Simplified IFR approaches for stock KSP

[Hotel26]

Wherein I describe the (simplified -- and entirely imaginative/fictional) procedures used by Kerbals to make instrument approaches under Instrument Meteorological Conditions (i.e. in clouds).

Once everyone has "the hang" of how this thread goes, anyone is welcome to contribute.

(I may or may not list your approach in the Approach Index; e.g. if it is a duplicate for a destination.)

 

Simulating IMC in KSP:

Point your Flight View camera directly upward for a view of the belly of your aircraft.  Questions?? 

Note that flying outbound from a fix, some procedures will use the distance from that fix and, in stock KSP, that will be effected by pointing the camera rearward and using [F4] to activate target markers in the Flight View, thus displaying the distance back to the fix -- but without giving sufficient clues for visual flight.

It is actually recommended to fly a procedure once in VMC (Visual Meteorological Conditions) to either familiarize oneself with the particular procedure, or perhaps once only just to see how a type of approach works...

 

Approach Index:

1. VOR KSC R9
2. NDB Cannes R32
3. NDB Rembrandt R16
4. NDB Coney Is R9
5. ILS Coney Is R27
6. ILS KSC R9
7. ILS KSC R27
8. VLB KSC VAB Helipad

 

DISCLAIMERS:

Spoiler

• Kerbal Space Program is a "game", for "entertainment"; it has no "bearing" on real life ("IRL"), unless you are in fact a Kerbal, yourself
• the simplified procedures contained within this whole thread do not reflect "real life" in any legal or other meaningful sense
• don't try any of this in a "real" airplane, helicopter, dirigible, UFO or anything
• I'll nevertheless borrow terms from real-life and no doubt slaughter them.  Critique is certainly fair, though.
• some pilots relish the mental stimulation of IFR; most simply detest it.  You may find this whole thread utterly boring.  We're OK with that. 

And some rationale:

See the final point above.  This thread might hopefully raise some interest level in IFR procedures and even add a new dimension to the game.

There are a variety of autopilot and nav instrument mods available in KSP.  It is certainly hokey^[tm] to fly without using every aid available, but the thrust of this thread is orthogonal to the equipment; it focuses on technique, in theory.  Some "relearning" may/will be necessary if one adopts a higher-fidelity mod.

Discussion of RealLife IFR is not considered "off topic" in this thread.  Go ahead.  Discussion of IFR-related mods such as autopilots and cockpit instrumentation mods is also welcome.

And lastly, I do fear somewhat that this topic will exacerbate the ire of real-life pilots with instrument ratings (one of whom I number), but they should also readily admit that IFR is a huge and challenging topic.  If this thread does nothing else than raise interest and some very basic understanding of a deep and beautiful subject, perhaps leading some to explore more deeply (and seriously), I will be most happy about that.

So, "chocks away!"

 

Nav Aids:

Spoiler

You can deploy e.g. a Probododyne Stayputnik or QBE as navaid, using Alt-F12: Cheats: Set Position, to the designated location and then name each as shown (or adopt your own convention).

For convenience, here is a palette of QBEs.  You can park it on the roof of your VAB and dispense them, one at a time, as you need them...

Notes:

• VOR (V-) and NDB (N-) approaches are non-precision and operate with an MDA (Minimum Decision Altitude) of 244m AGL.  Unlike RealLife, however, approaches will specify the MDA in MSL (above Mean Sea Level): e.g. +444.
• tracking to a target on an inbound "radial" (bearing) requires Leftward course adjustments when the Target appears left of the radial on the navball and Rightward in the other case.  Tracking outbound on a radial requires "opposite" correction for the anti-Target on the navball: R when L and L when R
• you will know you have arrived at the fix when the Target marker disappears under the Heading indicator at the bottom of the navball

 

Gratitude to @swjr-swis who acted as Chief Test Pilot!

 

Bulletin: (changes periodically)

Advisory: Coming soon...

• Kraken's Eyrie (VTOL) [maybe]
• I-KSC R9 CAT-III

 

Note: Hotel26@SimplifiedIFR reserves the right to "improve" approaches as they continue to be tested/harmonized.  "Your safety is important to us".  Ha ha ha.   

 

Edited February 27 by Hotel26

[Hotel26]

VOR Approach KSC R9:

Spoiler

-0.0495 -75.6290: V-KSC9 +1250 0/75.6SW KSC R9

A non-precision VOR approach to runway 9 at KSC.

(Note that this approach will be used as the reference procedure for other VOR approaches, which will contain only necessary details but little procedural explanation.  Study this one.)

