HOW TO . . . * Do a Standard Rate Turn Do A 45 Degree Procedure Turn Follow VOR2 Tune the ADF  Fly ADF to Intercept Localizer Follow Localizer and Glide Slope Adjust for wind * THIS IS WHAT A STANDARD RATE TURN LOOKS LIKE: * * Notice that the turn indicator is at the notch and the ball is centered (well, it's CLOSE to centered). Notice the ADF ARROW: It is in the process of returning to pointing straight up as the turn progresses. *  * * HOW TO DO A PROCEDURE TURN *                          If so, descend at 600-700  feet per minute at 100 knots (DC-3 with 30 degrees of flaps) - assuming you are 1800-2000 ft above the runway elevation at station passage. * This type of procedure turn is designed to fly you AWAY from the runway heading at a 45 degree angle, then -using a standard rate turn (above) - bring you back to the runway heading. Basically, you need to determine the course from the RECIPROCAL of the runway you wish to land on - here 090 degrees, and make a 45 degree turn away from that heading, hold that course for one minute, then make a standard rate turn back to the LOM (The Locater Outer Marker - if there is one. If not fly RECIPROCAL runway heading (here 090 - airport BEHIND you) for a few miles,then commence the 45 degree turn. NOTE: By flying 135 degrees you will get the same result, only you'll make a LEFT standard rate turn instead of a RIGHT one. To make it simple: the graph above would simply be turned upside down. What you want is to be 045 degrees off of the RECIPROCAL runway heading (here 090) for one minute. (If, for example you wanted to land on a runway with a heading of 353, the RECIPROCAL would be 173 (353 - 180 =173), and you would need to go to a course of 128 or 218 for your one minute leg. Do the math: 173 - 45 = 128. 173 + 45 = 218) The direction you approach the LOM from will determine which heading to set: Use the heading CLOSEST to your current course. EVEN BETTER: Adjust your course as you fly so that you cross the LOM at the heading that you want. REMEMBER TO ADJUST FOR WIND! * IMPORTANT: When flying FROM (needle down), you will have to adjust the heading with the knob backwards. If the needle is to the LEFT you must twist the dial to the RIGHT (+) instead of (-). If you twist the dial 180 degrees, and the needle flips TO, it will tune as normal. * HERE IS A SAMPLE FLIGHT FOR YOU TO FOLLOW A VOR2 ON. HIT PRINT SCREEN AND CONVERT TO A JPEG AND PRINT THE TEXT FILE * * Above: WHY WE FLY THE NEEDLE! * Suggested Aircraft: DC-3 * Yesterday we learned how to follow a "radial" on VOR2. We learned to center the needle and follow it (see "how to's" below). That was in the flatlands of Indiana where you'd have to go a long way to find an obstruction. Today we are departing Los Angeles for a trip through the mountains and into the California Central Valley. This time - particularly if the weather is bad - following that ol' needle is a matter of life and death! Use the World/Go To Airport box and type in ICAO code KLAX in the box on the right. Select active runway, which should put you into the wind. (TIP: Always download global weather BEFORE going to an airport. That way FS2002 knows which runway is active.) If you end up with the wind on your tail, you will have to taxi about 900 miles to get to the correct runway - it's a BIG airport. Tune Nav2 to 116.10 and twist dial to where the heading reads 320; tune ADF to 385; and NAV1 to 111.90 (ILS at Bakersfield R30R) Take off and go to a heading of 320 until VOR2 tunes in; then center the needle using the knob on the lower left of the gauge. Remember to set it TO (arrow up) - it should read about 320. FOLLOW THE NEEDLE! If it moves left, center it, then fly the NEEDLE! Climb at 800 feet per minute to an altitude of 8,500 MSL. When you level off at 8,500 MSL you will notice some very large geographical fetaures coming at you. These are called MOUNTAINS. They KILL airplanes. Why we fly the needle! So! Keep flying that needle and watch the DME2 for distance to station. You will notice as you pass over the VOR that there are MOUNTAINS on EITHER SIDE of you. Were you to miss the needle, you would NOT miss the mountains. Get it? Now, at station passage (needle flips) come 10 degrees to the right and maintain altitude for 10 NM DME2. Then you can start a descent and head for the ADF needle - should be about 340 degrees. Cross the LOM (ADF) at 2600 and follow the ILS on in, if you need to. NOTE: You