Hey really don't worry about puting this question here! FSX might be a game, but normal PC gamers have no clue about VOR's and NDB's. There is no such thing as a stupid question!
I own the FSX version but only played it to practice, when I was doing my Instrument rating. Since then I took it off my laptop, cos it just isn't good enough to play it. But you might be able to convince me to re-install it and teach you IFR, if you are really serious about it! Might.....!!!
The first answer was spot on in terms of what they each are. He wasn't very specific on how to actually use them though, and fair enough...its very difficult to explain in brief, what some people can't learn in 40 hours of flying!
You ask specifically for ILS,VOR and NDB "approaches"! ILS is the easiest of the three to carry out. Before the flight you will need all the info on the arrival airport. ILS frequencies as well as Runway headings being very important. ATC should vector you in for the ILS (at least in real life, not sure about FSX). By this point you must have selected the ILS frequency in the NAV 1 set. You must also have set the runway heading on your heading indicator, by twisting the localiser needle, to poit to the correct heading. Then you should intercept the localiser (lateral movement) and then wait for the glideslope to come alive and intercept it too (vertical movement) How you do all that really is beyond any text!!! I actually need pictures to explain it.
As for the VOR/NDB approaches, they generally happen at less busy airports, but are also published for busy airports. The whole idea there is to enter the approach at some altitude and right over the actual navigation facility and then follow a descending racetrack pattern towards the runway. It is not as accurate as the ILS system, hence much higher landing minima are imposed. Once again explaining how to do the procedure is beyond a simple text answer, but what you need for it is the actual approach procedure for the runway of your intended arrival. On it you should see where you must join the procedure and at what altitude. Then after you are overhead it should tell you which way you should turn. Normally its a 180 degree turn after which you fly a decending "outbound leg" to a certain distance away from the station (DME) or after a given time, say 2 minutes and then you make another 180 degree turn back towards the station on the "inbound leg" This would be your final approach (usually) and you just need to keep your tracking good and decend according to the published DME check hights untill you get to your Decision Hight. Then you cannot decend anymore and have to wait for a visual on the runway. Hopefully it comes into sight and you forget everything else about the approach and land the rest of the way visually.
I really hope this helps. It might sound confusing, but well its almost a science of its own and it would be beyond anyone to explain it in detail here. If you have any more questions especially specific questions, feel free to e-mail and I'll get back to you.
All the best and happy landings!
personally i would throw fsx in the trash and go back to 2004 or 2002
ILS-The Instrument landing system (ILS) is a ground-based instrument approach system which provides precise guidance to an aircraft approaching a runway ATC
a few things help make up the ILS--
the The Localizer----The localizer signal provides azimuth, or lateral, information to guide the aircraft to the centerline of the runway. It is similar to a VOR signal except that it provides radial information for only a single course; the runway heading. Localizer information is displayed on the same indicator as your VOR information.
When you fly the ILS, you're really following two signals: a localizer for lateral guidance (VHF); and a glide slope for vertical guidance (UHF). When you tune your Nav. receiver to a localizer frequency a second receiver, the glide-slope receiver, is automatically tuned to its proper frequency. The pairing is automatic
The VHF Omnidirectional Range navigation system, VOR, was probably the most significant aviation invention other than the jet engine. With it, a pilot can simply, accurately, and without ambiguity navigate from Point A to Point B.
everything you need to know
don't worry about people saying stuff to you about putting this in the gaming section. this is about aircraft isnt it?
Using the ADF with the NDB, flights can routinely land in prevailing weather of 600 ft ceiling, or less, and only one-mile visibility. Compare that with the nominal 1000 ft ceiling and three-mile visibility requirement of a VFR flight.
The FAA publishes approved instrument approaches for U.S. airports. Aircraft performing instrument approaches must conform to these published procedures. Instrument Approach Plates, as these charts were once officially called but now Instrument Approach Procedures, are published for and named after the Navaid used for the approach. This could be an NDB, VOR, ILS, LOC, RNAV, or GPS. Some approaches also require DME or availability of airport radar.
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