1. en route to KSC landing R9, tune V-KSC9 as Target; when ready, set camera view directly upward (Instrument Meteorological Conditions)
2. en route inbound above 2000m (Minimum Enroute Altitude)
3. plan 100 m/s (or less) before arrival at V-KSC9
4. on a back course (180-360) make a 'teardrop' entry:
   • from a NW course, turn L to 300, fly for 30 secs, then turn L again to track inbound on 090
   • from a SW course, turn R to 240 fly for 30 secs, then then R again to track inbound on 090
5. on a front course (001-179), begin the holding pattern:
   • from a NE course, turn L to 270, fly outbound 30 secs, then turn L to intercept and track inbound on 090 (subsequent pattern orbits will be R turns, though!)
   • from a SE course, turn R to 270, fly outbound 30 secs,  then turn R to intercept and track inbound on 090
6. 100 m/s (or less) at the FAF (Final Approach Fix), continue right-turn holding pattern[tbd], descending to 1000m
7. at the FAF, <= 100 m/s, at 100m, heading 090, commence a (10:100 m/s^[1]) descent to 313m MSL (Mean Sea Level), turn the camera view rearward; [f4] light target markers (thus showing distance from V-KSC9)
8. maintain at least 313m MSL until 6.9km distant from the FAF (V-KSC9)
9. achieving #8,  go visual (camera view) and attempt to land or go MAP (Missed Approach); climbing left return to V-KSC9)

Notes:

• you will know you are "at" the fix when the Target marker declines completely under the Heading indicator in the bottom of the navball
• if you're having trouble tracking inbound, definitely try using 60-second legs between turns to give yourself some extra time to adjust your track
• [1] 10:100 denotes 10 m/s descent rate for 100 m/s airspeed.  Thus, at 85 m/s airspeed, descend at 8.5 m/s.

Please see the following, general schematic for holding pattern entries:

Spoiler

but note that the holding course in this schematic is 270 (not 090 as in the VOR Approach KSC R9 described above)

 

Edited February 3 by Hotel26

[Hotel26]

NDB Approach Cannes R32:

Spoiler

This approach uses the following navaids:

1. 2.2104, -73.6752: N-CANNS +257 2.2/73.7NW Cannes
2. 2.2769, -73.6897: R-CAN14
3. 2.2149, -73.6373: R-CAN32

Aids 2 and 3 mark the ends of the (612m) runway and are optional.  If you know where you want to land, you won't need to spend the parts.

1. Minimum Enroute Altitude is 1000m
2. N-CANNS inbound radial is 120:
   • 210-300, use 270 for teardrop entry, fly 30 secs, then right to track inbound on 120
   • 300-30, use 330 for teardrop entry, fly 30 secs, then left to track inbound on 120
   • 30-120, left turn to 300 direct entry to an initial left-turn holding pattern (30-second legs)
   • 120-210, right turn to 330 direct to a right-turn pattern
3. descend to 600m while executing right turns in the HP and slow to 100 m/s or less, before departing the FAF (Final Approach Fix) on course 120
4. fly 60 seconds, then execute a right-turn Procedure Turn (turn to 165, fly 30 secs, then left to 345 to intercept the N-CANNS 300 radial
5. begin the descent to 257m, intercept and track the 300 radial
6. go visual when the Target marker reaches the 10-degree declination line on the navball

Notes:

• the Holding Pattern is composed of right-turns except for the initial tour which may be left-ward depending upon the direction of entry, as noted above.
• upon initial arrival at the fix, 030-210 is on the front-course and permits a direct entry.  210-030 is back-course requiring a tear-drop entry
• tracking a marker (in or outbound) on a radial that is not explicitly marked on the navball would involve some guesswork about its position on the navball.  Given a long enough leg (you can extend any leg to 60s, including for or during a PT (Procedure Turn), will give you enough time to periodically turn to the desired heading and then check the position (left or right) of the Target.  Then turn back to a heading which will compensate.  You may have done this already leaving the FAF for KSC R9, but that example is on a heading (090) that is navball-convenient.

 

Edited January 26 by Hotel26

[Hotel26]

NDB Approach Rembrandt R16:

Spoiler

-2.2014 -78.0918: N-BIGGS +460 2.2/78.7SW Rembrandt R16

1. Minimum Enroute Altitude is 1200m.
2. N-REMBR inbound radial is 156; outbound 336.
3. On entry, if 336 is within 90 degrees of your heading, turn to either 306 or 006, whichever is closer, for a teardrop entry.  Otherwise, turn directly outbound on 336.
4. Right-turns in the holding pattern down to 900m and no more than 100 m/s, leaving the FAF.
5. Track 156 and begin a 5 m/s descent for 100 m/s speed, or -1m/s for every 20m/s speed.
6. MDA altitude is 460m MSL.  Go no lower unless surface (visual) contact made.
7. Go visual (or Missed Approach) when 9 km outbound from the fix (rear view F4).

     

Edited January 26 by Hotel26

[Hotel26]

The following are on sale: NAV-QBE.  Pallettes of QBE navaid devices.

 

I keep a pallette on the VAB rooftop, somewhere out of the way.  When you need it, just decouple one and then Mod-F12: Cheats: Set Position: to deploy it wherever you want it.

Check out also my NAV-NDB and NAV-VOR, if you want to "spend the parts to look the part".

