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Old 02-25-2019, 12:37 PM
  #3371  
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Originally Posted by skytrails View Post
Why did you ever let the autopilot bank that far that close to the ground? On a similar note I can’t believe the amount of people that don’t have their hands on the controls when close to the ground.
In real life, the autopilot would decouple if the CDI suddenly goes full deflection.
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Old 02-25-2019, 03:10 PM
  #3372  
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Originally Posted by dera View Post
In real life, the autopilot would decouple if the CDI suddenly goes full deflection.
In a perfect world, maybe. I’ve had several airplanes at PDT do this. I just press the little red button and hand-fly the approach, but it’s still disconcerting. Write ups generally end with “Could not duplicate- ok for service” BS... Major changes will need to happen before we’re authorized for CAT II. Maybe an ASAP along with the maintenance write up is a good start to draw some attention to the issue??
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Old 02-25-2019, 03:53 PM
  #3373  
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Originally Posted by dash8trash View Post
In a perfect world, maybe. I’ve had several airplanes at PDT do this. I just press the little red button and hand-fly the approach, but it’s still disconcerting. Write ups generally end with “Could not duplicate- ok for service” BS... Major changes will need to happen before we’re authorized for CAT II. Maybe an ASAP along with the maintenance write up is a good start to draw some attention to the issue??
And this happened when weather was below 800-2 or you told ATC you're flying a coupled approach? That's an important detail.
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Old 02-25-2019, 03:55 PM
  #3374  
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Originally Posted by OpMidClimax View Post
I guess you haven't been on a 145 going down to minimums and at 300 ft AGL the cdi fully deflects and a 30 degree bank is commanded by the autopilot. Happened to me twice... I'm still cleaning the poop off my undies.

We have had a problem with the transceivers being exposed to moisture and causing the issues we have seen across the fleet. Last time I talked with the roa avionics guy he said the ground test is useless because you have to be in moisture to get the erratic cdi swings. They are working on fixing the fleet but unfortunately they don't get focused on unless they are written up.
Please tell me you weren’t coupled to ILS04 at LGA.
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Old 02-25-2019, 05:36 PM
  #3375  
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Assuming you're in IMC, even if you click the autopilot off and hand fly, how are you aligning the aircraft with the runway without positive course guidance? Continuing the approach in IMC with the CDI swinging wildly left and right maaaay justify a missed approach call for being unstable. Sounds like risky business trying to continue under such conditions.


Airplanes going around and or diverting for unreliable navigation equipment has ASAP written all over it. Write it up. Make them fix it.
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Old 02-25-2019, 06:30 PM
  #3376  
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Unfortunately we have a lack of people writing it up... usually I get to the plane and the previous fo says oh it was a little weird coming in and having difficulty tracking the loc...

There have been a few incidents now of places not properly tracking the localizer. It's in the asap scorecard.

We had a big problem a few years ago on the dash at clt... some of the older guys may know the story as well.

And yes, once I see a swing and unexpected deviation of the cdi it's get out of dodge... do the rnav or divert.. the mel for a loc inop pretty much kills the plane where it is.
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Old 02-25-2019, 06:32 PM
  #3377  
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Originally Posted by dera View Post
And this happened when weather was below 800-2 or you told ATC you're flying a coupled approach? That's an important detail.
Please expand on that? Im trying to figure that out and maybe my aviation knowledge is below par.
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Old 02-25-2019, 06:42 PM
  #3378  
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Originally Posted by OpMidClimax View Post
Please expand on that? Im trying to figure that out and maybe my aviation knowledge is below par.
With that weather, ATC is not required to protect the ILS critical areas, and course guidance is not guaranteed to minimums.
When weather is above that, pilots should inform ATC if you are flying a coupled approach.
Some airports are very consistent with these distortions.

It's all in the AIM.

k. ILS Course Distortion 1. All pilots should be aware that disturbances to ILS localizer and glide slope courses may occur when surface vehicles or aircraft are operated near the localizer or glide slope antennas. Most ILS installations are subject to signal interference by either surface vehicles, aircraft or both. ILS CRITICAL AREAS are established near each localizer and glide slope antenna.
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Old 02-25-2019, 07:09 PM
  #3379  
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who cares about that the plane can do it

the schedules are trash, anyone else notice that?
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Old 02-26-2019, 05:07 AM
  #3380  
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Originally Posted by dera View Post
And this happened when weather was below 800-2 or you told ATC you're flying a coupled approach? That's an important detail.
Once and it resulted in a missed. The rest have been visual. Interference on 27R is common, but I don’t think that’s been the cause every single time at different airports. This is a known issue that needs to be officially documented instead of the typical “oh by the way..” during the jetbridge social hour.
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