Eddie sez:

If you can fly an ILS without the glide slope, you can fly a back course localizer. Because you are closer to the localizer antenna, the course information is more narrow and can seem "sensitive." Just don't forget the switch that allows the flight director to get its mind right about the front course versus the back course. Also remember that most aircraft will not allow you to fly the FMS, "blue needles" in the G450, with a localizer tuned.
For an aircraft specific view of this approach, see Back Course Localizer Approach
The figure with the B-58 Hustler flying a back course? That is from my very first instrument flying manual, Air Force Flight Manual 51-37, figure 16-5.
Everything here is from the references shown below, with a few comments in an alternate color.
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Photo: Back course localizer, AFM 51-37 (1966), Figure 16-5
Click photo for a larger image
[Instrument Flying Handbook, pg. 7-27]
Figure: Localizer Coverage Limits, from Instrument Flying Handbook, Figure 7-24.
[Instrument Flying Handbook, pg. 7-27]
[Instrument Flying Handbook, pg. 7-27]
[Instrument Flying Handbook, pg. 7-27] Compass locators are low-powered NDBs and are received and indicated by the ADF receiver. When used in conjunction with an ILS front course, the compass locator facilities are collocated with the outer and/or MM facilities. The coding identification of the outer locator consists of the first two letters of the three-letter identifier of the associated LOC. For example, the outer locator at Dallas/Love Field (DAL) is identified as “DA.” The middle locator at DAL is identified by the last two letters “AL.”
[Instrument Flying Handbook, pg. 7-27] Normal approach and letdown on the ILS is divided into two distinct stages: the instrument approach stage using only radio guidance, and the visual stage, when visual contact with the ground runway environment is necessary for accuracy and safety. The most critical period of an instrument approach, particularly during low ceiling/visibility conditions, is the point at which the pilot must decide whether to land or execute a missed approach. As the runway threshold is approached, the visual glide path will separate into individual lights. At this point, the approach should be continued by reference to the runway touchdown zone markers. The ALS provides lights that will penetrate the atmosphere far enough from touchdown to give directional, distance, and glide path information for safe visual transition.
More about that: Approach Lighting System.
[Instrument Flying Handbook, pg. 7-27] Pilots must be instrument rated and the aircraft be equipped with the appropriate airborne equipment to execute back course localizer approaches.
The Localizer Back Course provides an accurate centerline.
The Localizer Back Course provides several opportunities to make mistakes setting the back course instead of the front course or forgetting to press the flight director's BC button, for example.
It also tempts one to "dive and drive." You can, and should, fly a Continuous Descent Final Approach for most Localizer Back Course approaches.
Your altimeter is critical on these types of non-precision approaches and having the wrong QNH set can easily lead to a Controlled Flight Into Terrain (CFIT), as many accidents over the years prove. It is a good technique to verify the correct QNH with tower once you are handed over. Another common mistake is to think of your radio altitude (AGL) when targetting your MDA which should be a barometric altitude (MSL). Asking for the QNH will serve as a reminder where your focus needs to be.
[Instrument Flying Handbook, pg. 7-27] The ILS and its components are subject to certain errors, which are listed below. Localizer and glide-slope signals are subject to the same type of bounce from hard objects as space waves.
Air Force Manual (AFM) 51-37, Instrument Flying, 20 January 1966
Air Force Manual (AFM) 51-37, Instrument Flying, 1 December 1976
FAA-H-8083-15, Instrument Flying Handbook, U.S. Department of Transportation, Flight Standards Service, 2001.
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