Edited December 27, 2023 by Hotel26

[Hotel26]

More than one VFR kerbal reader has now written in, asking, "what, exactly, do you mean: 'simplified'?"...

Well, fair question, and I had been hoping it wouldn't get asked for a little while longer.  It is certainly good to be cautious before flying into IMC.

So, in this note, I will outline one simplification I have been making in KSP just to make things somewhat less real and thereby a bit more pleasurable.  Hopefully, no kerbal lives will be lost by doing this -- quite the contrary!

Let's just discuss Holding Patterns, since they've already come into usage in the Approaches above.

IRL:

Spoiler

 

IRL there are three types of HP entries: Direct, Parallel and Teardrop.  In the beautifully hand-drawn (copyright-free) schematic above, you can see the Holding Pattern "racetrack" dominant, with the Final Approach Fix  (a "marker" or navaid) located at the center for the circle.  The Holding Course in this diagram is "westerly".

The intention of HP entry is to get established on the Holding Pattern without too much deviation from the "protected area".  (Consider that the primary purpose of the HP is to allow the aircraft to maneuver and descend prepatory to leaving the FAF to make the approach to the target -- without collsiion with Terra Firma.

Note also that standard Holding Patterns employ right turns in the pattern.  Occasinoally, due to terrain clearance, an HP is marked for left turns.

So the complexity in the above (slightly difficult to remember), is in order that the initial entry join the correct side of the holding pattern as soon as possible.

Kerbals, whereas, are very wise (maybe not so intelligent) and do like to "keep things simplified".

So let's turn to the kind of Holding Patterns that kerbals use (in my vivdly fevered imagination, that is).

We now present the KSP HP:

Spoiler

Ha!  Now that's immediately better!  That friendly kerbal color, because this certainly doesn't look "simplified", yet!

1. If you are coming from the East, you are on the "front course".  If you are coming from the West, you are on the "back course".
2. Therefore, the pizza map is simply divided into two hemispheres, 180 degrees each.
3. Front course entry will be direct, to either the left- or right-turn in the Holding Pattern.
4. Back-course entry  will be a tear-drop, to the nearer of the two 30-degree back-course offsets.
5. After the initial pattern circuit, the required kind of turn must be adopted.  Right turns in a standard HP (RHP) and left in an LHP.
6. Descent from the arrival altitude may not commence until the first turn onto the "protected" side of the pattern is commenced.

In essence, Kerbals design IFR approaches for entry at an altitude that is clear of terrain on both sides of the Holding Course, so that either side may be entered/navigated (one time) safely, before descent into more constrained altitudes.

Disclaimer: do not take any of this into real life.  Everything written (by me) in this thread will be for edification, entertainment and pleasure.

In particular:

• I do not now, nor ever have held Flight Instructor nor Instrument Rating Instructor qualifications;
• I presently have  no fixed address (and "Hotel26" is not even my real name);
• the ultimate purpose of this thread is to let my imagination out for a hearty romp;
• no further disclaimers will be issued past this point: you are truly flying a) solo and b) blind (i.e. IMC).

Edited December 21, 2023 by Hotel26

[Hotel26]

But, on the other hand, I can reveal our final destination of the journey we have embarked upon...

Below is a CAT-III^[1] "ILS" approach demonstration, flown in stock (aided in this case by Atmospheric Autopilot), filmed in May 2019:

https://rumble.com/v42gfn1-cat-iii-r9.html

Enjoy.  (Don't miss the last 30 seconds.)

[1] "bogeys on asphalt"

Edited December 21, 2023 by Hotel26

[Hotel26]

NDB Approach Coney Is R9:

Spoiler

-1.5233 -71.9111: N-CONEY +425 1.5/71.9SW Coney Is

1. Minimum Enroute Altitude is 1500m.
2. N-CONEY holding course 270; outbound 090; tear drop entries to 060 or 120, direct to 090; right-turn pattern, stay above 1500m.
3. Leave the FAF at 1500m, speed 100 m/s or less.
4. fly 30 secs, then make a right-hand procedure turn (30 sec legs, descending no lower than 425m MSL.
5. Track inbound on 090, MDA 425m MSL, ready to land.
6. Go visual when Target marker is depressed between 5 and 10 degrees on the navball.
7. Missed approach is a climbing left-hand turn to course 270.  Retry after climbing above 1500m.

One of the easier approaches!

Notes:

• deploy the N-CONEY aid with Mod-F12: Cheats: Set Position: as usual, but specify an unusual altitude of 70m.
• you may be becoming familiar with the terminology: since departure from the HP is course 270, any westerly initial approach will use a direct entry; any easterly initial approach (typical from e.g. KSC) will use the nearest tear-drop heading, left or right, as closer.  Right-turns in the pattern are marked, so no descent may be started in an initial left turn; and,  once established, right turns are mandatory.  The FAF crossing altitude is, anyway, 1500m, the same as the MEA.

Edited January 26 by Hotel26

[Hotel26]

Before I introduce the first ILS approach in this "Simplified IFR" thread, I had originally planned to only describe a kind of CAT-III approach for ILS for stock KSP.  I had not, at that time, imagined how to do an ordinary ILS.  Now I have.

