Landing on an airport without ILS or TACAN

[Maverick_67]

Can anybody explain me in short form the exact way to land on an airport without ILS or TACAN step for step?

Must I first overfly the airport to expect the situation and so on?

Must I avoid in bad wether situation to an airport with landing systems?

 

Thank's in advance

[Migo]

I wonder when someone should do an overhead pattern. Does the ATC tell you that ?

[Maverick_67]

@Migo

 

I receive from the ATC the same information if I land on an airport with landing systems.

But I have no information when I must turn on the final approach and so on.

 

@slackerD

I think that I understand your posting. Do you mean that I come from the correct side to land, overfly the airport, take a 180° turn, fly parallel to the runway back, make again a 180° turn and then I start the final approach? I wrote it in my simple words - sorry for the bad English.

Edited August 1, 2011 by 8thFW_Maverick

[chaos]

Can anybody explain me in short form the exact way to land on an airport without ILS or TACAN step for step?

 

In this case your destination has to be above certain limits regarding weather. Visibility and cloudbase should allow a visual approach. These limits are set by the authorities and may differ depending on geographical location as well as other factors. Basically ATC will let you descend to a minimum altitude and you take it from there. There's no exact way to fly a visual approach. You're on your own...

 

Must I first overfly the airport to expect the situation and so on?

 

All depends on the published procedures. Usually ATC will vector you (give headings) so that you're in a good position to establish yourself on an instrument approach procedure.

 

Must I avoid in bad wether situation to an airport with landing systems?

 

It depends on how bad the weather is. ILS is more accurate than a TACAN approach.

 

First you check what the actual weather is. You then decide which approach is best suited for the actual conditions. Visual approaches are the quickest way to get the wheels on deck. ILS is best suited for bad weather conditions (cloudbase 200' AGL/ 600m visibility). TACAN is somewhere in between :)

Edited August 1, 2011 by chaos

[billyzero]

I am really stretching for recall here but I believe every military airport is controlled (has a control tower). Depending on what type of control space exists around the airport, you contact the tower at a specified distance and state your intentions to land. Typically the tower then tells you an active runway and then tells you to enter that runway's pattern or gives you a straight in approach.

 

For civilian airports (controlled) its basically the same thing. If the airport doesn't have a control tower (uncontrolled), there is a standard civilian traffic frequency that you turn to and just start announcing your intentions and location over the frequency. You choose which type of approach (straight in or pattern) but typically you want to fly over the airport to look at the windsock to get an indication of the wind direction (so you can figure out the best runway) and then enter that runway's pattern (all the while, announcing location and intention, ie. "11-Tango at Mullin Airfield at 1500 feet entering downwind leg of runway 9 with full stop landing.") The concept is that hopefully other aircraft in the vicinity will hear this and you two can coordinate to avoid a mid-air.

 

This is a quick and dirty explanation and it's been over 20 years so your mileage may vary.

Edited August 1, 2011 by billyzero

[Snoopy]

I think that I understand your posting. Do you mean that I come from the correct side to land, overfly the airport, take a 180° turn, fly parallel to the runway back, make again a 180° turn and then I start the final approach? I wrote it in my simple words - sorry for the bad English.

 

 

The formation Guide I put together uses real world A-10 requirements. You can download it from the link below if you're interested....(FYI overhead for the A-10 is 1500 AGL and 250 to 300 knots, you break just after the numbers not half way down the runway, 60 to 70 degree bank and 2 to 3 Gs on the turn)

 

http://forums.eagle.ru/attachment.php?attachmentid=54620&stc=1&d=1312205111

[Maverick_67]

Thanks Paul, but what is the way to handle the ATC in the DCS: A-10C by the overhead pattern?

 

Did you do the same procedure by a ILS landing?

[Stingray66]

There are many ways to land visually. You can make straight in, join on any portion of the square pattern, enter the pattern on the 45, maneuver for an overhead break, etc. If you and ATC agree anything goes. For situations like in DCS, overhead break would be very common in real life and it's fun.

 

Aim at a point a couple miles from the threshold left or right to miss the runway and as you get close turn to align with the runway about 2000' above and 300 knots. About half way down the runway, pull power back half, spread breaks 40% as you start a pull 3Gs level in the desired direction for a 180 deg turn.

 

Fly this direction until beside the threshold, drop the gear and set flaps 20. Should be <200 knots as you do this. Nose down 5-10 degrees and as you pass 1/4-1/2 mile past the threshold turn the same direction again for 180. Keep 150 knots+ and the green donut should light up as you pull. Roll out aligned with the runway and land with a short final.

 

When requested or assumed ATC will clear you for the break.

 

Since I didnt hear the word, I call it :D

 

"Jeppeson Charts"

 

Isnt every runway equipped with a Jeppeson chart and sticking to it is mandatory? Assuming every airport has a TACAN (or smaller ones might have nearby TACANs), you can enter the standard approach laid out in the JEPPESON by using TACAN navigation which should lead you exactly to an ILS approach (or not if there aint ILS). But if there isnt an ILS signal, you should already see the runway (in the end it is a visual approach, PADI lights at least). Anyway, there is always a line in the chart for visual/ ILS approach similar to this: "At 300AGL runway should be visible. Otherwise perform ...."

 

Maybe someone with more experience of IRL situations can comment?

[Snoopy]

Thanks Paul, but what is the way to handle the ATC in the DCS: A-10C by the overhead pattern?

 

Did you do the same procedure by a ILS landing?

 

How we do it in the 25th is the flight lead contacts ATC to get info. All flights inbound or outbound monitor ATC so they hear what is going on. Not perfect but a good work around.

[Laud]

We do not use AI ATC anyway... ;)

 

Human or uncontrolled airbase... :)

 

And of course: Overhead split always, as we're always return home in formation. Procedures according to our VAD-Charts.