![]() In FSX this does not happen (no little Bill Gates manning the tower to turn things on and off) so there is a chance of picking up the signal from the opposite end but if you are expecting this you will see the needles dance around as you pass by the far end on your way to lining up for your apporoach, then go dead until you are within the cone of reception at the other end. Originally posted by Dan-TXHills:In RW aviation they usually turn off the opposite end transmitter although that is not entirely necessary since the width of the localizer signal is only about 30 degrees. Since (in the real world) you would only be landing in one direction at any given time this saves on the number of frequencies required for the various nav aids - an important thing in a crowded area like Los Angeles, CA. In RW aviation they usually turn off the opposite end transmitter although that is not entirely necessary since the width of the localizer signal is only about 30 degrees. Landed (one of my admittedly rare dead-on-the-centerline landings) and the localizer needle remained centered on roll-out. Stayed with the 07R approach until just a bit outside 5 DME and switch to the 07L localizer frequency and did the side step to 07L - again, on the extended centerline and on the glide slope per the PAPI once establised. Since it was VMC I could see that all was well - on the extended centerline of 07R and as well as I could see (PAPI harder to see in FSX than in real life) I had three white and one red on the PAPI (per the chart, as is common, VGSI and ILS glide paths are not coincident -). Intercepted the localizer at 15.7 DME, intercepted the glide slope at about 11 DME. I just did the ILS approach to 07R at KLAX Runway Length Surface ILS ID ILS Freq ILS Hdg The FSX frequencies for the localizers at KLAX are the same as currently published for real-world navigation: Once you are on the localizer and intercept the glide slope (from below) the autopilot will automatically switch from altitude hold mode to managing the VNAV via the glide slope signal.ĭisconnect the autopilot at or before minimums. If you have altitude hold on - leave it on. Once you are on your final intercept heading (and at the right altitude) you can actuate your autopilot for approach (the APPR button) being sure to have switched the Nav/GPS source back to Nav if you have been using the GPS to fly the plane for you. ![]() You should (must) be below the glideslope to properly intercept it (true in the real world, true in the sim world) and generally your intercept angle to the localizer is about 30 degress left or right of the localizer heading. I hand-fly all approches so do not use autopilot to fly them but in general the technique is:įrom your approach route (STAR, Transition or vectors by ATC) you should find yourself somewhere around 15 NM out when you are on your final heading to intercept the localizer. So if you are intercepting the approach at the proper point you will not be receiving the signal from the opposite end of the same (physical) runway. LAX utilizes the same frequency for the same (phyisical) runway - as do other airports - becuase the localizer and glideslope are highly directional. ![]()
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