![]() When the VOR/LOC is tuned, the DME auto-tunes to the discrete paired DME frequency for the VOR/LOC freq. The airport I typically fly from does not use DME and the airplane I fly most does not have DME.Īs others have said, if your stack is wired together properly, the DME is slaved to the VOR/LOC receiver. This is probably a very typical approach, however, I have not seen an ILS with a DME before. The missed approach hold is based on the Maverick (TTT) VOR, so you would want at least your NAV2 tuned to TTT or the freq loaded in back up on NAV 1 or NAV2 for a quick one switch retune on the missed and turn up the volume to check the ID, without DME you would also need to tune MQP on the other NAV for the crossing radial to identify the holding intersection TILLA. The missed approach for the ILS is called at DH (Decision Height, 820MSL), the missed approach for the LOC/DME is based on 1.1DME (I-GKY). ![]() You would report postion to tower based on DME or call the FAF (Final Appch Fix) from the DME or Glide Slope Intercept. There is no OM or MM, they are DME fixes, you'll also note you cannot fly the approach without ATC Radar (Radar Required), there are no IFR transitions to the final approach course. And because the DME points are defined as "I-GKY", the DME is on the LOC frequency. you cannot fly the LOC without the DME because you have no timing to determine the MAP. it's the "OR", you can fly the ILS, or you can fly the LOC/DME. Put LAS VORTAC in NAV 2 for back up.Īs to the other part of your question. ![]() ![]() Las Vegas ILS Rwy 1L, the DME is on the ILS freq, so tune NAV1 to the ILS and slave the DME to NAV 1. Las Vegas ILS Rwy 25L, The DME portion of the approach is from the VORTAC, so you need to tune your ILS Receiver (normally NAV 1) to the ILS Freq and tune your DME receiver or NAV 2) to the VORTAC for the DME portion and slave the DME to NAV 2. Many DME recievers can be slaved to NAV 1 or NAV 2 or operate independently. ![]()
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