For background, (CAT-II and) CAT-III approaches require special equipment, including radar altimeter and a good autopilot that is capable of flying the airplane down the precision glide slope, through the landing flare and to touch-down on the runway.  Airports like Heathrow outside of London, that are notorious for fog, are suitably equipped for these kinds of approaches.  And, in good time, I will publish a CAT-III ILS for KSC R9.

In the meantime, it turns out that I have "perfected"(^Kerbalspeak) an ordinary ILS approach and I will publish the first of these -- Coney Island ILS R27 -- in the next post.

                                                                                           

Although the main focus of this thread is on "stock KSP", I view this thread as a jumping-off point for consideration of a) autopilots (which are enormously helpful during the IFR workload) and b) IFR navaid mods within KSP that support RL instrumentation.  At later points in time, I do intend to start conversations about each of these areas and general discussion would be welcome.

                                                                                           

So now, here follows (next note) the ILS Approach for Coney Island R27.  Enjoy!

Edited December 27, 2023 by Hotel26

[Hotel26]

ILS Approach Coney Is R27:

Spoiler

-1.5233 -71.9111: N-CONEY +425 1.5/71.9SW Coney Is
-1.5158 -71.8400: I-CONEY +194 1.5/71.8SW Coney Is R27

1. Minimum Enroute Altitude is 1500m.
2. N-CONEY holding course 090; outbound 270; tear drop entries to 240 or 30, or direct to 270; left-turn pattern, stay above 1500m.
3. Leave the FAF at 1500m, speed 100 m/s precisely (or adjust 60 sec for 6 km).
4. fly exactly 60 secs (6km), then make a left-hand procedure turn (30 sec legs, descending to 733m MSL.  This is a good time to lower gear.
5. Switch from N-CONEY to I-CONEY and track inbound on 270.  Once established, begin a 10 m/s descent (or equivalent for speeds other than 100 m/s).
6. DH (Decision Height) is 194 m MSL.  Track the navaid on course 270 and keep Target declination between 5 and 10 degrees on the navball.
7. Go visual when at DH or your own personal minimum.
8. Missed approach is a climbing right-hand turn to 300 and 1500m MSL, switching back to the NDB navaid before turning inbound.

Notes:

• we use a 1-in-10 glide slope which is about 5.7 degrees.  (RL is more usually ~3 degrees.)
• descend 100m while traversing 1km.  Use -10m/s for an airspeed of 100 m/s (which makes it mentally easy to scale for other speeds).
• when the ILS Target marker is left or right of course on the navball, compensate by over-steering left or right.
• when the ILS Target marker is lower or higher than desired in the range of 5-10 degrees, over-compensate by increasing or decreasing descent rate.
• the vertical deflection of the Target marker will get progressively more twitchy as you close proximity to the runway threshold.  Get ready to bale!
• DO NOT BUST MINIMUMS, which is the DH (Decision Height, the precision MDA (Minimum Decision Altitude)) -- or your "personal minimum".

Discussion:

There are a set of legal "minima"  or constraints for numerous operations within aviation.  It is illegal, unsafe, suicidal (and homicidal) to "bust minimums".

These are the limitations that are adjudged as the most that can be routinely expected from expert, professional pilots.  As a budding pilot, you are impressed upon to understand that you and everyone else's actual proficiency will vary and initially be quite significantly less than that capable of the legal minimums.

Thus, you are beholden to set your own "personal minimums", which will start substantially higher (more constrictive).  You will tune these minimums according to your own experience, as it grows, and according to your own wisdom, what little your Maker has given you.

A precision approach permits a descent to a Go/Abort decision to be made just prior to 200 feet AGL.  You must not go lower than 200 feet (69m in KSP), unless you have made and confirmed visual contact (recognition) of the runway environment.  (For a non-precision approach, visual recognition of the airport, or even nearby well-known landmarks, is sufficient, but that threshold is 800 feet AGL (244m in KSP)).

The legal minimum is overridden by your (more constrictive "personal minimum").  Unless you are a fool, you will treat your personal minimum as a hard cut-off, not to be violated unless you are ready to risk losing your life (and those of your hapless passengers).

As you do more and more successful descents to your own minima, you may and will progressively lower your own minimums.  With good judgement, you will reach the professional level at which your personal minima just so happen to match the legal minima -- and not an inch lower.

Less seriously now, I do advise that pilots aspiring to hone their flying skills set and maintain these personal minima.  Do not attempt to fly the ILS to Coney Is R27 using the 194m DH.  Set in advance an earlier cut-off.  Plane to level off and take a look at your earlier vantage point.  Very likely in KSP where we can artificially choose the "ceiling", you will be able to land successfully.  Yay.

If not, that's all you needed to know!  More work...

And the more successes you string together, the more truly proficient you will feel -- and that is a good basis under which to judiciously and sagaciously "lower your minima".

