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I don't know the contingencies available to ATC. If you report the failure, can they immediately clear you to continue via the "ILS Rwy 17 LOC only"? Or are they required to have you execute the missed? This I don't know. I tend to think that they will send you around if you're IMC.
In the case of an inoperative GS before you commence the approach - I have been cleared for an "ILS Rwy 17 LOC only" approach before, Part 121.
EDIT: Oh yeah, since this is in the pre-interview forum, I just thought I ought to mention that if you are in a sim ride at an airline interview, and this happens, and you continue using the LOC only, don't plan on working there.
Originally Posted by schoolio
Think back to your approach clearance..."Cleared ILS Rwy 17". You weren't cleared for the LOC.I don't know the contingencies available to ATC. If you report the failure, can they immediately clear you to continue via the "ILS Rwy 17 LOC only"? Or are they required to have you execute the missed? This I don't know. I tend to think that they will send you around if you're IMC.
In the case of an inoperative GS before you commence the approach - I have been cleared for an "ILS Rwy 17 LOC only" approach before, Part 121.
EDIT: Oh yeah, since this is in the pre-interview forum, I just thought I ought to mention that if you are in a sim ride at an airline interview, and this happens, and you continue using the LOC only, don't plan on working there.
Executing an immediate missed approach is completely counter to what the FAA wants you to do. The MAP corrider obstacle clearance starts at the MAP and not before. The approach is TERPSd assuming you will always drive to the MAP before starting the MAP. Period. If you have to execute a MAP early you need to be talking to the controller, because you are NOT guaranteed obstacle clearance.
The TERPS manual is quite clear that an "ILS" is a combined procedure and the "LOC" procedure is a legal procedure if minimums are included on the plate.
I have heard controllers clear pilots for "ILS 17 localizer procedures" as well. But that doesn't make it correct. The ATC manual is clear as well in that they are supposed to clear pilots to fly procedures by the title of the procedure only. Now if the glideslope is OTS then the controller may be doing you a favor by reminding you that you have to fly the localizer procedures. But by the book, even if the gs is OTS he doesn't have to say anything but "Cleared ILS 17" Which I've seen. Although I do belive they are supposed to remind you of the outage.
I highly doubt that last note. In a military sim if you don't hack the clock at the FAF then you can guarantee that the gs will fail. Then you are expected to transition to LOC if you still can ident the MAP and you are above MDA when it happens.
Since hopefully I'll be in the airline sim in a couple of months I would like to know if there are any airline check airman out there that can shed some light on schoolio's last note.