can change course to intercept LOM at runway heading (301) if you choose - makes the final easier. Airport is Bakersfield Meadows El. 507 ft. ATIS 118.6 * HOPE YOU MADE IT! VPVPVPVPVPVPVP * HOW TO TUNE THE ADF * FS2002 uses a 4-digit tuner for the ADF, so you have two options: 1) Use the pop-up radios to tune ADF 2) Cycle through the numbers on the dashboard tuner as follows: 1,2,3,4,5,6,7,8,9,1,2,3,4,5,6 AFTER 6 the next digits will be correct for the first digit of the tuner. No need to worry about the others. * HOW TO ANGLE THE ADF  TO INTERCEPT LOCALIZER * * We are going to land on a runway with a heading of 301. Notice the gyro: It is at about 345 degrees. We have to cross the LOM on the runway heading, so we are heading to the RIGHT of the ADF (second gauge from top, far right, just under VOR1 - localizer and glide slope) and thus the needle is to the LEFT. (And lozalizer is to the right) Don't let ADF get more than 30 degrees to the left - gradually ease toward the runway heading (301 degrees) until the localizer needle swings from left to center, and fly 301 at the suggested altitude (2600 MSL) and the ADF, VOR1, Localizer AND Glide slope will all come in together. * If all goes well, the needles will all line up correctly like this: * * Notice the blue light on OMI is on: That indicates Outer Marker (LOM) passage. The ADF arrow has reversed. *  HERE IS A SIMPLE FLIGHT PLAN THAT TAKES YOU THROUGH ADJUSTING THE ADF NEEDLE TO INTERCEPT THE LOCALIZER. * Meadows (Bakersfield) to Fresno Yosemite International * * ABOVE: Fresno Yosemite International El. 333 ATIS: 121.35 * Here's a simple flight that shows how the ADF needle interacts with the localizer/glide slope on an approach. Place your aircraft on active runway by going to World/GoToAirport and typing in KBFL in the ICAO Code box on the left. Tune ADF to 220. Tune VOR1 to 111.30. Take off and fly about 325 degrees until the ADF needle tunes in, and then follow it. To make a short-cut, tune ADF to 266 after about 10 minutes of flight. This is the LOM for R29R at Fresno. NOW! Pay attention! We are going to DEFLECT that needle so that we are on the runway heading before we get to the LOM. Center the needle by flying toward it, then make a 5-8 degree turn to the RIGHT. The needle will be a few degrees to the LEFT.  Stay on that course. As you progress the needle will gradually move farther to the left. Now, let's assume that your compass heading is 330. The runway heading is 290, so we want the ADF needle to deflect 40 degrees to the LEFT so that when we turn to it, OUR heading is 290 - which is 40 degrees (do the math: 330 - 290 = 40). You can come around to the left gradually, going 5-10 degrees at a time - but always keep the ADF needle at least 10 degrees to the LEFT of your course. Compare the needle with your directional gyro compass. If your course is 320 and the ADF needle is 20 degrees to the LEFT, you still have 10 degrees to go before reaching 290. Turn Left bit by bit, keeping track of ADF needle and Gyro. The localizer for R29R (111.30) will come in some miles from the LOM. Your ADF needle should be to your LEFT; the ILS needle will be to your RIGHT. Keep that ADF needle to the left a bit until the localiser moves from RIGHT to CENTER. Now: Follow that ILS needle and descend to 1600 feet. The glide slope will come in after a bit, and all needles should come together as you pass the LOM. Land and go relax. ** * HOW TO FLY RECIPRICAL HEADING TO LOM; MAKE A PROCEDURE TURN; CONNECT WITH LOCALIZER: AND FOLLOW LOCALIZER AND GLIDE SLOPE TO LANDING * * Chicago O'Hare R9L to Chicago O'Hare R27R * Don't laugh: This is where we put everything we've been learning together. We're going to take-off from Runway 9L at O'Hare; fly out to the LOM (Locater Outer Marker); execute a procedure turn; angle ADF needle (pointed to LOM) to intercept ILS Lozalizer; then follow the ILS Needle and Glide Slope Indicator down for a perfect landing. Place aircaft on R9L at O'Hare by using the World/Go To Airport box and type in ICAO Code KORD and scroll down to R9L and select it. Then - to keep things simple - go to the World/Weather Dialogue Box and select "Clear All Weather." Then select 10 miles visibility so we don't kill your frame rates. We don't want wind - YET! NOW: You will have noted that Runway 9L is the same runway as Runway27R - you are just on the other end of it. This is called a "reciprocal heading" as we are going