![]() You get normal sensing all the time.It is better to fly smoothly, setting up the descents so they are nice and continuous, as far as possible. No matter if you're flying toward the runway, or away from it. Your course needle going right will always mean you go right. When you dial in the front course in the EHSI, your course needle going left will always mean you fly left. No need to mess with a back course switch, and you won't have any reverse sensing. He needs to fly outbound for a procedure turn, and wants to know how to stay oriented.Īgain, Hiren, set in the front course for the approach, and you've got normal sensing all the way through the procedure. ![]() He has stated that he's got an EHSI, and isn't sure how to follow it after flyin to the VOR, and intending to execute the approach. He also doesn't appear to understand the basics of using an HSI. It appears that he doesn't understand his autopilot functions, and is attempting to work out how to set up the autopilot while flying the approach. I don't think Hiren has much instrument training, and is either a sim game player, or a new hire with very little training or experience. It is a localizer for tracking purposes, and not for approach purposes (other than the missed) it's in very mountainous terrain, and serves as relatively precise guidance through and over a mountain pass. It's oriented as it is, providing back course guidance to give normal sensing on the way out on the departure and missed approach procedures. It isn't flown as a back course to the airport, and neither is the front course it's located physically on the other side of a mountain from the Aspen airport there are big rocks between the airport and the transmitter. It's installed this way to provide normal sensing while flying outbound, as the I-PKN localizer back course is used for a departure, and the missed approach for the LOC/DME-E, and VOR/DME procedures.ģ) There doesn't have to be a front course. As a localizer, it has a narrower signal for the departure, and is aimed at a mountain pass leading to LINDZ intersection.Ģ) No, I PKN is a back course. It's just used for the departure, rather than for an approach. It's a localizer back course, pure and simple. There's no front course.ġ) It's not misnamed. I suggest you ignore the charts for Aspen!Įdited to add (after a glass of Shiraz ) that if SN3 can produce a 300 inbound localiser procedure chart on the I-PKN I will accept is as a back-course. Please note I have no idea what 'NAV' does in the ATR EHSI.! On the 737 standby horizon (which has localiser left/right only) you also need to select 'Back Course' to see the correct display. The EHSI then shows your position in relation to the localiser correctly. To do this you select the EHSI to 180 inbound localiser course. Why not look at the chart for LFLB (Chambery) in the French Alps? Take Jeppesen plate 10-3 and you will see that you need to fly the ILS R18 northwards on departure. Let's just stick to your original question. Looking at your post to d105 - you got my question bit - after tracking outbound VOR radial we swich to ILS freq after that the question is - We go for Back course or arm Nav mode to intercept Loc outbound for this chart ? "ġ) Whyare you trying to "intercept Loc outbound" when you have turned inbound? Hiren - I think you have got yourself more than a little confused here. This is simply a 'fudged' localiser for tracking purposes, not a 'back course'. ![]() Hmm! SN3 - I think you may well have blown poor Hiren's brains there! Not the ideal chart to try to 'help with'?ġ) There is no 'back course ILS that I can see - in my book the labelling of the outbound loc is mis-named.Ģ) I assume the localiser on the I-PKN has reversed lobes?ģ) If it was a 'back-course' localiser, there has to be a 300 inbound course localiser - there is not.
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