You can leave it in ILST when you are navigating to the TACAN. You don't need the exact magnetic heading because the TACAN will give you a rough course until you hit the ILS. In ILST mode the jet will switch symbology when you hit the localizer. Obviously, you should maintain on speed AOA (or just below it, tend to shoot for 19 units) with gear and flaps down throughout the approach.
what annoys me for a long time is that airports only turn their lights on in DCS during late hours, but not at bad visibility. Runway lights tend to pierce through fog to a certain degree so the point where you paused you should have easily been able to make out runway lights. These small things in DCS annoy me bcs they can make an entire concept useless, like using ILS at 0 visibility in a case like this becomes pointless. The only thing that slightly helps is turning on your landing gear lights.
@@trev8591 S'all good. Just as dead reckoning and pilotage are good skills to cultivate especially in the age of GPS so is hand flying to landing. I just like to mock the European inclination for reliance upon technology. My prejudice stems from one tragedy where an Airbus killed it's crew because the software overrided the pilot's input.
But in real life with real passengers, not use autopilot and auto-landing while you can to proof your skill or for fun is illegal and your co-pilot will report this.
12:53 Correction: The difference of the CDI position shown between TACAN (VOR) and ILS selection is due the sensitivity differences between the two (ILS is a precision approach system and very sensitive). Also since you were aligned with the TACAN (which is to the left of ILS transmitter) and on the same course as the ILS, you were shown to be left of course when you selected ILS. Not trying to be a smartboi. You appear to take simming pretty seriously, just want to help. [CV: retired professional pilot and instructor with 30 years of IFR experience in everything from single engine trainers to mid sized corporate jets] [edit] Pro-tips: 1. Rule of thumb for ILS interception, imagine a line from the heading index at the top of the HSI to the reciprocal at the bottom and keep the tip-top of the CDI on that line and you will never over/undershoot your intercept. 2. Set your desired approach speed and your flaps to the prescribed approach setting prior to localizer intercept. Lower you landing gear at or immediately prior to glideslope intercept. 3. Practice approaches in clear weather and determine a power setting at your typical landing weight that will maintain your desired approach speed. (1.3 VSo + 50% of the gust factor in windy conditions) All that said, you landed a fast mover hot and in zero/zero conditions. o7 I'm a recent subscriber and I am enjoying the videos that you produce.
Regarding ILS intercept distance: Standard localizer coverage (service volume) is +-10deg of runway extended centerline, 25NM, 2000ft above THR (or minimum 1000ft above highest terrain). Outside +-10deg, coverage is minimum to a distance of 17NM, +-35deg in azimuth, same altitude parameters as for +-10deg) However, you need to check AIP for local deviations on each ILS, it may be restricted in azimuth or vertical coverage.. Regarding tacan navigation, normal coverage at enroute altitude (high) is about 100-120NM …approaches can be executed on ILS or TACAN, ILS usually got much lower decision height (200ft or lower)
If you request landing clearance to tower it will turn on the lights not sure if only in bad weather or it needs to be after a certain time, but pretty sure that worked for me a few times.
Hey GR Team. You guys have put out some great videos on the new strike-eagle. Ive watched most of them and bought the module with my brother. Would you be willing to do a video talking about the EWO seat and how to effectively work there?
One tip you can also do is set your hdg bug to the inbound course of the ILS as that helps show on the HUD the inbound “course”. That way you can see how far left/right your heading is and hopefully stop the pilot oscillation on final. Cross winds will however will require a little offset. I also hope that any ILS runways have made sure there are no massive buildings/mountains on the final approach so trust the needles to not collide you into one 🤣
Unless it was my trusty MD-11 and I was in autoland, your altitude above the runway would be an instant "Go around" call and advanced thrust to TOGA to go somewhere else or set up for a CAT 3 Autoland. Pending on where the airport is located (Altitude and terrain obstacles) you will have a decision height set, and aircraft's GPWS will usually call out "Minimums" at the very least. Before you get to that point you are to decide if you are landing or not, and that decision is basically "Do you see the runway?" if the answer is no... Then you are to go around and consider your options. Autoland will land you in visibility that is so bad you can't even see the runway that your tires are rolling on, however the minimum specified is usually around 200 meters so you can actually taxi off the runway.
