We turn right to track inbound to Caldwell with a straight-in landing to Runway 22. We proceed south-bound from Stewart, tracking to the Teterboro VOR, but intersect the localizer to Caldwell's Runway 22., before reaching Teterboro. The zip-file includes the IFR chart, the approach plate for LOC Rwy 22 at Caldwell, and this text description of the flight. Click on the image above to download the flight-information package, swf-cdw.zip. The flight begins at Stewart Int'l airport, KSWF, in Newburgh, N.Y. Click the image to access the complete flight-information package. Stewart Int'l., Newburgh, NY., to Caldwell, N.J. It will be one less thing to write down or remember and it is always in front of you. So get into the habit of setting the OBS to the localizer approach course as a reminder of where you are going. As already mentioned, it is four times as sensitive as when the Nav receiver is tuned to a VOR signal.Īlso recall that the OBS setting has no impact on the needle. The most noticeable will be the increased sensitivity of the needle on the localizer indicator. Localizer approaches are very similar to VOR approaches with a few slight differences. The first flight is from Newburgh, N.Y., KSWF, to the Essex Co. Something to think about when your tax refund arrives and you're puzzled about how to spend it. Now you have the same control over your flight that a pilot flying the big iron has (and the same control as one who flies the small iron, too). The realism is more satisfying, too.Īnd, as mentioned, rudder pedals with a yoke is the best possible choice. It's easier to make small heading corrections with it than a joystick. They are super in combat situations when you want to roll out of a tough situation, but not ideal for holding the localizer.Ī yoke is the next step up from a joystick. It is very difficult to make small changes with a joystick. So once you have established your heading, your aircraft is likely to stay where you want it all the way down the pipe to the runway.Ī joystick is the least satisfactory control when flying a localizer or ILS. ![]() It's too bad the same can't be said for altitude stability. One of the joys of flying the MS flight simulators are that the aircraft are generally very stable on heading. You simply don't bank a plane when you want to make a 1° heading adjustment. And you kick the pedal on the side that you want to turn. How do you correct a heading that is misaligned by one-half degree? You "kick it over." Yes, that means rudder pedals. Off course by one degree is a two-dot deflection on the Indicator gauge. The biggest difference, of course, is the four-times increase in sensitivity when tracking a localizer. Stabilize the approach so that only power changes are needed for altitude changes.Establish the proper Wind Correction Angle very early in the approach.Turn towards the needle to correct for drift-except for a Back Course approach when you do the opposite and turn away from the needle to correct for drift.Most of the skills learned when flying VOR approaches are applicable to Localizer approaches. ![]() Some pilots call non-precision approaches "Dive and Drive"-"Dive" to the MDA and then you're so low that you feel you could almost "Drive" to the runway.įive practice flights provide lots of variety on types of Localizer approaches. Thus they all are non-precision approaches, and Minimum Descent Altitudes, MDAs, will apply. All flights in this section end with Localizer Approaches, with no vertical guidance information provided. You've had plenty to read so far, so we'll get right into some flights. Sorry, no prizes for guessing the type aircraft. Doesn't this remind you of a simpler time? No instrument approach needed here.
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