![]() Hope this helps - I had the same GS problem myself, not sure how I sorted it but I’ve discovered that giving yourself plenty of time helps enormously whilst you learn this sophisticated gear. These will change to magenta and be on the top line when captured then the aircraft will follow the GS and localiser.Ī good video to watch, by FilbertFlies, MSFS 2020 | TUTORIAL: How to fly the Working Title Cessna Citation CJ4 | Complete Lesson - YouTube could help you out - I learned a lot from it and still go back occasionally if I’m unsure about something. Once you “arm” the approach by pressing the APP button you should see LOC and GS in white on the second top line in the PFD. Very important - remember you must switch to/arm Approach mode BEFORE the final fix and be at the correct height/altitude. One of the beams is aimed at one side of the runway at a modulating frequency of 90 Hertz. It uses two radio beams that are transmitting at distinct frequencies. An approach may also be defined using the 'backcourse' of the localizer. ![]() You should also see the dotted localiser path on your HSI once ithe signal is received. The Manual prescribes, as a guideline, that the maximum localizer intercept angle for a plane two miles or more outside the approach gate be 30o. The localizer is a radio transmitter placed at the departure end of the runway along the extended centerline. If a controller wants the pilot to intercept a localizer the phraseology should be 'intercept the runway two five left localizer' or it could be just 'join the localizer' if theres only one for the airport or the pilot knows which approach to expect at the airport. Get the speed back early whilst in the approach phase and watch for the LOC warning. I tend to keep the LEGS page open and the MFD set to PLAN mode so I can monitor the approach. Make sure you understand how to programme the FPS, in particular how to avoid or deal with discontinuuities (they’re a pain) plus input the correct ILS frequency into NAV1 in case it doesn’t automatically do it itself. Have the approach plates handy, or at least the important info such as ILS frequencies. Coming to Santa Monica from the south they will often keep you high. sometimes they put you through the localizer and then theyll re-vector you to intercept It happens. Police helicopters, ambulance flights and other priority movements may be right underneath and if you gaily descend without a proper clearance you are taking a risk.For the WT CJ4 read the manual carefully and make a note of the procedures - I did my own mini-checklist. This is fairly common around here and is usually because of traffic. You have no idea what might be underneath and on countless occasions it is necessary for aircraft to be told to maintain an altitude whilst on the localiser. Rubik101 said: "I would advocate continuing the approach and descending if you have no instructions to the contrary" Well I DEFINITELY WOULD NOT, unless it was comms failure. Ukraine says it has for the first time used a US-made Patriot air defense system to intercept a Russian hypersonic missile. If they are both going for the same runway, horizontal separation is usually provided. Keeping vertical separation against traffic turning "inside" usually only applies when two runways are in use for landing. So you just fly the heading until the localizer needle comes off the peg, then turn to intercept it, wait for the glideslope needle to come alive, wait until it reaches one dot high on your course deviation indicator (CDI), make sure the airplane’s configuration and power are set correctly, and fly down final approach. Reason being that there is a lot of GA traffic and helicopters flying at up to 1500ft right under the Heathrow approaches and it was necessary to provide safe separation. So, the UK introduced a procedure where aircraft were cleared to intercept the localiser maintaining the last assigned altitude and then told to descend on the ILS if it was clear to do so. ![]() There is plenty of discussion about what it means to capture the localiser and/or be established on the localiser (e.g. ![]() You have captured the localizer, within 5C. The phrase "cleared for the ILS" was interpreted by some pilots to descend well below the glidepath before interecepting the LOC - I've seen aircraft approaching Heathrow go down to 1200ft over Central London so Heaven only knows what used to happen before we had altitude readout on SSR. You can descend on the glide path when You have been cleared for the ILS procedure. This matter has been discussed many times. ![]()
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