as is the desired radial for VOR course line steering. ILS is almost the same as for the USN ILS system with the addition of marker beacon cueing that appears in the HUD as you pass each marker. Steering for VOR is the same as for TACAN. System is capable of back course approaches as well. Colonise the option you want then allows VOR or ILS freq (which are VHF) to be entered. The UFC then displays VOR and ILS in the 2 top option windows. You press the same UFC ILS function button. International DME is automatically paired by selection of VOR or ILS frequency. If you want VOR you box VOR if you want ILS you box ILS. Once selected other options of VOR or ILS are presented. On those Hornets equipped VOR or ILS is selected using the AIDS push button on the HI top left button. Any, in the know folks out there who might have insight into this decision?Īustralian,Canadian,Spanish,Swiss,Kuwaiti, Blue Angles and perhaps a few others have VOR and ILS installed replacing the USN ILS system. They must of had some operational logic in mind when they made that decision. Surely, for a $70 million aircraft another $5000 wouldn't make that much of a difference. The civilian controller vectored him to intercept the ILS localizer and he had to declare, "unable." The civilian controller did a great job of talking him down the glideslope safely but it would have been so much easier if the Hornet were equipped with a VOR system, an ILS system, and a transponder for that matter. I watched a YouTube video of an F18 pilot declaring a fuel emergency in IMC and asking ATC for vectors to the nearest airport. Seems that even during war it would be nice to be able to navigate to world wide available VOR stations and land IFR at any commercial airport. No doubt a lot of training missions are flown over land and to civilian airports, and an ILS system is always nice to have in IMC. In real life is there some reason the US Navy has decided not to put a functional VOR system and ILS landing system in the F18 Hornet.
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