Did a couple of IFR training flights yesterday (one
day, one night) and did a bunch of hand-flown ILS's,
which is what you have to do when you don't have
an APR button
Just wanted to pass on a few points.
It's convenient to set up your GPS (either VFR or IFR)
to the airport as a waypoint, so that you have a sorta-
DME to held with the situational awareness.
But probably more important than that, is the instantaneous
track value from the GPS.
When you are flying the procedure turn, glance at the GPS
track to see if there is a crosswind you should be correcting
for. Bonus points for looking at the groundspeed, and using
it to correct for headwind/tailwind.
Before you turn inbound on the PT, I like to see full-scale
deflection of the LOC, which means we have time to turn
and intercept it. Also make sure the GS needle is up there.
Try to intercept the LOC far enough out, that the GS needle
is still up there when you do. See using GPS as DME. Having
both needles centering at the same time is doable but sporty.
Ok, so you intercept the LOC. Needle is centered. Before it
has a chance to move, look at the GPS track and immediately
alter your heading so that it is the same as the final approach
track. If you do this, the LOC needle will stay centered the
whole way down. Of course, the winds may change a bit in
the descent - feel the bumps - but glance at the GPS track
to re-confirm your heading.
I really like doing ILS's at high speed, and hand-flying down
to CAT II minima (100 AGL) because I figure that if you can
hand-fly it when it's difficult, you're going to find it easy when
you do it normally. Also, at large airports, you're going to fit
into the traffic flow at LOT better at 100 or 110 knots on the
ILS, than 70 knots. It is worthwhile practicing the ILS at 150
knots, IMHO. I know I am not a good person, but I like to fly
piston/prop fast enough into large airports that ATC is slowing
me down for the kerosene burners ahead of me
The ILS gets a lot more sensitive below 500 AGL because the
cones are really narrowing - esp the GS. People only take it
down to 200 AGL DH but I like to take it down to at least 100
AGL, and if possible, arrange for the candidate to land under
the hood. Good practice.
It's easy to overcontrol on the ILS below 500 AGL. One trick
I tell people, is to use rudders to make 2 degree heading
changes at low altitude on the ILS to avoid overcontrolling
on heading, swooping back and forth with excessive angles
of bank.
If you can, fly a PAR or GCA or whatever the kids are calling
them these days. It is a humbling experience, to have an ATC
on the ground tell you how an ILS ought to be flown.
Hope this helps! May your needles always be in the donuts
