Fly the portion of the approach prior to intercepting the localizer using VOR or TACAN (depending on the
published procedure) (Figure 39). Prior to localizer intercept, ensure that you have tuned and identified
the ILS frequency and have dialed in the correct final approach course on the HSI. Select MKR & VOR on
the comm control panel to monitor the audio signals of the localizer signal and when passing, the outer,
middle, and inner markers beacons.
If the penetration is performed on VOR, transition to landing configuration and on-speed, immediately after
completing the penetration turn with the speed brakes retracted if used in the transition. If the penetration
is performed on TACAN or VOR DME, slow to 200 KIAS, 5-7 DME prior to the FAF and then transition to
landing configuration by 3-5 DME from the FAF. Speed brakes should be up or retracted if used before
NOTE: Transition to landing configuration and on-speed for an ILS approach with DME is performed
using the same procedures as TACAN or VOR DME.
Radar vector to ILS final - since a vector to an ILS final is a controlled, non-formalized procedure to a
precision approach, pilots should use logic and common sense when determining an appropriate time to
transition from 250 KIAS to the landing configuration and 150 KIAS and then to on-speed. As a rule-of-
thumb, it is appropriate to initiate the transition to the landing configuration anytime the aircraft is
established on a base leg or within 10 nm of the FAF and on an intercept heading to the FAC, within 10
nm. Transition to landing configuration 3-5 nm from the FAF. It is important not to transition late.
By the time you intercept the glidepath, you should be flying on-speed with the landing checklist
completed (speed brakes retracted).
Immediately prior to glidepath intercept, as indicated by the GS pointer on the HSI and glideslope
deviation bar on the ADI, verify on-speed with airspeed. As the GS pointer and deviation bar intercept the
glidepath, extend the speed brakes and adjust pitch and power as required to maintain on-speed and stay
on glidepath. Maintain course by making corrections using heading changes no greater than +/- 5
degrees from the WCH. At the FAF, start the clock, report FAF with gear if necessary to ATC and landing
checklist complete on the ICS. Descend to the DH. Approaching the DH, start looking for the runway
while monitoring your range indications, marker beacons and/or DME. Although you normally refer only to
the barometric altimeter (using the current altimeter setting) to determine the DH, use radar altimeter as a
backup but be aware of extreme terrain features which could make the radar altimeter a dangerous
The elapsed time clock is started when passing the FAF in case the glideslope signal information is lost
during the approach. If this happens, you can (depending on minimums) continue flying the localizer only,
using time to determine the MAP.
If, upon reaching the DH on an ILS approach or the MDA on a localizer approach, you do not have the
runway environment in sight or you determine that you cannot make a safe landing, execute a missed