F-16C Viper: IFR TACAN & ILS Approach & Landing Tutorial | DCS WORLD 

LOL love the "bent jets". Lot of those round here.

The problem is that the trim in this module is borked. Give A2A refueling a go and you will see.

There is no roll-trim? What if you are carrying an asymmetric load? Like one fuel tank and a lantern pod? Is that simply not done in the f-16? On the f-18, two fuel tanks(center and right), and a pod on the left is flown sometimes. It is called, "double ugly". That bird would need roll-trim adjustments durning the flight.

@@mrjava66 the jet does a pretty good job of trimming itself in pitch and roll. But you wouldn't fly with only one fuel tank and a TGP. That's a Hornet thing.

Is it a carry-over effect from other aircraft on the contant trimming thing? The expert(C. W Lemoine) and good knowledge of the Viper says no trimming except in an unbalanced load out. Cap needs to put out this information out to correct this impression.

Andre ARTYMIUK roger. There are three radio transmitters for the setup. First is the tacan. It's a large-ish device, about the size of a garage, round, and roughly sumbaro shaped roof. It has a rotation transmitter inside, and your plan can tell the direction between the radio and itself with the tacan. If you are also transmitting, and the equipment supports the function, you can do DME. And measure your distance to it. This device is normally located some where at the airfield, but not lined up with any runway. Then the ils also has two transmitters. One is about 250 ft short of the runway, and in line with the center line. It is called the localizer. It provides the signal that your plane uses to tell if it is left or right of the centerline. This device is about the size of a China cabinet or small wardrobe. Some ifr approaches use just the localizer, and don't use/have elevation information available on the approach. You have an altimeter, an airspeed indicator, and a clock, that's enough to land in most ifr conditions. The final piece of equipment is the angle of approach indicator. (Sorry, I forgot its name.). It is also about the size of a small wardrobe, it should be located just a few meters to the left of the papi. (The two white and two red lights, that you see, when you are on glide slope). You can go to airnav.com to see the approach diagrams for how this is done with less equipment than a full ils setup. Commercial airports will generally have at least one ils runway. But many general aviation airports make due with less. Also, many commercial airports also have an ils approach that uses just the tacan. Those can let you approach the other runways in ifr, or mvfr weather. Also, 1500ft agl ceilings are fairly common in some places, and easy vfr flying once you are in the pattern, but you will need an approach that inserts you into the pattern.

Just curious, why would you not want to trim the plane to be able to keep the stick in a neutral position. This may be because of a short arm length on my desktop joystick but I feel like it’s personally easier to make smaller, consistent movement via the trim such as that needed to this situation. It’s it just not preferred or is there actually something wrong with it?

@@MrCritict333 IIRC Falcon's FBW system is setup such way, that it trims itself automatically across the speed range. So even when you land (slow speed) you will not need to touch the vertical trim at all, airplane will maintain its flight path untill you slow down to below stall speed at which point FBW cannot maintain flight anymore.

Roger agree

lol

@@grimreapers Also do you ride motorcycles? You said that you "got into a bit of a tank slapper" haha

Vkb , virpil comes to mind.

On course setting - you should have typed only "64" then hit Enter. On frequency - no idea, but bare in mind that ILS is relatively short range and relatively directional (+-15 degrees each side of the runway axis in both directions).

Is it a .miz file? Strange

@@grimreapers Yes, it is a .miz. Could it be I don't have that terrain package?

Ah, yes good thinking

-6º will do vid on that soon

@@grimreapers Where do you find this information? Is it in the game somewhere?

Have not tried Cauc yet.

old as your comment is here im sure you've worked it out but for others finding this, by setting a heading and having your distance you can pick any arbitrary number, say 20 miles for example, when you get that distance from your tacan station fly in whatever direction needed to get your azimuth line to that tacan station then turn in on it when you approach the correct azimuth, you could actually overfly the beacon doing the exact opposite direction out to the appropriate distance then turn around so long as your following that azimuth error line and correcting for it

Right before you take off or get landing cleranxe, the tower gives yku something called a QFE, which is the pressure in millimeters of mercury at the airport. When you take off (I think it's after the runway in use) they will say something like QFE Two Niner decimal Three Eight for QFE 29.38. On your altimeter you adjust it to 2938 (should be a knob), and when you are taking off on the run way, you should be

@@ColHogan-le5yk The altimeter should read within 100 feet of field altitude, not zero. Cap is wrong when he said to adjust the altimeter to zero when you land, the radar altimeter will give you height above the ground.

