Originally Posted by BKK4Life (Post 562306)

Wasn't there some issues in CVG about intercepting the glide slope and riding it all the way down? I believe the glideslope isn't the same as some of the step downs altitudes.

This was causing traffic conflicts with the parallel runways? I can't remember the details exactly...

Originally Posted by rickair7777 (Post 562257)

Converting an ILS to a LOC on the fly is an old-school GA concept, once you get into turbine flying you will not be doing that :rolleyes:

Originally Posted by fboehm (Post 562137)

I have to disagree to the timing. You do not fly an ILS to a time reference. Nor would starting the time at GS intercept work as this is typically prior to the LOC only FAF. If I am inside the FAF for an ILS and I lose GS, I am executing a missed approach. I was not cleared for the LOC approach. I did not brief a LOC approach. I will miss the approach, confer with ATC, and either return for the LOC only approach, an entirely different approach, or I will divert to my alternate. Of course if I were in an emergency situation, all bets are off and I might well consider a loc only approach. As for time, I call for time to start over the outer marker or FAF, not at GS intercept

Originally Posted by DryMotorBoatin (Post 562395)

Don't you always anticipate a worst case scenario? What are the odds of losing the most critical engine exactly at V1 but how many times do you still do it in the sim? The point is to plan for worst case despite the odds. Regardless of 121 vs. 61. ga vs. airlines...setting the timer is just one more option...its not like it takes alot of effort/resources. Going missed is the obvious decision upon losing glide slope on an ILS but if im in a gs/inop worst case scenario type of situation, im gonna continue on the loc...its just one more option until i run out. as marge schott used to say... "Smoke 'em if ya got 'em"

Originally Posted by DryMotorBoatin (Post 562395)

Don't you always anticipate a worst case scenario? What are the odds of losing the most critical engine exactly at V1 but how many times do you still do it in the sim? The point is to plan for worst case despite the odds. Regardless of 121 vs. 61. ga vs. airlines...setting the timer is just one more option...its not like it takes alot of effort/resources. Going missed is the obvious decision upon losing glide slope on an ILS but if im in a gs/inop worst case scenario type of situation, im gonna continue on the loc...its just one more option until i run out. as marge schott used to say... "Smoke 'em if ya got 'em"

Originally Posted by imbroke (Post 562427)

I agree with your thinking. Starting a timer does not take much effort or time and if an emergency situation arises inside the FAF and you lose the GS, (I know, highly unlikely but still....) you have an additional chance to get down.

Originally Posted by JetJock16 (Post 562453)

Sure but you weren't "cleared" for the LOC approach......................this is why it's nice to get Block or Better..........just go missed and make a few more bucks.

Originally Posted by imbroke (Post 562456)

True, though the key phrase was "in an emergency situation". But I do see both sides, just my .02

Originally Posted by igbyjet (Post 561958)

One of our pilots insists that the FAF on the ILS is glide slope intercept no matter what your altitude, in other words if you intercept the glideslope 20 miles out at 5000 feet, that is your final approach fix.