Practice yields proficiency to conscientious pilots!

Edited January 26 by Hotel26

[Hotel26]

Q. What is the difference between NDB and VOR navaids?  (I will also touch on DME navaids.)

TL;DR:  For our purposes in stock KSP, fundamentally none.  I address this question only a) to avoid confusion as I 'intermix' the terms, and b) for interest's sake (see spoiler below).

Navaids are fixed ground installations that provide a) enroute navigation facility and b) approach fixes for destinations.

Whereas NDBs provide a heading to the station (relative to the nose of the aircraft), VORs inform a needle deflection from the intended course radial, dialed into the instrument.

The immediately apparent difference is that the later VOR system simplifies the mental workload for the pilot over that required by the earlier NDB system.

But the bigger difference is that the VOR systems provides compensation for wind drift -- something we do not have to contend with in stock KSP.

Hence, the VOR system promotes more accurate, reliable adherence to IFR traffic-separation rules.

In addition, a third system, DME navaids, are very commonly co-located with VOR installations (although not necessarily).  DME additionally gives the slant range to the station.

A. This last point is what will determine whether a navaid in this Simplified IFR Approach system is indicated as NDB or VOR:

1. an NDB marker has no distance component and your approach should not use KSP target distance readouts [F4] in the approach.
2. a VOR marker may be assumed to be VOR/DME, providing target distance information for use in one or more of the approaches made from it.

Note: I may have some "tightening up" to perform on some of the earlier-published approaches to strictly comply with definitions here.  That will happen very soon.

For more information:

Spoiler

Relevant links:

1. NDB (non-directional beacon)
2. VOR (VHF omnidirectional range)
3. DME (distance-measuring equipment)

These navaids are all fixed location ground-based installations (although DME additionally requires a transponder in the aircraft).

Due to range (and line-of-sight) limitations, flying long distance might require flying along a chain of navigation points, passing from each to the next.

Navaids also provide an approach fix as the anchor for execution of a specific approach procedure.  ("Are we there yet?")

NDB is the original navaid and is AM radio.  Typically, in the very early days, any (civilian) radio station could be used as a reference.  These days, navaids additionally transmit an audible Morse code identification to verify correct selection of the NDB radio frequency.  To exemplify, if you are heading 090 and the station (navaid) is on bearing 030, the corresponding ADF instrument will show a pointer needle indication -60 (60 degrees left).  Thus, one may compute course to the navaid.

A VOR is an FM station.  It can be likened analogously to a lighthouse that flashes a bright white light once per second, while simultaneously rotating a green beacon one revolution per second (1Hz), synchronized such that the white light triggers when the green beacon is pointing due north.  The pilot uses an OBS (Omnidirectional Bearing Selector) to select the intended radial to be flown to (and/or from) the navaid and the CDI (Course Deviation Indicator) shows a deviation indicator (needle) indicating whether the aircraft is left or right of the planned route.  (This is important for traffic separation.)  A TO/FROM indicator is included and flips as one passes over the station.

DME ground stations respond to transmitted pulsed messages (unique patterns per aircraft) such that time-of-flight indicates slant (line-of-sight) range to the station.  A combination of VOR radial and DME distance is very often used to define a "virtual" navigation point, called a "fix".  (These typically have pronounceable five-character designators. e.g. 'BUSBY'.)  There is a type of approach that utilizes a 'DME arc', however, in which the pilot has to execute a slow turn at some precise distance, e.g. 5 nautical miles,  from the DME aid.  We will see one of these coming up in the KSC R27 approach!

This is a huge topic, way out of scope here, and I have offered the above purely to tantalize the interest of any of those predisposed to find IFR insanely stimulating.  YMMV.

Please see the three links above for more information.  And, certainly, please ask here in this thread if you have a question.  It's very likely that some of the (IRL) professional pilots inhabiting the KSP forum will be able to give definitive answers.

Fly safely!

Edited January 24 by Hotel26

[Hotel26]

ILS Approach KSC R9:

Spoiler

-0.0486 -75.6289: V-KSC9 +313 0/75.6SW KSC R9
-0.0486 -74.7346: I-KSC9 +130 0/74.7SW KSC R9

1. Minimum Enroute Altitude is 2000m.
2. V-KSC9 holding course 090; outbound 270; tear drop entries to 240 or 300; or direct to 270; right-turn pattern, stay above 1000m.
3. Leave the FAF at 1000m, descend at nominal 10:100 m/s (descent vs airspeed), but not below 130m MSL.
4. Switch to the I-KSC9 marker and track it on course 090 inbound.
5. Meanwhile keep the I-KSC9 Target on the navball between -10 degrees and -5 degrees.  (Go Missed Approach if exceeding those bounds.)
6. DH (Decision Height) is 130m MSL.
7. Go visual when at DH or your own personal minimum.
8. Missed approach is a climbing left-hand turn to 1000m MSL, tracking back to V-KSC9 for another attempt.

