The key at this point is to get the airplane both stable, and ready for landing. Try 1500-1600 RPMs, pitch down about 5° on the attitude indicator, and you'll maintain 4-500 fpm all the way down. In our trusty 172, we now need to reduce power to our descent power setting in order to maintain our airspeed at 90 knots. It is located 5 miles from the threshold, and the receiver (if your airplane has one) will emit a flashing blue light and you should hear - (a series of morse code dashes). This is what we want to see all the way down to approach minimums on our OBS.ĭepending on the altitude at which you intercept, you should hear the outer marker beacon around this point. So here we are at the glideslope intercept, in perfect alignment with our localizer approach course. Note that the glideslope indicators are much more prominent in the instrument now. We can edge back over, attempting to get our wind correction set properly at this point in the approach so we are not fighting it later, as we are close to the ground.Īlso, get the airplane ready to land on this leg by checklist or GUMPS - once we intercept the glideslope we want to focus solely on flying the approach and landing the plane. Note the glideslope is represented by the small moving indicators on either side of the instrument.Ī minute or so later and we're pretty much on the localizer, just to the right of course. At this point, begin a standard rate turn to the final approach course of 321° and intercept and track the localizer inbound. Note how both lines are closer to the middle of the OBS than in the previous picture. Intercepting from above allows for a greater chance of interference and false glideslope signals.Īs expected, we are now closing in on both the glideslope and the localizer. It's worth noting here, by the way, that it's generally preferred to intercept a glideslope from below as we are. We're east of course and below the glideslope. Here is our Bonanza panel where the HSI shows the equivalent of our OBS above. In the 172, 1800-2000 RPMs should do the trick, and 16/2500 in a Bonanza or similar complex airplane. On this vector to the approach course, we need to slow the airplane down to our approach settings. Lastly, a quick note about power settings. Hint: Remember as - Identify, Verify, CDI. If you select the wrong frequency, or the ILS is out of service, your day may end badly if you neglect to identify it. This would be an excellent time to identify the localizer via the morse code through the Nav channel on our audio panel and navigation receiver. So below we have our trusty 172 and Bonanza panels at 2500 feet on a heading of 290° which will shortly allow us to intercept the localizer and final approach course of 321° You'll note the OBS (on the right) showing that we are still east of our course and we are below the glideslope. Something like the following is sufficient: "Nashville approach, Cessna 733CS, right to 290, 2500 until established, cleared ILS 32 Smyrna." You'll be expected to not only do that, but to acknowledge that instruction by repeating it. "Cessna 733CS, five miles from MYRRH, turn right heading 290, intercept the localizer, maintain 2500 until established, cleared ILS 32 Smyrna". It will sound something like the following when they issue the clearance: For the purposes of this page, we assume that we are East-south-east of the final approach course (perhaps somewhere near the end of the procedure turn barb) and ATC has assigned us a heading of 290° to intercept the localizer, and they have cleared us for the approach. This is how an ILS will begin 99% of the time in the real world. Here's the setup: We are simulating receiving vectors from ATC to the final approach course. Please note this chart is expired and should not be used for an actual instrument approach. Now we will introduce the Instrument Landing System (ILS) instrument approach procedures.įor this approach, we will simulate the Smyrna, TN (KMQY) ILS 32, approach chart below.
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