Hey Cap, I been looking through your F15E tutorials and I have not found one on the TFR (terrain following radar) and was wondering if you have done one, where is it and if you haven't, are you going to? I saw another video of someone using it, but no explanation on how to use it. I is one of those deals you can tell it to stay at a certain altitude above ground and it will autopilot the nap of the earth. Looks very cool.
you need to do another landing challenge will all the reapers to see who can land in this. like you did with the aircraft carrier. I to enjoy the challenges. like the valley Sam's one and the aircraft carrier one. you should do more landing ones tho
Would you be able to load your mission in the description to download? It is really satisfying when all of this works right and you don't splat into the runway lol
Gee Cap you did a great job up untill you ended in flames like I do most of the time with the F15E thus far. I just started in DCS and flew the F15C until I could land it pretty safely. Damn is the E model harder! Great video, I have lots of practice to do. It seems quite daunting!
@@LocalConArtistr today’s standards 500ft minimums is pretty high, even a CAT I approach (the simplest ILS category) usually has a DA/H (decision height/altitude) of 300~ ft, and with CAT III-C ILS approaches the wheels will literally touch down before the minimums
ILS cat 1 is normally a 200ft decision height . Cat2 takes you down to 100ft and cat3 has many categories but a 3C takes you all the way down to the ground. Runway visual range (distance horizontally you have to see the runway) also changes on the ILS cat type.
You shouldn't use the Fog option in the Mission Editor anymore, because it's not working properly with the new DCS Clouds system. It's super unrealistic to the point of breaking the immersion. This is why the fog on the runway was so absurd that everything was white and you couldn't see a damn thing. Wags mentioned this straight forward in the video introducing the new clouds system, way back when they released it. Stating the dev teams would be reworking the Dust and Fog features of the Weather Rendering Engine entirely, along with the dynamic weather system, but he never promised a release schedule for these updates. But everything else on your procedure was ok (maybe just the airspeed was a little bit high, above 200 knots). The approach was actually pretty good, despite the PIOs and hesitation, which are a simple matter of practice.
Great stuff once again. I know im late to the party, but what were the settings you used for the weather? I like this a lot and want to replicate this for practice.
so i work on the ILS i don't know how you are getting a glide path from a glideslope at 12 miles normal GS distance is 5 to 8 miles and you pick up the LOC normally around 15 miles
He was WAAAY too fast (around 200 knots) on the touchdown, and he touched the runway near the left edge of the concrete, but he overshot the optimal touchdown zone by a few hundreds of feet, so practically impossible not to overshoot the runway end.
![POLYCAT - ข้อความรูปยิ้ม [Music Video]](http://i.ytimg.com/vi/lBhIgPGCgbI/mqdefault.jpg)
You can leave it in ILST when you are navigating to the TACAN. You don't need the exact magnetic heading because the TACAN will give you a rough course until you hit the ILS. In ILST mode the jet will switch symbology when you hit the localizer. Obviously, you should maintain on speed AOA (or just below it, tend to shoot for 19 units) with gear and flaps down throughout the approach.
what annoys me for a long time is that airports only turn their lights on in DCS during late hours, but not at bad visibility. Runway lights tend to pierce through fog to a certain degree so the point where you paused you should have easily been able to make out runway lights. These small things in DCS annoy me bcs they can make an entire concept useless, like using ILS at 0 visibility in a case like this becomes pointless. The only thing that slightly helps is turning on your landing gear lights.
Well navigated Cap! Since in the end you actually managed to hit the ILS-localizer antenna! 😄
I fly in FS2020, ILS approach with no viz is the scariest thing in an A320. Respect for the real pilots who do it all the time. It's not easy!
Autopilots with auto-landing make Airbus pilots look good. 😁
@@purebloodanglochristian8207 Indeed so, but I don't fly with Autopilot or Auto-Landing. Pant-pooping stuff, which is why I love it!