@@ColHogan-le5yk That’s inches of Mercury not millimetres

rgr

try using an air-started plane, that should work, and will help you identify the missing switch.

@@grimreapers Thanks for the reply, and I comment only to possible help others who have similar struggles. Getting an airstarted bird was my first thought, but for the life of me I can't find the difference. I set myself on final at Creech, couldn't get anything other than 'ILS OFF'. I tried the exact same scenario as Wag's ILS demo (110.30, 257 final approach course at McCarran) which didn't work the first time, but worked the second (no change between the two that I could fathom!) Even after the working test, when I turned off the runway the ILS turned to 'OFF' and would not come on again. So I'm at a loss - it's probably me, or my system, but it sure as hell is random for me!

@@grimreapers This teacher is horrible. He goes very fast and leave small details out. I don't even know who to get to the first screen he shows.

They just join the server, someone has to host it on multiplayer, and others can connect though lan (if you all are on the same network or have Hamachi or something), or the host of the server opens their port to allow their server to be found by their friends.

4 months later, I still never get my command steering highlighted. I must be missing 1 step? I don’t know which. Any help would be very much appreciated.

@@sanderossi8013same in here buddy, cant figure out as well. If you’ve found any explanation, please post it in. Thanks

@@queglolg. will do bro!

@@queglolg. the strange thing is I had it highlighted a few times. But I did everything the same. Now that I am more into carrier landings recently: With a carrier nothing works unless you manually configure the carrier to enable ils and tacan. Maybe in the mission editor you must manually configure the airport to activate ils as soon as the game starts? Anyway, I am going to look into this tonight. Let you know!

Same results. Once I connected, command steering was highlighted. After that one time, it never worked again. It feels like a bug.

Listen for and watch your radio altimeter.

Never go visual with zero visibility, that's what the instrumental flying was made for.

Caucasus is 6 degrees I think, somewhere I have read it a while back Edit: Found it... Caucasus -6° Nevada -12° Normandy +1° Persian Gulf -2° Syria +5° In the A10 (and most likely any other aircraft) u can switch heading from true to magnetic and vice versa to find out the magnetic declination of your current Location Happy flying 😉

I haven;t tried night re-fueling in anything yet... tempting

@@grimreapers It's better with NVG equipped aircraft.

@@grimreapers Can you make a short video what magnetic deviation is on which map?

Wilco

@@grimreapers THX

There is something called a sectional map. It shows you the magnetic to true deviation. Most places it is pretty small. In the Midwest of the u.s. it is about 3-4 degrees. It changes over time with movement of the magnetic poles. In northern Alaska, it is off by about 20 degrees. Runways are labeled by magnetic directions.

No, he's right. It's more dangerous to be above the glideslope, then try to chase the glideslope diving too fast. You're safe in half dot deviation even below until the runway threshold. Fly safe!

No because you can always correct by just maintaining your altitude until you intercept the slope again if you’re below, if you’re too high you risk going too fast

Currently not really working.

Ok, thanks, also really love your vids, keep it up!

I was wondering the same thing. It doesn't work that well apparently.

I doubt it. Our puny bodies would be crushed by the G forces.

rgr

We do the group missions in evenings. Currently looking after my partner in evenings. With a little luck we may get back to normal next week. Fingers crossed.

We are still flying in the evenings, but without our glorious leader, it descends into chaos, and we get far too excited and forget to film it. 😂😂😂. As cap said, he will hopefully be back to whip us into shape next week.

ravagetalon yep. If you pop out of an overcast-layer, and have a broken-layer below you, then the runway can move in and out of sight while you finish the approach. The part of his pre-approach briefing that was missing was his "decision height" determination. On every ifr approach, the pilot needs to consider her skills, consider the approach's equipment, and the published diagram, and then, decide on a decision height. Then check the weather and see how those values compare. If it is favorable, then shot the approach.

That is incorrect, unless you are speaking about military procedure only which I have no experience on. In the real civilian world, if you have the runway environment in sight, threshold, or certain portions of approach lighting(ALS,PAPI,VASI) you are legally free to fly it down visually ignoring DA. Check the far aim

lols

"The bigger circle" is called a flight path vector (FPV).