Is there a back course or REV button?Or do I simply use my brain?

LNAV+VNAV or IAN work.

A "REV" button is not required with the use of an HSI. You just set the front course correctly, and all works as usual. Also, be sure it really is a backcourse LOC you are flying. Many LOCs have now been replaced with digital LOC transmitters, that have no back course. They are front course in both directions, but only one or the other at a time, of course.Or, as SPIN suggests, you can fly most of it RNav. Note that you cannot legally fly a LOC (ILS, LOC, LOC BC etc.) approach inbound of the FAF, using anything other the LOC itself as primary lateral guidance. (Edit: meaning - LOC must be tuned, but you can use any other secondary guidance as well)* Orest

Orest, with HSI indications work as usual, yes, but your AP will go bonkers... that is why some have backcourse functionality.

Note that you cannot legally fly a LOC approach inbound of the FAF, using anything other the LOC itself as primary lateral guidance.

Hmm. I don't think that's how my POI sees it. What's your reference for that? I think monitoring or raw data is considered sufficient, if available.

You can use LNAV/VNAV down to minimum while monitoring raw data (i.e. LOC and altimeter). As long as it keeps you within the required tolerance, it is the same as using HDG SEL/VS or handflying.

Spin 737 -- Sorry, I wasn't very clear. It was my intent to say that as long as the LOC is tuned and being monitored (and it must be inbound the FAF) you can use anything else in addition to fly it, much as you suggest. I understand that that restriction for primary LOC guidance, flows from the way that LOC approaches are designed, vice RNP or GPS approaches.

Orest, with HSI indications work as usual, yes, but your AP will go bonkers... that is why some have backcourse functionality.

Who flies an approach with an auto-pilot? :wink:Curious, are there many NGs (not Classics) with a B/CRS function installed? Many op specs now prohibit, or at least strongly discourage, flying a back course.* Orest

Spin 737 -- Sorry, I wasn't very clear. It was my intent to say that as long as the LOC is tuned and being monitored (and it must be inbound the FAF) you can use anything else in addition to fly it, much as you suggest. I understand that that restriction for primary LOC guidance, flows from the way that LOC approaches are designed, vice RNP or GPS approaches.* Orest

Works for me. And, yes, you must have the LOC/LDA/SDF operative to perform the approach.

A "REV" button is not required with the use of an HSI. You just set the front course correctly, and all works as usual. Also, be sure it really is a backcourse LOC you are flying. Many LOCs have now been replaced with digital LOC transmitters, that have no back course. They are front course in both directions, but only one or the other at a time, of course.

I'm the same guy (Ryan B ) over at the pilot edge forums... I don't think it's possible to set the "front" course on my HSI when I'm flying away from where the antenna points...? Honestly I'm not sure what that means... am I to assume front course is the standard inbound course when I'm flying inbound on the localizer? For the missed, what will I turn my OBS knob to?Could you illustrate it for me on this drawing?

In your illustration, you cut off the missed app procedure. The missed app is to MINOE which is defined off the DME of the localizer (10.9) and the 123 radial of LAX. The approached should be defined as a BC app in order to be legal to do so. I've flown a few back course approaches in the heavies and both of the heavies I flew had a BC button. In simple terms it just reversed the flight director sensing as you allways set the front side(actual LOC) course. Have a look at KMFR. It has a actual back course approach. Pretty simple approach that is flown the same as a LOC approach. Even though you have the front side set, the BC button allows the FD to give proper guidance. Every thing else will appear the same.On your illustration, it's hard to determine if you are flying a track or heading to the missed app fix without the verbage.

I didn't cut anything out... I'm flying inbound on the ils19R, I get to the MAP, then proceed with the published missed. Straight out climb to 3000 via I-SNA (111.75) back course (chart says south course). Hold at MINOE.My question is, what will my HSI needle point to when I'm flying to MINOE? Will I turn the OBS knob to 194 or 014?edit: Oh ya I guess I left out the briefing text for the missed..."Climb to 3000 via I-SNA south course to MINOE INT / I-SNA 10.9 DME and hold."

Keep it at 194.

Hmm, never had to do a missed while tracking a LOC. It's been many moons since flying a BC. I have noticed while flying downwind approaching the airport that the EHSI would show flags as i passed the field and then the CDI would swing. I would recommend having the FMS/FMC set up for the go-around and Then select MAP and LNAV in the event you go missed. Thats how I would do it real world. In the 5/550, the Non flying pilot will set the missed app alt, reach over and select lnav, Manual speed to 180 and flight level change after getting the gear up. After hitting TOGA, you will revert to GA pitch and wings level any way.

Missed ApproachNote: Assumes intent for complete flap retraction to missed approach holdingpattern.• TO/GA (A/P will kick off under single-channel operation)• Set Go-around thrust (FOM)• Set pitch to Go-around attitude (FOM)• “Flaps 15” (Ops Man/FOM)• Positive climb rate - “Gear up” (Ops Man/FOM)• 400’ AGL - “LNAV” or “HDG SEL” (FOM) (Note: for Non-Precisionapproaches your probably already at/above 400’ AGL or very close ifgoing missed from and DA/DDA/MDA)• Retract flaps on speed• 1000’ AGL - Set LVL/CHG or V/S + 1500’• After Takeoff checklist (Ops Man)Just in case you use LNAV after the go, this is my company RL technique for the missed app in the NG. we have a couple of BBJ's

Keep it at 194.

Thanks, the sensing will be reversed however, correct?

Missed ApproachNote: Assumes intent for complete flap retraction to missed approach holdingpattern.• TO/GA (A/P will kick off under single-channel operation)• Set Go-around thrust (FOM)• Set pitch to Go-around attitude (FOM)• “Flaps 15” (Ops Man/FOM)• Positive climb rate - “Gear up” (Ops Man/FOM)• 400’ AGL - “LNAV” or “HDG SEL” (FOM) (Note: for Non-Precisionapproaches your probably already at/above 400’ AGL or very close ifgoing missed from and DA/DDA/MDA)• Retract flaps on speed• 1000’ AGL - Set LVL/CHG or V/S + 1500’• After Takeoff checklist (Ops Man)Just in case you use LNAV after the go, this is my company RL technique for the missed app in the NG. we have a couple of BBJ's

Thanks, good to know... fwiw I was flying this approach without LNAV, just using the NAV1 freq and HSI...Seems like all that would happen very quickly in a BBJ... yikes. Sometimes I wish I had an FO in flight sim...Oh, if you ever make your way into Duluth DLH say hi to Bones lol!