Let's not write any ASAPs over this. I am here to help. The following is only what they call a technique for all y'all new aviators out there. Sure you can go to green needles and just shoot the raw ILS and read out the DME. That's the easy way actually. But for us who like to actually use the MFD here's what can be done.

1. When building this approach, always include the other pilot. Make it a two-pilot endeavor.
2. Preset or hard tune the localizer frequency.
3. Select a Visual Approach for that runway.
4. Delete the 5-mile fix and build the step-down fixes in any order you see fit to. In DTW I'd recommend building from the furthest straight-in and working your way to the runway. Input the altitudes and speeds.

Remember you will get no Blue Needle Preview on constructed/visual approach selections. So once on vectors:

5.Go to green needles and use the course knob, the one with algae crust on it, to center the CDI to the appropriate thing.

Don't get confused when it comes to visuals versus ILS in visual conditions. If cleared for the ILS, follow the needles until the appropriate time. If cleared for a visual, well, do what you want. It's a visual. Keep in mind that airports run ILS approaches in VMC all the time so they can keep a lot of airplanes close together so always fly the chart if cleared for the ILS. Don't confuse that.

 

Won’t using the visual approach build it straight out? The Y approaches are angled ~2.5 degrees...

 

Not if you do step 4.

 

Gotcha. Now I’m guaranteed not to have to do this approach until I forget this technique. Granted, that could be tomorrow...

 

lol I believe it. Last time they brought this approach up, we actually had pilots who told atc they couldn't do it.

 

I love how the FAA says it's ok that we can fly approaches for which we don't have the proper nav databases for. We're gonna look dumber than when we can't take a good short cut for weather avoidance re-route because the planes don't have life jackets.



I mean we couldn't even fly the ATL RNAV departures correctly when all people had to do was hit nav mode and make sure they put in the right runway. If these are going to involve more than tuning the frequency, getting an altitude, and an intercept heading, then intercepting the final, we wont be doing them long. Also, I find it funny the memo mentioned the DTW/CLE metroplex. Last I checked, CLE is dead with no sign of ever being revived again.

 

I dunno. It's an ILS. We have two nav radios with DME. RNAV fixes aside, if I was the FAA, then I'd be concerned if we couldn't fly an ILS without the database.

 

Do you know what the required NAV database is for an ILS? As the poster immediately below alluded to... I'm somewhat skeptical that you do. Guess you're going to have to learn to fly an ILS like in the old days.



I had a slightly different methodology from Talkturkey, but was very similar. It does require thinking through your procedure though. Put in the regular ILSZ from the database and then replace all the fixes with the Y fixes and altitudes. As long as you replace all the fixes with the correct Y fixes in the right order, you will have the same display on your nav display as if it was loaded from the database and the bearing will be correctly offset. Either method has an almost identical result, it is simply a different approach selected from the database.

 

Found the memo to be overly worded and not best practice. Tune the damn LOC freq and fly the thing raw data. No need to reinvent the wheel here and go heads down trying to mash some waypoints into an FMS. If you have the time to do it great, but chances are you won’t, and will rush, and will make an error. Raw data. Keep it simple people.

 

Only thing I find wrong with the memo is the misuse of the word “insure.” Don’t see much of an issue reentering the fixes. Can be done from 100 miles away and it looks like they share a common missed approach procedure so that will be in there... if it’s taking you more than 60 seconds you’re doing something wrong...