@@trev8591 S'all good.
Just as dead reckoning and pilotage are good skills to cultivate especially in the age of GPS so is hand flying to landing.
I just like to mock the European inclination for reliance upon technology.
My prejudice stems from one tragedy where an Airbus killed it's crew because the software overrided the pilot's input.
But in real life with real passengers, not use autopilot and auto-landing while you can to proof your skill or for fun is illegal and your co-pilot will report this.
12:53
Correction: The difference of the CDI position shown between TACAN (VOR) and ILS selection is due the sensitivity differences between the two (ILS is a precision approach system and very sensitive). Also since you were aligned with the TACAN (which is to the left of ILS transmitter) and on the same course as the ILS, you were shown to be left of course when you selected ILS.
Not trying to be a smartboi. You appear to take simming pretty seriously, just want to help.
[CV: retired professional pilot and instructor with 30 years of IFR experience in everything from single engine trainers to mid sized corporate jets]
[edit] Pro-tips:
1. Rule of thumb for ILS interception, imagine a line from the heading index at the top of the HSI to the reciprocal at the bottom and keep the tip-top of the CDI on that line and you will never over/undershoot your intercept.
2. Set your desired approach speed and your flaps to the prescribed approach setting prior to localizer intercept. Lower you landing gear at or immediately prior to glideslope intercept.
3. Practice approaches in clear weather and determine a power setting at your typical landing weight that will maintain your desired approach speed. (1.3 VSo + 50% of the gust factor in windy conditions)
All that said, you landed a fast mover hot and in zero/zero conditions. o7
I'm a recent subscriber and I am enjoying the videos that you produce.
Regarding ILS intercept distance: Standard localizer coverage (service volume) is +-10deg of runway extended centerline, 25NM, 2000ft above THR (or minimum 1000ft above highest terrain).
Outside +-10deg, coverage is minimum to a distance of 17NM, +-35deg in azimuth, same altitude parameters as for +-10deg)
However, you need to check AIP for local deviations on each ILS, it may be restricted in azimuth or vertical coverage..
Regarding tacan navigation, normal coverage at enroute altitude (high) is about 100-120NM
…approaches can be executed on ILS or TACAN, ILS usually got much lower decision height (200ft or lower)
If you request landing clearance to tower it will turn on the lights not sure if only in bad weather or it needs to be after a certain time, but pretty sure that worked for me a few times.
Hey GR Team. You guys have put out some great videos on the new strike-eagle. Ive watched most of them and bought the module with my brother. Would you be willing to do a video talking about the EWO seat and how to effectively work there?
I see a skill challenge in the near future. Great vid Cap
One tip you can also do is set your hdg bug to the inbound course of the ILS as that helps show on the HUD the inbound “course”. That way you can see how far left/right your heading is and hopefully stop the pilot oscillation on final. Cross winds will however will require a little offset.
I also hope that any ILS runways have made sure there are no massive buildings/mountains on the final approach so trust the needles to not collide you into one 🤣
Unless it was my trusty MD-11 and I was in autoland, your altitude above the runway would be an instant "Go around" call and advanced thrust to TOGA to go somewhere else or set up for a CAT 3 Autoland.
Pending on where the airport is located (Altitude and terrain obstacles) you will have a decision height set, and aircraft's GPWS will usually call out "Minimums" at the very least.
Before you get to that point you are to decide if you are landing or not, and that decision is basically "Do you see the runway?" if the answer is no... Then you are to go around and consider your options.
Autoland will land you in visibility that is so bad you can't even see the runway that your tires are rolling on, however the minimum specified is usually around 200 meters so you can actually taxi off the runway.
great tutorail as usal
Hey Cap, I been looking through your F15E tutorials and I have not found one on the TFR (terrain following radar) and was wondering if you have done one, where is it and if you haven't, are you going to? I saw another video of someone using it, but no explanation on how to use it. I is one of those deals you can tell it to stay at a certain altitude above ground and it will autopilot the nap of the earth. Looks very cool.
you need to do another landing challenge will all the reapers to see who can land in this. like you did with the aircraft carrier. I to enjoy the challenges. like the valley Sam's one and the aircraft carrier one. you should do more landing ones tho
And! Everyone flies at the same time. 😆 chaos will have a new meaning.