Edited January 26 by Hotel26

[Hotel26]

"Simplified IFR approaches for stock KSP": some brief explanation of what I mean here by the term "stock".

Of course, "stock" does include a completely unmodded KSP installation.  And that any of the approaches described in this thread can be flown without any mods at all.  At some point soon, I will be able to certify that I have flown all approaches in a pure stock KSP fashion.

And in particular, it means that no KSP mod that is specialized in providing new/enhanced instrumentation for the provision of instrument navigation information is required.

This is important because it is why this thread exists: its intention is to provide instrument navigation experience (of a kind) without the necessity of additionally installing (potentially-unwanted) mods.

This seems reasonable since the odds are high that you might find "flying IFR" in KSP a pointless waste of time -- but hopefully still an interesting/enlightening experience, one-time only.

                                                                                                      

At a later juncture in this thread, I do intend to conduct a review of IFR mods available for KSP and would certainly be happy if a discussion about their various merits started.  As you might gather, this thread is hopefully a bootstrap to greater interest in "things IFR".  So here, I am referring to IFR nav-aid specialty mods -- and we come to the point of this post:

I don't consider mods that help you fly accurately, such as autopilots, as IFR mods; they are orthogonal in nature.  You may disagree, but while you can fly these approaches without an autopilot (and General Aviation pilots most usually do fly without autopilots), you will certainly do better in KSP with a keyboard AND with an autopilot.

KER, on the other hand, provides heads-up displays that can include information, albeit in numerical form, that augments the navigation information available.  I have to class these kind of mods as navigational aids and are specifically neither required nor assumed by the approaches being given.

                                                                                                      

Because flying with a keyboard (or even a joystick) doesn't give the level of fine control that yoke & rudders do IRL, but also due to the aerodynamics of KSP, flying IFR maneuvers is harder/different.

I've found that flying a 45-degree bank while keeping the nose slightly above the horizon works pretty well.  You can slip in a shot of rudder now and then to hurry the turn along, as you feel necessary.

Edited January 11 by Hotel26

[Hotel26]

I just finished drafting the ILS Approach KSC R27, which is intended to be the magnum opus in this thread.

The details of this approach will follow, likely in the very next post.

 

 

Edited January 17 by Hotel26

[Hotel26]

ILS Approach KSC R27:

Spoiler

-1.8407 -72.0683 : V-SADDL +1370 1.8/72.0SW Saddle Ridge
-0.0502 -74.4811: I-KSC27 +130 0.1/74.5SW KSC R27

 

1. Minimum Enroute Altitude is 2000m.
2. Tune V-SADDL on Coney Island and turn to its bearing
3. use [f4] to light target markers and set a view so that the V-SADDL DME (distance) can be read
4. If V-SADDL bearing is between 274 to 004:
   • fly direct to V-SADDL
   • fly outbound on radial 319
   • fly to the BEERS fix on radial 319 24 km from V-SADDL
   • use a right-turn holding pattern to descend to 1000m and slow to e.g. 100 m/s
   • turn toward 270 to intercept and fly the I-KSC27 ILS approach using -10 m/s descent per 100 m/s airspeed
   • DH (Decision Height) is +130m MSL; go around if GS deflection exits the -5:-10 deg range
5. if V-SADDL bearing is between 004 to 049 or 229 to 274:
   • fly to DME 24km from V-SADDL and then turn to 004 or 274 (respectively)
   • expect to intercept the 319 V-SADDL radial
   • as the V-SADDL target marker on the navball proceeds nearly off the navball, execute a 45-degree turn toward it
   • when that target again approaches an exit from the navball, turn to radial 319 and commence to track out from the anti-target (behind you; opposite corrections)
   • when you reach 24km from V-SADDL on the 319 radial, you are at BEERS and may turn to intercept the I-KSC9 radial as above
6.  If V-SADDL bearing is between 319-049 or 229-319:
   • fly to DME 24km from V-SADDL and then turn to 004 or 274 (respectively)
   • expect to intercept the DME 24km arc and then begin incremental-heading tracking of that arc
   • when the heading reaches 049:
     • turn to 090, fly 30s, execute a left-hand Procedure Turn (to 045 and return on 225) to pick up the 270-inbound localizer
     • commence a -10m/s per 100m/s airspeed descent to track the Glide Slope.
   • or when the heading reaches 229:
     • tune the I-KSC27 ILS to pick up the 270-inbound localizer
     • commence a -10m/s per 100m/s airspeed descent to track the Glide Slope
   • DH is +130 MSL or to personal minimum
   • I-KSC27 target outside of -5:-10 degree declination indicates immediately go Missed Approach
7. Missed Approach is a climbing right turn to heading 090, 1000km, and then tune and turn to V-SADDL, climbing to 2000m
8. If in the case, that you approach along the DME arc heading 049, but are not already at the Approach Altitude (1000m), enabling you to use a 090 Procedeure Turn course reversal to intercept the Glisde Slope:
   • then: you should turn inbound to V-SADDL, execute a right-tun holding pattern until 100m and desired approach speed, heading radial 319 outbound
   • then: intercept the I-KSC27 ILS as above

Please refer to this helpful diagram below:

                                                                                                    

So, in brief. you can see that three entries to the approach are possible:

1. Direct, which allows one to fly direct to V-CONEY and then out on the 319 radial 24km to the BEERS fix, which will serve as the FAF (Final Approach Fix).
2. Up through the Intercept areas, which will allow one to fly heading 004 or 274, to eventually intercept the 319 outbound radial and proceed to BEERS.
3. via the Arc areas, again flying 004 or 274, but arriving back at the 24 km arc,  rather than the 319 radial.  Flying the arc accurately means that headings 049 and 229 indicate arrival  at the BEERS tangent to the 24 km DME arc.  If not at Approach altitude, a right-turn holding pattern at BEERS on the 319 radial from V-CONEY must be adopted until the desired altitude indicates that the ILS can be intercepted and tracked.  Otherwise, a 229 arrival at 1000m can be turned directly to track the ILS 27 inbound.  A 049 arrival at 1000m has the option of an outbound left-hand Procedure Turn, tracking the localizer.

Edited January 26 by Hotel26

[Hotel26]

(The forum website 'repeat edit issue' has been rectified.  Thank you, moderation team!)

News: The 'VLB^[1] Approach KSC VAB Helipad' will be published shortly!

[1] Vertical Landing Beacon (yes, a new type)

 

Edited January 26 by Hotel26

[Hotel26]

At this point, I would like to introduce a new type of (highly fictional) navaid: the Vertical Landing Beacon or VLB.  (See also "NDB and VOR navaids" before, which described NDB, VOR and DME navaids.)

It is quite a strange Kerbish invention as it does look like a flat (and inert) plate, somewhat resembling an "M-1x1 Structural Panel", if you can imagine that.

This one is labeled: "L-KSCVH 0/76.4SW +180 KSC VAB Helipad"^[1] and it was Alt-F12 Set Positioned with coordinates -0.096706 -74.618806 alt:105

   

If you examine the second photo (and you yourself also get lucky, as I did) you may get yours positioned just under the helipad roof, where it is not at all an obstruction.

Nevertheless, it if does reappear on the VAB roof after a scene switch, it's not likely to obstruct operations since it is really just a big, flat, robust, printed-circuit board, quite impervious to aircraft tires.

                                                                                          

To use similes from RL, a VLB is like a vertically-oriented ILS, projecting a conical "descent slope" vertically upward.  In addition, it has a low-power NDB side-transmitter with a range of 5km.

The upshot is that the instrument pilot will make a 3-phase approach to a vertical landing in zero visibility.  The phases are:

1. navigate to a separate IAF (Initial Approach Fix), e.g. a nearby VOR;
2. fly outbound to intercept the VLB (within its 5km horizontal range) and thence to the VLB, transitioning into hover flight;
3. when the VLB marker on the navball declines  to the 45-degree depression, switch to VERT-ref mode and commence a controlled descent to land on the marker

                                                                                          

In my next post, I will publish the VLB Approach KSC VAB Helipad.

I guess that any airworthy machine capable of hover flight can be used for the VAB roof, but it would be helpful for a novice to this approach to get accustomed to what I think is a good exemplar for tackling this level of difficulty of approach.

So I refer you to the Orc and do highly recommend you try it out.  In particular, it is equipped with a Vernor "Instant Arrest"^[2] ventral thruster that all but ensures a soft touch-down, all the time, every time.

[1] I use Haystack to rename the part but you can name it in the SPH/VAB before deploying to runway/launchpad (but then you have to clean up the unwanted craft file afterward).
[2] instant-on descent-arrester

Edited January 27 by Hotel26

[Hotel26]

VLB Approach KSC VAB Helipad:

Spoiler

-0.0495 -75.6290: V-KSC9 +1250 0/75.6SW KSC R9
-0.096706 -74.618806 +105: L-KSCVH +180 -0.1/74.6SW KSC VAB Helipad

Deploy an M-1x1 Structural Panel, labeled as "L-KSCVH..." as above, to the KSC VAB roof using Alt-F12 Set Position: at altitude 105 AGL. 

It may or may not be visible, depending upon whether it locates itself (fortuitously) under the rooftop.  It is likely to re-appear on the roof after a scene switch return to the location.

