Dear friends and followers welcome back to this second episode of the instrument landing system today
We'll be looking at how to fly an ILS by using the Airbus a320 well
It's not going to do with a funnel and I'll give you some great tips by using a few rules of thumb
Which you can easily apply to any aircraft. You're currently flying obviously only if you're plane is IFR certified
So let's get started
33:27 take off
A quick heads up I advise you to watch my previous video on how an ILS works
Before continuing with this one and yes the winner of the last contest is
Lugano Airport in Switzerland with the current steepest ILS approach of 6.6
Degrees and the comments about the space shuttle glide slope were absolutely hilarious, so thank you much for that now. Let's imagine
we're flying from Berlin Tegel to London Stan said we have left our cruising flight level and we're in the same and approach from runway 22
- - now we're at 4,000 feet and we've just passed the exit point of our standard arrival via
Abbott and ATC advises to fly a given rate of extra heading of 270
Followed by air j12 five cleared ILS approach runway 22 - - meaning
we are allowed to descend down to 2500 feet as published in the chart and
establish ourselves
With the given heading on to the ILS for runway 22 - - as we look at this picture here
Here is your current heading and the final inbound course
And we are practicing without wind at the moment now these two lines cross at an angle of 47 degrees
Meaning we would have to turn
47 degrees to the left to come established on the localizer now, here's a rule of thumb
Which will help you to not under or over shoot the localizer beam
Now the standard turning rate of most planes is 3 degrees per second so as we have to turn
47 degrees divided by 3 is
Roughly 16 seconds meaning your turn will take 16 seconds
But keep in mind the airplanes speed because the speed determines your bank angle for those 16 seconds
And here's the next rule of thumb. Let's say we're flying at 230 knots
Divide the speed by 10 and add
7 to that and you will get the bank angle of 30 degrees for those 16 seconds, so let's try that out
Now here's the localizer coming alive
Localizer captured now we are established on the localizer
And we have to reduce our speed
Best to do that is during level flight
before capturing the glide slope
And here comes another rule of thumb in terms of ground speed which is fairly accurate
Doing calm winds at 10 nautical miles. You should have 200 knots. a 190 at nine
180 at eight, 170 at seven
160 at six and so on there's obviously applies to the Airbus A320 because I haven't seen a Cessna 172
Doing a 180 knots on an eight my final yet and at 1,000 feet above ground level
Which is near three nautical miles away from the runway
you are then fully configured with a calculated approach speed and power setting this would then be a
Decelerated approach as you are gradually
Decelerating your speed along the ILS and in this example here
I've manually set the speed book so you get a better understanding which speed to use along the ILS
So we'll start reducing the speed to 170 knots as we are intercepting the glide slope in 2500 feet at
6.6. Nautical miles from ISX
Which is the final approach point of the ILS DME flaps one and two will slow down the aircraft now just before
Intercepting the glide slope you reduce the thrust levers to idle now once the glide slope is
Captured you set the gore and altitude 3,000 feet as published in the chart
And you are now
established on the ILS from runway 22 and
Often the ATC controllers will want you to inform them by saying "AirJoe125 established
ILS runway 22 in Stansted"
they would then reply "Thank you AirJoe125
Contact Stansted Tower frequency 125.550, have a great day." Now. Let's put some wind into our approach
Let's say the current wind at Stansted is 270 with 15 knots so 270 is
47 degrees to the right of the final inbound course meaning the wind will push you off the
Localizer if you don't correct for it and let's just do this
for training purposes. As you can see here in the upper left corner of the navigation display
You have the wind indication and ground speed so as the wind is pushing us off the localizer, the localizer
diamond or line will move to the right as you drift off to the left and each dot represents
a 0.8. degree deflection of your track towards the runway. I know 0.8
degrees doesn't sound much, but let's quickly do the math let's say you're 9 NM away from the runway at
0.8. Degrees right of the localizer means
tangent
0.8
equals the opposite side divided by 9 nautical miles is
0.125 nautical miles off and that's
760 feet, which is twice the length of a football field so you better do something about it. You therefore have to calculate the wind
correction angle now the wind direction
minus your inbound course is 47 degrees so
47 times the wind speed of 15
Divided by the true airspeed and that gives us a wind
correction angle of roughly 4 degrees so you turn the heading bug to 227 degrees, but
Initially you have to recapture the localizer first by flying a greater heading
Let's say 240 and
Once you're back on the localizer you maintain the heading of 227 to correct for the wind
so let's look at what happens if you deviate from the glide slope now each dot represents a deviation of
0.4. Degrees up or down so in our case right here
We are too low as the glide slope diamond is above the center
you then reduce your vertical speed and in the worst case as you level off and
Monitor the glide slope diamond and as soon as you've recaptured the glide slope there's another rule of thumb
You can use check your current ground speed and multiply that by 5
And you'll get your vertical speed you should apply so in our example right here. We have a ground speed of 159
say 160 times 5
equals 800 feet per minute you shall maintain
On your vertical speed scale these are the basics to capture and maintain the localiser and glidepath the ILS
But keep in mind
Making corrections until the 3 to 4 nautical miles away from the runway threshold is
relatively easy as you can do bigger corrections, but
after passing a 1000 feet gate
You have to be fully established on the ILS because most airlines standard operating procedures
Demand to perform a go-around if you are
Deviating one dot off the ILS to either direction and the closer you get to the threshold the more
Sensitive the ILS becomes imagine flying through a funnel you've got loads of space to correct where the funnel is wider
But the narrow it becomes the less space you have now you might think
Flying an ILS is fairly simple and easy it sure is if you practice it on a daily basis
But your practice is only effective with the autothrust the autopilot and the flight directors
Disengaged obviously and flying a so-called raw data
ILS meaning without any help from the plane in terms of flight director or autopilot etc is a
standard requirement for any airline
Screening assessment in the simulator and don't expect all engines to be running either
I hope you enjoyed this video on how to fly an ILS and with easy rules of thumb
You can use so next video will be all about the different ILS categories, and why you can hear this call-out
"Hundred above. Minimum."
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See you next week all the best feel and captain