Great video as always Cap!Can we get some more big Naval Battles? Those are my favorites 😊
Would you be able to load your mission in the description to download? It is really satisfying when all of this works right and you don't splat into the runway lol
Gee Cap you did a great job up untill you ended in flames like I do most of the time with the F15E thus far. I just started in DCS and flew the F15C until I could land it pretty safely. Damn is the E model harder! Great video, I have lots of practice to do. It seems quite daunting!
Actually in real life it isnt uncommon to not see the runway until the last few seconds.
Yeah, they’re able to get a minimums down to 500 feet now
@@LocalConArtistr today’s standards 500ft minimums is pretty high, even a CAT I approach (the simplest ILS category) usually has a DA/H (decision height/altitude) of 300~ ft, and with CAT III-C ILS approaches the wheels will literally touch down before the minimums
ILS cat 1 is normally a 200ft decision height . Cat2 takes you down to 100ft and cat3 has many categories but a 3C takes you all the way down to the ground. Runway visual range (distance horizontally you have to see the runway) also changes on the ILS cat type.
@@vale.44peru What that’s so cool! Really impressive
*** @CAP and GR, Could you do the same with the Apache - Hint: Apache has no TACAN ......
In DCS, no. IRL it does…
@@gernblansten684 Thanks for setting me correct ....
I smell a competition using these systems in bad weather.
Brilliant video thank you.
Very good detailed information!
and that is why you should be in landing configuration a couple miles out, even though you can't see S 😂
It seems that ILS does not work when you cold start the jet. Is anyone else having this problem?
comedic gold!
You shouldn't use the Fog option in the Mission Editor anymore, because it's not working properly with the new DCS Clouds system. It's super unrealistic to the point of breaking the immersion. This is why the fog on the runway was so absurd that everything was white and you couldn't see a damn thing.
Wags mentioned this straight forward in the video introducing the new clouds system, way back when they released it. Stating the dev teams would be reworking the Dust and Fog features of the Weather Rendering Engine entirely, along with the dynamic weather system, but he never promised a release schedule for these updates.
But everything else on your procedure was ok (maybe just the airspeed was a little bit high, above 200 knots). The approach was actually pretty good, despite the PIOs and hesitation, which are a simple matter of practice.
Great stuff once again. I know im late to the party, but what were the settings you used for the weather? I like this a lot and want to replicate this for practice.
It might have been said in comment before. But cap, u need to listen to your own advice. Trust the symbology. It is all u can do.
so i work on the ILS i don't know how you are getting a glide path from a glideslope at 12 miles normal GS distance is 5 to 8 miles and you pick up the LOC normally around 15 miles
tbf on actual Jupiter you'd be landing and slowing a lot faster due to gravity. Not sure on what though.
Slow to below 200 at 8 miles, gear and flaps at 6, slow to final approach speed at 2
I'm always quite relieved when the TACAN station is not directly on the runway.
Fantastic video! Great job, man. Armchair types can talk but that shit is HARD.
Nicely done, dude. 👍🏾
Can't see the runway... Errrrrrr... go around (question mark)???
DCS makes heavy fog look like milk and runways dont turn on their lights, he will go around 50 times
Lololol loved that
So, because you touched down at the center of the runway, you ran off the end?
That and he was way too fast.
He was WAAAY too fast (around 200 knots) on the touchdown, and he touched the runway near the left edge of the concrete, but he overshot the optimal touchdown zone by a few hundreds of feet, so practically impossible not to overshoot the runway end.
@@William3000x Thx, was what I thought.
@@mecampbell30 Thx.
I realy want the f15e but im broke :(
Among all the pilots on this channel, CAP is the worst one. lol
Unrealistic to pause
Meh….I coulda eyeballed it
Good grief I believe I'm first