Circling minimums only are published where this alignment exceeds 30 degrees.Ī very limited number of LDA approaches also incorporate a glideslope. Straight-in minimums may be published where alignment does not exceed 30 degrees between the course and runway. The LDA course usually provides a more precise approach course than the similar Simplified Directional Facility (SDF) installation, which may have a course width of 6 or 12 degrees. The LDA is of comparable use and accuracy to a localizer but is not part of a complete ILS. All charted procedures with localizer coverage beyond the 18 NM SSV have been through the approval process for Expanded Service Volume (ESV), and have been validated by flight inspection. The areas described in paragraph 1-1-9 b.5 and depicted in FIG 1-1-6 represent a Standard Service Volume (SSV) localizer. Unreliable signals may be received outside these areas. The course line along the extended centerline of a runway, in the opposite direction to the front course is called the back course. It is adjusted for a course width of (full scale fly-left to a full scale fly-right) of 700 feet at the runway threshold. The localizer signal is transmitted at the far end of the runway. The approach course of the localizer is called the front course and is used with other functional parts, e.g., glide slope, marker beacons, etc. Signals provide the pilot with course guidance to the runway centerline. The localizer transmitter operates on one of 40 ILS channels within the frequency range of 108.10 to 111.95 MHz. Where a complete ILS system is installed on each end of a runway (i.e., the approach end of Runway 4 and the approach end of Runway 22) the ILS systems are not in service simultaneously. Nondirectional beacon fixes authorized in the Standard Instrument Approach Procedure orĪ suitable RNAV system with Global Positioning System (GPS), capable of fix identification on a Standard Instrument Approach Procedure. Very High Frequency Omni-directional Radio Range (VOR) or The following means may be used to substitute for the OM:ĭistance Measuring Equipment (DME), Very High Frequency Omni-directional Range (VOR), or Nondirectional beacon fixes authorized in the Standard Instrument Approach Procedure or ![]() Visual information: approach lights, touchdown and centerline lights, runway lights.Guidance information: localizer, glide slope. ![]() The system may be divided functionally into three parts: The basic components of an ILS are the localizer, glide slope, and Outer Marker (OM) and, when installed for use with Category II or Category III instrument approach procedures, an Inner Marker (IM). The ILS is designed to provide an approach path for exact alignment and descent of an aircraft on final approach to a runway. I'm not sure if it's an FC3 aircraft limitation, map limitation, or I just don't know what the interception altitude is supposed to be. ![]() The FAA's Airman's Information Manual states that Glide path is used at 10 miles. Others seem to be picked up at 8 or 9 DME. Caucuses/Beta DCS: I've been practicing ILS approaches in the F-15C, and have seemed to notice that I'm not picking up the Glide Path signal till about 4 DME at certain airfields.
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