because it is based on slant range and other stuff like that, what you guys think ?
Well it will be BMS specific, but i apply what i learnt in BMS, so i was thinking maybe if people ask practical questions i could answer with real life knowledge.
Spooky.
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F-16 has DME equipment? I thought TACAN provided distance information?
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TACAN = VOR+DME for military, so yes it has a DME.
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TACAN is an ultra high-frequency (UHF) omni-directional navigational aid that provides slant distance (DME function) in nautical miles from the ground station to the aircraft.
It also gives the azimuth in degrees from the station.
The TACAN consists of a ground station transponder and an airborne receiver\transmitter.
The system has a range up to 200 Nm depending on the altitude of the aircraft.
As mentioned above, the TACAN is in the UHF, and Ultra High Frequency is in line of sight, so therefore obstacles between the airplane and ground station can interfere if the airplane is not flying high enough.
The TACAN can be used by civilian airplanes only for DME, it wonât give azimuth informations.
Which can be misleading is the fact that if you tune in on the frequency of the TACAN station, your conventional VOR will give you an apparent radial information, but this information is false.
Only airplanes with the TACAN system installed in their airplanes can use the radial information received.
Nowadays what you have, is a VORTAC, it is simply a TACAN installed at a VOR station, so anyone can receive information, whether civilians or military.
Spooky.
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here is an excellent video covering approach procedures. You should read a little about Approach charts before watching.
This video does not show 10% of what Spooky can âtalkâ about IFR.
IFR is a navigationâŠ
Youâll have a full departure for a start, controlling your climb (VVI/pitch), eventually arcs and still climbing, vertical position - try under IRL limits of ±0,5NM/0,5Âș, fuel consumptions, altitude and airspeed - all this at same time, then youâll have no navigate referencing multiple TCN stations, probably doing fix to fix a few times, then youâll have and approach and this video shows an easy one. And am skiping holdings and missed app. supposing theyâre not gonna be neededâŠPS:
Oh, and this is the basis for noobsâŠ
Pros should do samething only with narrower error margins -
You didnât include comms. GCI PAR etc
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Hello Spooky!
Are you able to answer on why the HUD is not an approved IFR instrument?
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Hello Spooky!
Are you able to answer on why the HUD is not an approved IFR instrument?
Are you referring to the F-18 pilot who flew an F-16 and stated that the F-18 HUD is IFR rated and the one of the F-16 is not ?
Spooky.
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Hello Spooky!
Are you able to answer on why the HUD is not an approved IFR instrument?
My guess is from what i know about human factors in IFR conditions.
Today with the integration of glass cockpit, yes you have more direct information but the brain has to convert numerical into something that makes sense to your brain.
Let me put it this way,
When you look at your altimeter, when you dive, the dial on the altimeter is revolving counter-clockwise, when you climb it revolves clockwise.
If you look at the HUD, you get a numerical information, which in some situations can be harder for your brain to precess as an information of climb or dive, this is because the brain has to take the number and analyze what it means.
If you look at your analog instruments in the F-16 you also have an other means of information about instant climb or descent, the Vertical speed indicator.
In general aviation this instrument lags, but in modern jets it has an accelerometer so the lag is eliminated. By watching it you get an instant feel with the eye if you dive or climb in conjunction with your altimeter.
Same thing with your airspeed indicator, it will show you a number on the HUD but on your analog instrument it will show you a range, and relative to where the dial is on the speed range, you get a feel on how fast you fly.
The HUD is a good aid, but as stated above, the more the number given to your brain without any reference to where this number is in comparison to a limit, it demands more work on the brain, needless to say that at night it makes it even more difficult on the brain, the eyes etc âŠ
Wit training you can overcome this, but it can be hard to know what the number means after some certain type of flight conditions.
For example, take the VNE ( velocity to never exceed, not really plausible with the F-16 but follow the main idea), on an analog instrument, the VNE is marked by a red line, and before that you have the smooth air operating range which is yellow, and before that you have your green arc which is for normal operations, well when you look at your airspeed indicator you get a lot of informationâs, you know at what speed you fly, you know in what speed range you are, depending on the speed of the dial you know where you are relative to the speed limits you have etc âŠ
The HUD gives you a number, and itâs up to you to build the picture of where what is.
I hope i helped you out
I guess it makes sence why some call the HUD as a reference instrument, but some call it the primary flight instrument.
Spooky.
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Here, an F-16 pilot quote:
I never found the F-16 to be a problem at all during IFR conditions. As a matter of fact, I really didnât have any complaints at all with the aircraft. It has plenty of good instrumentation for IFR flight and instrument approaches, as long as you use it properly. If you rely entirely on the HUD during IFR you might have a bit of difficulty; sometimes raw data (or at least incorporating raw data into your crosscheck) can be your best friend on an IFR approach.
Regarding the bubble canopy â IMHO itâs one of the best assets of the aircraft, not a liability, and that applies for all phases and types of flight.
Iâm not quite sure what your friend means about the âF-15 was a lot steadier on the ILSâ ⊠??? Both aircraft pretty much fly like a âhot knife through butterâ â theyâre both extremely responsive and stable. Am I perhaps misunderstanding his comment?
One final note â remember that both aircraft were designed to win aerial battles and/or deliver weapons, not to win ILS competitions. And I honestly donât mean that as a condescending or sarcastic statement â itâs a very important and real distinction that separates âfast jetsâ from other aircraft. The real âworkâ of a fighter starts several minutes after takeoff, and ends several minutes before landing â everything else (takeoffs, landings, etc.) are not where the emphasis is. Sure, you need to be able to land the aircraft, but thatâs not the âdifficultâ part, and you certainly donât need the latest-and-greatest IFR instrumentation to do so.
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This discussion can be very useful for thos who have the fear of the IFR, at first it seem difficult, but believe me after practice and talking about it it becomes sometimes even easier than VFR, the biggest problem people have with shooting an IFR approach or flying an IFR navigation, is the situational awareness âŠ
Where am i in regard to the station, if i turn right like the HSI indicates i should, does it makes sense when i look from where i come from, am i in from or to ?
Lot of practice and drawing on a paper sheet to help build a picture of where you are.
Don/t be shy and come talk about IFR in BMS, the sim gives a lot of possibilities in that regard, especially for approaches now, tutorials are good, but advices sometimes pop out in the course of a discussion.
hope some of the noobs will come here and brake ice with IFR so it will not be the strange animal that so many avoid.
Spooky.
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maybe something to add ⊠HUD is only an HELP to fly the jet, but pilot must be able to fly VFR or IFR without it, without being in degraded condition.
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Great initiative spooky! Personally iâd love to learn more about IFR, especially about approach and departure patterns. When you fly a departure do you use a specific F-16 turn rate? E.g. the PATRO departure plate for Kunsan reads: âLeft climbing turn to 360° to intercept R-035°â How fast would you have to turn here after take-off?