autodescent

[EHM-2173 Bastiaan]

Hi, I already figured out how the plane can position itself in front of the runway while in the air with ILS. But is there a system that does some kind of auto-descent/

[EHM-1821 Javier]

Hi there Bastiaan,

in fact, the ILS handles that too im not sure why it didnt work for you this time though

try to intercept the ILS below the glideslope so the AP will pick up the descending work for you using ILS

[EHM-2173 Bastiaan]

And how do I intercept the ILS below the gideslope and what button do I need to press. Backcourse caused me to do a go-around :s

[EHM-1570 Bruce]

Hi Bastiaan
 The back course is used only when you approach a runway that does not have an ILS but the opposite runway has, to use the backcourse you set your Nav radios and course as if you were approaching the opposite runway, however this will only align you to the localiser and not the glideslope, you have to fly the descent manually. You always have to intercept the glideslope from below as you will never intercept it from above.Wlth regard to flying an autoland, you tune both Nav radios to the relavent frequency and set the course to the runway heading, the next part depends on the aircraft you are flying ( if it has a FMC or if it only has a GPS) If it has a FMC, the runway is selected in the FMC although some aircraft ie the PMDG aircraft you still have to set the radios and the course, if the aircraft is only using the GPS, then the Radios and the course have to be set manually, and once you are on a heading to intercept the localiser, you press the NAV button making sure that the Nav/GPS switch is now in the Nav position, the aircraft will now intercept the localiser, and once you are locked to the localiser you then press the Appr button, the aircraft will now descend on the glideslope. Some of the Payware aircraft will fly a full autoland( this normally requires at least 2 autopilots), but with a lot of the other aircraft I always disconnect the autopilot and flight directr at about 500ft and hand fly the rest of the way by hand, I also disconnect the auto throttle at the same altitude, this gets you ready to cut the throttles at the flair and apply reverse thrust. Hope this helps?.

[EHM-2097 Andrei]

Hi Bastiaan,

A very short crash ( ) course:

You should "aim" for a point in line with the runway (having ILS capability), around 15nm away from the runway threshold, around 2000 ft above the runway altitude, and reach this point on a heading < 30 degrees away from the runway heading.

(It may seem difficult, but you can use charts to help or, even easier, use FS flight planner to plan an IFR flight and let the AI controller guide you towards this point.)

While approaching this point, make sure you have NAV1 frequency tuned on the ILS (localizer) and the course set to the runway heading. Important note: this applies to standard FS aircraft or custom aircraft with panels following the standard behaviour, but the EHM fleet comprises panels that need additional and / or different settings, like the A310 or the Bae146.

If you are on the proper course and have your instruments properly set as indicated above, you should notice the following as you approach that "point":

- The lateral deviation indicator closes to 0 (exactly as it happens while intercepting a VOR course)
- The vertical (glideslope) indicator is at its highest position (which means you are way BELOW the glideslope)

When the lateral deviation indicator reaches zero, you are exactly on the runway centerline and you can engage the "APP" function on the autpilot (the exact label may depend from one aircraft to another). In fact, it is better to change your heading manually, closer to the runhay heading, before reaching zero deviation and before engaging APP.

It is important that in the moment you engage APP, you are below the glideslope = glideslope indicator in the upper half of its range. This ensures that the aircraft will first intercept the localizer (in level flight if you have the "hold altitude" autopilot function engaged), then the glideslope (which will cause the "hold altitude" function to disengage automatically).

Note that there are some differences between aircraft of different sizes, weights and cruise speeds but basically this short scenario applies to all (provided they have ILS auto-approach capability)

Also note that while doing the approach on autopilot comes handy, it is not a good idea to leave this function active until touchdown (unless the aircraft has actual auto-land capabilities). Most aircraft require you to disengage the autopilot close to the runway and do the final flare by hand.

One word about backcourse function: this is for landing on a runway without ILS while the reciprocal runway has. It is based on receiving the parasite signal that "escapes" behind the ILS equipment. In this case, the autopilot will hold the course but you cannot use it to follow any glideslope (unless you start below ground level )

One final word, I have myself learned only recently to use ILS autopilot approach, and I did so with the Project Fokker F70 (the same used at EHM), which comes with an excellent demo flight (I am afraid only the Project Fokker download contains it, but I'm not sure). This flight + 3-4 more to practice on my own and that was it!

Good luck
Andrei

[EHM-2173 Bastiaan]

I think I can really use that. Thank to you all

[EHM-1749 Hector]

Hi Bastiaan,
on top of the excellent explanations from Bruce and Andrei you could go to:
http://www.pilotworkshops.com/public/231.cfm#

I will help you with this topic.
One more word on the backcourse function:
CORRECTIONS ARE TO THE OTHER SIDE OF NEEDLE DEFLECTION.
On the normal ILS approach, when the needle deflects to the right you need to bank to the right, if to the left, then bank to the left. In other words, you have to bank TOWARD the needle.
However, when approaching on the BC, the opposite is true. If the needle deflects to the right, you have to bank to the left, if to the left, bank to the right. In other words, you have to bank AWAY from the needle.
A word for everybody here: In this situation,  the SALS gauge from Glenn Copeland helps a lot. I have posted this aid several times here. SALS stands for Satellite Aided Landing System and will put you at the center of any runway. With or without ILS.
It is not an automatic landing. You have to manaully keep yourself in the glideslope the gauge is showing.
Again, visit AVSIM and search for Glenn Copeland in GAUGES. You will be amazed of the amount of helpul gauges this gentleman has developed for all of us. FREE.

Meanwhile,
here at Portimao waiting for the MT decision. Going for the beach. Brrrrrrrr!
Hector

[EHM-1749 Hector]

Correction: first paragraph after the website: it should say "It will help you......."
Sorry about that.
Hector

[EHM-2173 Bastiaan]

Ok, thank you guys. I just made my first full ILS landing at New Tokyo Narita Intl. It took a moment for the autodescent to kick in so at first I was afraid I needed to descent on my one. But it went all fine. I shot (past time of 'to shut' ?) down the AP and AT at about 500 ft and made the smoothest landing ever with the B777-200LR