Instrument Flight
Flight Procedures
VOR prior to localizer intercept, ensure that you have tuned and identified the ILS frequency. Upon
selecting an ILS frequency, the VOR steering selection will automatically change to ILS steering. Set the
ILS final approach course on the HSI display course selection so ILS azimuth deviation is correctly shown
on the CDI. If you are using TACAN prior to localizer intercept, select TACAN and ILS steering. TACAN
course information is shown on the HSI display, DME is shown on the HSI display and the HUD, and ILS
information is shown on the ADI display and the HUD (Figure 41). Select MKR and VOR on the comm
control panel to monitor the audio signals of the localizer signal and when passing, the outer, middle, and
inner marker 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
the landing configuration 3-5 DME from the FAF. Speed brakes should be retracted if used before the
FAF.
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, nonformalized 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 the landing configuration 3-5 DME 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 glideslope deviation bar on the ADI display or
HUD, verify on-speed with airspeed. As the glideslope deviation bar intercepts 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
alternative.
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
approach.
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