to head 090 degrees, but are going to land on R27R - the other end. Hit B to make sure altimeter is reading right, then set VOR1 to 110.50 (ILS R27R) VOR2 to 113.90 (O'Hare VORTAC); and ADF to 414 LOM R27R. Take off and fly the runway heading and gradually climb to 2300 MSL. The ADF will tune in and will be pointed straight ahead of you. If it isn't; adjust course accordingly. Notice the ILS indicator: It should be close to center, and the glide slope (the horizontal bar) should match your climb rate. When you get to 2300, chop off some power and maintain an airspeed of about 120-130, maybe with one notch of flaps, throughout this procedure until we reach the glide slope. When the blue light on the OMI (Outer Marker Indicator) lights, make a LEFT turn to a heading of 045 degrees and hold heading, airspeed and altitude for one minute. We are heading you 45 degrees AWAY from the runway. At the end of one minute, make a standard rate RIGHT turn and watch the ADF needle as it slowly swings back to pointing straight up. When it is straight ahead, look at the localizer. If it is to the right, turn a few degrees in that direction - the ADF needle will angle LEFT. If the ILS is to the LEFT, turn a few degrees that way and the ADF needle will angle to the RIGHT. Maintain 2300 feet and as you fly you will see the Localizer moving from right to center (or, the opposite, if that's the direction the needle was). Try to center the ILS by gradually turning in its direction, then easing onto the runway heading (270) - and the ADF needle. When the blue light on the OMI turns on, make sure you have the localizer and glide slope needles centered. The ADF needle will reverse, and you had best begin a descent to follow the glide slope down. Reduce power and begin dropping flaps, gear: trim the nose up a bit. Make sure you are doing about 90-95 Knots when the plane (DC-3) is dirty. Now all you must do is follow the needles: When the glide slope goes below center, drop some power and descend; or, when it's too high, ADD some power and climb. Keep the ILS centered by simply making small turns in its direction until it is centered, then get back on the runway heading (270), and fly on in and land. THERE! YOU HAVE JUST ENTERED A NEW WORLD!!! * * HOW TO DEAL WITH WIND * If you are like me (for your sake I hope not) you will have noticed that when using Real Weather (which I do on every flight) there is this thing called WIND. It pushes you around; gets you off course; makes you have to adjust; think; plan; and, in general, makes your flying experience either a headache or a joy. The "joy" comes when you understand and can deal with wind. Unless you fly in a vacuum, wind is always going to be there, if not on the ground, then in the air above. There are some hard and fast rules about wind - the most important of which is that WIND IS ALWAYS CHANGING. Look at the flight plans I produce: NEVER is the wind the same. Further, the wind is always changing when you FLY (which is why I put windspeed/direction gauges on most of my panels). So, we must adjust for wind. CONSTANTLY! * So! How do we do this? Here are some very basic rules you can refine through experience: 1) To correct for wind drift you must fly INTO the direction of the wind to compensate. 2) The stronger the wind, the more you must adjust your course INTO it. 3) The closer to 90 degrees off your course the MORE you must fly toward the wind. 4) The further from 90 degrees the LESS you must adjust your heading into it. 5) The slower you go the MORE you must adjust into the wind. 6) The faster you go you must adjust LESS. Look at the graph below:  * * Sounds Simple? Wrong! The basic idea is simple - putting it into execution is not so easy. Notice how the angle of the wind off the nose (or tail) affects your course correction. How do you figure the variables of wind speed, angle and your course? A basic rule of thumb is this: Flying at 150 knots with a direct (90 degree) crosswind, the correction is roughly 4 degrees. To wit: If you are heading 360 degrees and have a 10 knot wind blowing from 090 and you are travelling at 150 knots, fly 004 to correct for it. If the wind is 45 degrees off the nose OR TAIL head 002 degrees to correct for it. Now, since your speed through the air also affects your correction, remember that if you are making 300 knots, the above figures are cut in half: a 10 knot direct crosswind will require a 2 degree