I once had the auto pilot parallel a LOC in the CRJ. I took it off and hand flew it. And no it was not attempting to account for wind. The CRJ sucks at intercepting on strong cross winds.

We have to remember, it is a computer flying data generated by other computers and computers mess up. We all have had our home computers do stuff that a quick reboot fixed. (A reboot sometimes works on the CRJ too.)

Personally I don't arm APR (I select LOC only) until the LOC is at least alive. I can only speak for the models I've flown, but they all will capture a glideslope whether you're on course or not.
I've seen some pretty wild pitch maneuvers when the AP captures a "false" glideslope well off course. And yet I'll bet half the pilots I fly with arm APR as soon as they hear "cleared approach".
Yes, I've made it a two step operation and added the risk I'll forget to select APR. I'll take it as the lesser of evils.

CNN just had "breaking news" about the ILS in BUF. I think this was the first time I have heard a report on 3407 where they did not blame Marvin and his actions.

You're quite right. I shouldn't have and don't anymore. I arm the loc when cleared for the approach, wait for the loc to capture, and then arm the app mode when at or below the gs. If I'm above the gs, I manage the descent with v/s and drag.

ILS 27 at IAH coming in from over SBI. I've seen it there too.

Rick, I agree. Having flown with Marvin, I just don't believe he would allow that to happen. But I also can't believe he allowed the a/c to slow with the additional drag of gear and flaps to the point of getting the stick shaker/pusher as stated in the WSJ report. He was better than that. While I hate it, we'll just have to wait for the NTSB determination.

I agree, Marvin was a VERY sharp guy, and I'm sure Becki was as well although I didn't know her. The NTSB will uncover the truth in due time.

are you all aware that the localizer was reported + or minus 1 dot at 1500' by dl 1998, the next a/c to land after colgan didn't?

even spookier is that tower asked them to verify the localizer -- told them it looked fine [green] to them in the tower but wanted a report anyway.

I just did this approach and can state, without hesitation, that there is a major issue with the glide slope.

Approach had us turn to intercept the loc between the LOM (Klump) and the fix outside of the LOM (Trava). When we were approximately 2 miles north of course at 2300, and 3 miles from Trava, the GS was showing that we were above it. (First glaring issue)

As we were intercepting the loc, I watched the GS go from one dot low to full scale high in about 1/4 mile and about 1.5 to 2.5 from Klump.

If we would have had the approach mode set to capture the GS, the autopilot would have had a very significant nose up attitude to chase the GS.

Since I saw the notice to the SWAPA, we did the same thing and only armed the nav until the glideslope made sense.

We were in hard IFR with 30 xwinds and blowing snow and had to turn the autopilot off to handle the conditions.

BE CAREFUL WITH THIS APPROACH!!!

Want to guess where they learned about it:rolleyes: