I wasn't aware that these were a thing...for anyone.
An IFR certified unit has to be STC'ed for the aircraft (at least to my understanding), so a certified hand-held unit would open Pandora's box from, an administrator's point of view.
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NEWS Big surprise, OBOGS back in the news.
- Thread starter EODDave
- Start date
I wasn't aware that these were a thing...for anyone.
An IFR certified unit has to be STC'ed for the aircraft (at least to my understanding), so a certified hand-held unit would open Pandora's box from, an administrator's point of view.
Civilian ILS is not installed in US Navy Hornets. The ship's ILS displays on the HUD and other displays (and standby intrument). Candian Hornets and Blue Angels (among other operators) have the civil ILS.
The ship's ILS uses preset frequencies or channels. There is no typing in of any frequencies like 110.3 or anything. Just selecting channel 8, for example.
That's just a software upgrade with FAA certification............seems like a no brainier. Didn't know that you could file an civilian IFR flight plan (if you guys do that) without an ILS capability.
You could file IFR with just a working VOR/TACAN, transponder, and radio if you wanted. You specify the type of available navigation equipment onboard via a code when filing.
No, it's not. ICLS != ILS. Even if it gets called "ship's ILS" from time to time. It's driven by the SPN-41 radar, which transmits in the Ku-Band. That's 12-14 gigahertz, well above civilian ILS. It's used as a backup to the SPN-42/46 series ACLS, which can couple to the autopilot.
Radar? It's localized radio signals provided by a series of pars of directional antennas providing guidance for course and glide slope.
This. ICLS (Instrument Carrier Landing System) is not an ILS, and does not work in exactly the same way, or in the same band, as a civilian ILS. I think that's the point nittany was trying to make.
My original point was that the engineering for installing a civilian ILS in the F/A-18 already exists. I was not attempting to draw a comparison between ICLS and ILS. They are different systems, designed for different environments. If anything the only similarity is that they both use needles for glide slope and azimuth indications (ironically called "bullseye" at the ship, as the comm brevity term "needles" is reserved for ACLS which looks more like a bullseye when it's centered inside the velocity vector).
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The 30 year old TH-57 at Whiting has an ILS. What is the reason for not putting something so basic in the F/A-18?
The same reason it's in the -60S and not the -60R (for now). Money and priorities.
At the end of the day it's probably about $.
I'm sure the decision can be traced to a decision to forgo an ILS because fleet jets are designed to operate from NASs and CVs, neither of which had ILS at the time the decision was made. The original decision may have been made way back in the 70s or 80s during the larval stages of Hornet development. It may have not changed during the development of the super hornet because it wasn't in the baby hornet. or maybe mid 90s was also still too early to think an ILS was necessary. Since then it probably hasn't been implemented by the USN due to competing requirements. The unfortunate truth is that the money to fix OBOGS and the money to incorporate ILS probably comes from the same PE and are probably in competition with a lot of other requirements that the fleet wants/needs.
60R went through a similar issue. 60S had an ILS. I'm guessing this is either because the HC guys flew out of a lot of civilian fields or the 60S was developed later than the 60R and it was realized that ILS was more than a nice to have. 60R used to not have a ILS. Of course neither did the 60B or 60F (don't know about the 60H).
So, back to OBOGS...
I flew with OBOGS today and didn't get hypoxic. So what's the problem?
(Kidding, of course)
I flew with OBOGS today and didn't get hypoxic. So what's the problem?
(Kidding, of course)
Obviously not you. You're onboard for the big win!