Hi all - per the topic, I need some tips on how to do a consistently smooth localizer intercept with the NGX. My normal ops procedure is to hand fly the NGX from takeoff to around 10,000 ft, and the to hand fly from around 10,000 ft to landing. If I may say so myself, I am very proficient when it comes to landing, I can stay on the gildeslope (not more than one dot deviation) maintain vref speed, and put her down on the center line.

 

My problem is making a smooth intercept to the localizer, I always seem to turn too early or too late which neccesitates more turns to actually make the intercept. Is there a rule of thumb RW pilots use to avoid the embarrasing "wing waggles", as one America West Captain put it?

 

thnx!!

 

Richard

Controllers will vector you on at no more than 30 degrees. That's the first thing most simmers mess up. That in mind, make sure you vector yourself the same. Beyond that, whenever you turn, you'll see the turn indication displayed on the ND. Use that to see where your turn will end up. What you want is that turn indication to meet the extended centerline of the runway, but not extend through it. It doesn't matter if it's the end of the arc or the middle of the arc. It just needs to meet the extended centerline and not pass through it. That should help you make a precise turn onto the LOC.

 

Your best way, however, is to hit the APP button because it will command the flight director to depict what the AP would be doing if it were on. Then you can just follow the FD.

Thanks for the response Kyle, I understand your point about placing the turn vector indicator on the localizer, but what about situations where the PF has already switched his/her ND to App, in that case all you see is the localizer bar start to move toward the the center.

 

Richard

Follow the flight director on the primary display.

Thanks for the response Kyle, I understand your point about placing the turn vector indicator on the localizer, but what about situations where the PF has already switched his/her ND to App, in that case all you see is the localizer bar start to move toward the the center.

 

Richard

Use the OM locator(NDB) or on field VOR, if available.

You should know roughly where you are, so you could e.g. use the MAP to get you close, then select ILS display, or use a combination of MAP and the LOC/GS indications on the PFD and fly both, then once you've turned in to a shallow angle to intercept the localizer switch the ND to full ILS mode and fly the ILS (this is how I do it most times).

 

If the nav aids exist, you could tune up the NDB that is often co-located at the outer marker for alignment, too.

 

Good luck flying any non-precision approach in Russia requiring two NDBs though. Why PMDG omitted one of the ADF receivers is anyone's guess.

 

Best regards,

Robin.

A general rule of thumb I liked when I used to vector on to final was to use 1/100 of the speed as a distance from the centerline to call the turn to intercept (220kts meant 2.2nm from CL, 180=1.8 etc). Wind was taken into account as was the time delay between issuing the clearance and starting to see the turn and it usually worked great. I use that rule when self vectoring in FSX it hasn't failed me yet.

Your best way, however, is to hit the APP button because it will command the flight director to depict what the AP would be doing if it were on. Then you can just follow the FD.

 

 

Here's an idea I didn't think of Kyle, I like this, I'll give it a shot.

 

 

Here is an excerpt from Captain Dave's blog, reading this made me decide to clean up my sloppy intercepts. If you haven't read his blog posts, I highly recommend them, very well written and extremely descriptive.

 

http://flightlevel390.blogspot.com/

 

 

"The controller points out traffic two o'clock... 737 going to same runway. They will be three in front of you.

 

Yep, traffic in sight...

 

Roger... Slow to 210 knots. Maintain that to ten. Follow the 737; cleared for the visual runway 24 right.

 

OK... 210 to ten. Follow the seven three, cleared for the visual 24 right...

 

 

 

Yeah, baby! Engines to idle, raise the spoilers a few degrees... 240-230-210. Spoilers stowed.

 

A couple of Love Field cowboys in a 737 Longhorn roll onto final in our twelve o'clock low. Those guys are good! They nail the localizer without an overshoot. We can see their heat plume, dark profile in a thirty degree bank, and blinking strobes against the city lights. The fish-finder (TCAS) shows them three in front of us... Good controlling from ATC.

 

One seventy or better to JETSA, spacing is good on the 737... Contact the tower at JETSA

 

One seventy or better... Tower at JETSA... See ya later

 

Click-click

 

JETSA... 2200 feet... 190 knots... Leading edge slats extended

 

Three RED gear unsafe lights are replaced by three GREEN as the landing gear locks into place against the slipstream. The co-pilot extends more flaps as I introduce the localizer and glideslope to the auto-pilot. Indicated airspeed continues to bleed-off toward our landing speed of 140 knots. We need to be on speed at 1,000 feet above the ground to meet company policy of a stabilized approach. Auto-thrust begins to feed more fuel to the hot sections; engines come out of idle... Thrust trend arrows appear. I am trying to think of something cooler than thrust trend arrows... Mental exercise for later over Kansas.

 

We complete the landing checklist... Tower has cleared us to land.

 

Ahead, the approach lights and runway lights are bright and clear. We can see the Longhorn about to touchdown.

 

Auto-pilot OFF, flight directors OFF... Gimme the bird and runway heading please. The 737 turns at the first high speed; the runway is clear.

 

Over the fence...

 

Fi-Fi crosses the end of the runway at 100 feet, 140 knots, gear down and locked, flaps three-quarters, nose pitch about four degrees. I can feel it coming... It's going to be a smooth landing. The ducks are lined up and quacking in sequence. The wind is calm.... We are getting a few light bumps from the Longhorn that just landed.

 

Ground effect can be felt at fifty feet, barely... Feels like a soft pillow being compressed under the belly. At twenty feet, the sensation is strong and can be used to enhance a landing without wasting precious runway... Nothing more worthless than runway behind you.

 

Ten feet... Increase pitch with finger tip pressure; easy does it.

 

Five feet... Decrease pitch the same amount. You are tweaking the main gear inches above the concrete. Hold that pitch until touchdown and...

 

The mains roll on smoothly, gently, almost imperceptibly. It's the best landing I've had in several weeks and in front of an audience of three pilots. The two jump-seaters work for other airlines, so they are complimentary with a very nice and an all right... The co-pilot says he gets lucky once in awhile.

 

 

Softly lower the nose gear, check for full spoilers, and pull the reverse thrust triggers... At one hundred knots, start applying main-gear wheel brakes. The high speed turn off is coming up fast on the left; Fi-Fi is slowing rapidly. Before we get to the high-speed, LAX tower clears us to cross 24-Left and contact ground control on the other side.

 

Close the reverser vanes, ease up on the brakes and take the high speed at 50 knots while still slowing... My goal is to cross 24-Left at about 20 knots. Briefly look left, hard left... Any traffic rolling? All landing lights are still ON. One hundred thirty-one souls are at stake here... Serious business."

Yes it's a very good blog.... But for all you Boeing lovers... You do know FI FI is an Airbus right? The "electric jet"

What level of automation are you looking for? Are you flying a visual or are you in the soup?

 

To add/agree:

 

If you're visual, line up visually looking outside and back it up with the ILS.

 

Use the FD for a while to get a feel for it.

 

Don't use more than 30 intercept.

 

Use the turn trend and stay on intercept heading until the first or second segment has crossed final. Then bank until the trend lies on the final.

 

Don't go too fast. F5 maneuvering speed is fine.

 

Don't use extra navaids - why make it more complicated?