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Localizer vs vor3/18/2024 ![]() In the case of a Non-Precision (VOR/NDB)Īpproach, the First Officer must ensure that the correct VOR/NDB frequency is selected on his sideĦ. ILS frequency is selected on his side within 25 nm. In the case of a Precision (ILS) approach, the First Officer must ensure that the correct Make flap and gear selections when required. On request from the First Officer, the Captain will program the flight director and autopilot, if in use, and He will also be responsible for all frequency changes and facility identification,ĥ. Monitoring the instruments, aircraft progress, approach charts, ATC instructions, approach aid statusĪnd weather reports. During a monitored approach the Captain, being the Pilot Monitoring (PM), will be responsible for Intercept heading of the final approach course, preferably earlier.Ĥ. The First Officer will take control no later than turning on to the It is recommended that the approach will beįlown with the auto-pilot engaged. The aircraft either manually or by means of the autopilot. If the weather conditions at destination are down to minima theĬaptain will delegate the First Officer to act as the Pilot Flying (PF) throughout these phases, controlling Recommended that landing lights not be used in fog conditions at night.ģ. Duties regarding use of windshield wipers, ice protection and landing lights should be delegated. ![]() A monitored approach is compulsory under the following circumstances:Ģ. The monitored approach procedure is suitable for all precision (ILS) and non-precision as an alternative, it would be easy to create an RNAV waypoint (Place/Bearing/Distance from the VOR) at the required position, but then I have the switchover problem described above.Īny suggestions, or is this just a limitation of the simulation compared to the real world?ġ. I guess in real life, the PM would make a callout when the required DME is reached, but this is hard to do in the simulation. ![]() This is difficult to do in single-pilot operations on the simulated ATR because DME2 is not displayed on the Captain's side (NAV1 is tuned to the ILS, NAV2 is tuned to the VOR). For example, consider a procedure such as the ILS 10 at EDDN (Nuremberg): From the IAF (a VOR with DME), we fly outbound on a particular radial until reaching a particular DME, then turn to intercept the ILS. This problem is kind of exacerbated because in single-pilot operations (which I know aren't permissible in the real world), even "classical" initial approaches can be much easier to fly in RNAV. Or am I missing something here? In real life, would the Pilot Monitoring have the ILS tuned on his nav set and make an appropriate callout when the localizer comes alive? Or is RNAV simply not allowed for the approach phase of the flight? ![]() In the ATR, this doesn't really seem to be possible, because the ILS deviation information isn't even displayed when in "RNV" mode, so there's no way to know when to switch from "RNV" to "V/L". In many aircraft, localizer and glideslope deviation is displayed even when flying in RNAV mode, and "ILS" or "approach" mode can be armed while still in RNAV mode, so the initial approach can be flown using RNAV with a seamless switchover to the ILS when established. I would be grateful for some information on how this is handled in real life. I've been flying the ATR for a while now, but one thing that I've always found a bit cumbersome to use is the switchover between the nav modes "V/L" and "RNV" on the EFIS Control Panel. ![]()
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