1. MEA (Minimum Enroute Altitude) is 2000m.  You may descend to 1000m within 10km DME.
2. Tune the V-KSC9 VOR (IAF) and navigate to it.
3. Enter an RH Holding Pattern on holding course 093 and descend to 1000m,
4. Depart the IAF at 1000m on course 093, descending at the standard 1:10 ratio, going no lower than 280m.
5. Reaching 7.0 km DME from V-KSC9, switch to L-KSCVH.  Descend and maintain 280m.  Transition to vertical thrust and begin reducing speed.  Note that your sink rate can be observed from the yellow Prograde marker above/below the horizontal on the navball; this is an aid to finding thrust for approximate TWR:1.
6. When the L-KSCVH target marker declines to -45 degrees on the navball, switch to Vertical control reference and reduce forward speed to 5 m/s or so.
7. Establish a small sink rate , maintaining it between 0.5-3 m/s so that the pink navball Anti-Target appears. Yaw, as desired, to keep it ahead of you.
8. W/S on the ("standard") helo joystick will advance/retard the yellow Retrograde Anti-Target ahead and behind. A/D will send the yellow Retrograde marker in the opposite direction.  Push the yellow navball marker in the direction of the pink Anti-Target marker but restrain airspeed to make gradual progress only.
9. Use the airspeed indication to cancel horizontal motion over the beacon.  Once in guided descent toward the +175m MSL heliroof target, use Airspeed to control thrust and keep the sink rate less than 3 m/s until ready for touch-down.
10. Missed Approach: full procedure entails a return and repeat from V-KSC9.  But if not pear-shaped, establish the hover returning to 250 MSL.  Return to Horizontal control reference.  Yaw the craft until L-KSCVH is once again directly ahead.  Move toward it maintaining 250m.  Restart the descent.

"Good luck with this: it is sweaty work but well worth it once the gear is safely chocked!" -- Jeb
 

Spoiler

It will, without doubt, be the hardest approach listed in this series, so do not expect it to come easily, nor get despondent if it does not!

Notes about Orc:

Spoiler

I do highly recommend use of the Orc tilt jet for training for this approach.  While keeping an eye on sink rate as power oscillates slightly above and below TWR:1 (with commensurate long ramp times), Orc provides "instant response" vernal Vernor sink arrest, enabling the pilot to decisively quell sink rate.  This allows a confident descent, always within "parameters" and terminating with a guaranteed soft touch-down your passengers will tip you for. 

Note that the ventral Vernor is enabled only when R (RCS) is enabled and will be keyed with [K] in HORZ mode and [H] in VERT mode.

Please check Orc for the latest ECO (Engineering Change Order), dated 2024-01-27

 

Edited February 3 by Hotel26

[Hotel26]

Question and Answer Time:

In which I (from time to time) answer PMs from my letterbox...

From 'Q1Anon':

Q: I had no idea you could fly in IMC in KSP!  I still don't think you can because e.g. there are no clouds in KSP!!  Why would anyone even want to???

A: It has been famously said that "flying is 99% boredom, punctuated by 1% terror".  Well, flying IFR is a kind of intensive admixture of both at the same time, but more importantly: it is engrossing and stimulating (in an admittedly unpleasant sense), but the final result (if successful) always presents an exhilarating moment!

As well as being something completely different (kind of boredom), there is not much scenery at night, so a reasonable protocol for challenge is to simply self-enforce IFR at night.

From 'Q2Anon':

Q: Why use stock for this when there are presumably any number of flashy mods out there?

A: Well, I actually agree with this!  It's a question of which mod will suit you best and knowing what you want; in addition, getting some basic IFR knowledge, sufficient to know what you want to use it for.  In particular, for one reason or another, it seems that no one mod yet covers the whole gamut of possibilities (but I could be wrong about this).  They will universally do very little to instruct you in the Way of the Instruments.

So here follows my own scanty knowledge of what is available, what it can do and what the limitations might be:

• NavUtilities: provides ILS approaches and permits user-definition of airports.  Don't know what else.  Being pop-up rather than IVA, it is light-weight (a good thing).
• RPM-based (Raster Prop Monitor, a base mod for numerous super-mods, providing hifi cockpit instrumentation):
  • MAS: an authentic cockpit environment that will be as fiddly as the real-life cockpit (ergonomics for turbulence!); this mod I understand is now considered obsolete.
  • ASET: I understand this is now the "go to" model for RPM-based cockpit IVA simulation.
  • as I recall, it is difficult to define one's own navaids (I did succeed and do have notes) but I found that the OBS instrument did not appear to track user-defined VORs.
• nothing much known about enroute navigation with respect to supporting jet routes.

I am certainly going to be exploring more in this area and upgrading my own mod status -- and it has always been an intention in this thread to introduce information/discussion about such mods (despite the provocative thread title, "...for stock KSP".

From 'Q3Anon':

Q:  Do you realize Hotel26 [please call me 'h6'] that you appear to be heading miserē with this thread in that you are now setting a record for the most number of consecutive posts without any intervening response from anybody else?

A: Yes, but of course!  I did say up front that very few pilots find "flying blind" (and no, we never use that term!) a fun thing to do.  If you want to know the whole truth:

Spoiler

I intend to make myself a badge celebrating the record (when I know its extent) and of course post it proudly in my signature. 

Q: "I have a follow-up question...  There's a rumor making the rounds that you are simply using this thread to build your own micro-website to host your personal list of approaches (similar to what you tried with 'Truman'...).  Any comment?"

A: Not at this time.

 

 

Edited February 6 by Hotel26

[Hotel26]

(Update coming soon)