correction; and from 45 degrees the correction will be 1 degree. OK: This is the principle. Remember that the wind changes and as it does, so must your heading. Remember too, that if you fly faster you must adjust LESS; slower airspeed means you adjust MORE. Here are a few flights to help you practice this, using NAVAIDS as your measuring stick. * * WINDY TRIP FROM KBMG TO CHATTANOOGA *  T=77F; Wind 14 gusts to 22 at 234; Clear: Vis=10; Bar=29.92 * Put in weather above and we'll see what happens following VOR to VOR from Bloomington to Chattanooga. Place aircraft on R17 at KBMG and set NAV1 to 112.20; NAV2 to 110.80 and ADF to 341. Take off and fly 36 NM at 182 degrees and follow VOR1 needle to: BQM 112.20 (center VOR1 needle and fly that needle!) Notice that your directional gyro and VOR1 do not exactly match up. That is because you have a wind to the right and, since the VOR is following an exact course to the station, on a specific COMPASS RADIAL, your heading will be compensating for the wind. Continue on to: EWO 110.80 Notice again the difference between directional gyro and VOR: Go 67 NM at 160 to: LVT 108.40 49 NM at 171 to: HCH 117.60 50 NM at 192 to: GQO 115.80 (4.5 NM from field) KCHA ATIS 119.85 ILS R20 109.50 LOM 341 ILS R2 108.30 As you have noticed, your VOR and GYRO are a bit different if you've been strictly following the needle. Your gyro will give you your heading: VOR will read-out course, with wind compensation. You will be landing on R20, so at about 30 NM out, forget about VOR and concentrate on ADF. Try to angle it to the left until you are approximately on the runway heading. You have a right crosswind, so keep the ADF a tad to the left. When the localizer moves from right to center, follow it and the glide slope down and have a happy Easter Egg Hunt in Choo-Choo Land. * * CRAB ANGLE! * WIND! BLOOMINGTON TO LOUISVILLE/ BOWMAN FIELD * Today we shall find out how the wind affects our navigation; our ADF; and our landing. Go to the Advanced Weather Dialogue Box and punch in a wind of 20 knots from 237 degrees. Place aircraft at KBMG by typing in the ICAO code in the World/Go To Airport Box, and select R17. Tune ADF to 344 (Bedford). As you roll out on take off you will notice the aircraft veering INTO the wind (to your RIGHT), so compensate with LEFT rudder and rotate and head about 150, climb to 2500 MSL and follow the ADF needle. Fly right toward it, keeping the needle centered, and you will notice the needle drifting a bit to the right: INTO THE WIND. This is called "Bird Dogging" and is a universal given with cross winds and ADF's. The deal is this: Since the ADF measures the ANGLE of the aircraft along its centerline to the NDB, rather than following a specific compass RADIAL, like a VOR, the needle will invariably begin to drift, as you get closer to the NDB, because your ANGLE IS CHANGING A BIT AS YOU APPROACH, due to the crosswind. This is very complicated, and in the old days, when fuel was expensive and passengers few, pilots used some really complicated math to avoid the slight semi-circle Bird Dogging causes. I just want you to be aware of it. When you cross the NDB at Bedford, tune  the ADF to 414. Now we have a dilemma: The needle won't tune in for about 30 NM so we actually have to figure a course to it. Plotting it on the chart, that course is 135 degrees: But since we have a cross wind of 20 knots we have to adjust for it. My handy little round slide rule calculates that at 150 knots, with the wind at 237, at 20 knots, at a heading of 135, we need to go 11 degrees INTO the wind for us to hit the needle, so head 146 degrees (and fly 150 knots!). See how close you are to the needle when it tunes in! (I missed it by 5 degrees right, shame to say!) When you cross the Ohio river slow down and get ready to land on R14 at Bowman Field. You'll probably have to turn left a bit to line it up, and you can now forget about the ADF. Notice, as you approach, to keep the runway centerline straight (always look all the way down the runway to keep it centered) you'll have to fly a bunch to the right. The wind, of course. In fact, the slower you go the MORE you have to compensate. This is called a "Crab Angle." The idea is to land on the runway by angling into the wind, then shoving the nose over with the rudder (Here: LEFT rudder), before touchdown, while using opposite (RIGHT) aileron to keep the plane level. In fact you should touch down on the right wheel first, to avoid being flipped over by a gust of wind. This is called "cross controlling" and if you don't have rudder pedals forget about it. Just do the best you can. That was a harder flight than it looked, wasn't it! * ADJUSTING COURSE AROUND ADF IN WIND * *   Today we are going back in time, to finish our journey from Boston in an American Airlines DC-2, equipped with the most sophisticated 1930s navigation equipment: an ADF. SO! Be aware - you are going to have to actually fly, and adjust for wind, and do all those things the other VAs do NOT do. Like, think. So, place aircraft on active runway at KPIT by typing in the ICAO code in the Go To Airports Box, and take off, making a heading of 250 degrees. Tune ADF to 278. There is no rush to do this, because you're going to fly about a hundred miles before you tune in the NDB, during which time you will have ample time to adjust for WIND. There is no hard and fast rule we can give about this, just rule of thumb: Obviously the stronger the wind, the greater your compass adjustment. But the ANGLE of the wind is equally crucial. If the wind is 90 degrees off of your course (direct crosswind) you'll need to head closer to the wind  than if it is 45 degrees off your course. I find that with a direct (90 degree)  crosswind at 150 knots, a correction of about 4-5 degrees INTO the wind is OK. But speed is important, too: The slower you go, the more you must compensate; the faster the less. (I use - get this - a circular SLIDE RULE that pilots have used since God knows when, that allows me to draw a line for my course and airspeed, then  twist the dial to the wind direction, and - VOILA! - it gives me the correction. You can get one of these even today at Sporty's or other aviation retailers) SO! Watch the wind, your airspeed and your compass heading and sooner or later (about 40 NM FROM) you will get somewhere close enough to the NDB (278) so that you can turn to it and follow the arrow. When you cross the NDB come to a heading of 265 and tune in NDB 321. You will receive it at 20 NM From - in just a few minutes. As you fly up the Ohio River Valley and pass over Cincinnati, enjoy the view. You will fly over Cincinnati/Northern Kentucky airport, hit the NDB and come to a heading of 270and adjust for wind. Tune ADF to 382 - the LOM for R35 at Bloomington, and when it tunes in, follow the arrow across southern Indiana, Lake Monroe, and a bunch of nice stuff. When you cross the NDB, turn to a heading of 010, and the airport  will be visible. Depending on the wind you can land either on R35, R17, R24, or R6.         THERE! You are now a stick and rudder person - not an animatron. Another Hoosier DC-2 or DC-3 Low Crawlin' Mission * The weather is terrible - it almost always is in Bloomington - and you must fly an ADF only course to arrive safely at Washington-Davies County. Put in the weather as follows: Wind 08 at 360; Overcast, 1700 MSL; Vis 3; Moderate Rain. Place aircraft on R35 at KBMG by typing in the ICAO code and selecting R35. Take off and turn left until the ADF needle tunes in, then follow that needle, climbing to 1500 MSL. Since we are flying ADF only, keep track of your distance by using the clock: That's right, the CLOCK. You'll be flying at 150 Knots, which is 2.5 NM per minute, plus a little wind on your tail. It is 30 NM to the destination airport, so, with the wind on your butt, it will come in to view in about 13-14 minutes. Slow to an airspeed of 120 knots and drop the first tick of flaps. Fly to the needle, and, when you've crossed the station (ADF flips) head due south. Again, using the clock, time your distance out: You are now doing 2 NM per minute, so if you go out for 2 minutes, that's 4 NM which is cool. Come to a heading of 225, and hold it for one minute, then do a standard rate turn back toward the field. As the runway heading is 360, and the NDB is on-field,  you want to adjust your course so the ADF needle is straight up AND your heading is 360. This takes practice. The idea is to keep adjusting for wind, etc. so that the ADF is straight up and your course is 360. When the field comes in to view, drop your gear and the rest of your flaps and swoop on down for a nice landing. There! You just flew like a real-enough 30s aviator. *   NOTE: You should print the text by using the "print screen" function on your keyboard, converting the image to a jpeg (or bitmap) and printing it. HOME