Glide Slope Service Volume
 

Is there any way to know whether a particular glide slope has been certified for an extended service volume exceeding 10 NM?

IIRC, If there was a specific operational or TERPS reason for an expanded GS service volume, expanded GS service volume (>10nm) would be indicated as a Chart Note and/or depicted as part of the procedure in the profile view. Another clue would be the distance of the FAF to the Threshold and associated published GS intercept altitude (the lightning bolt symbol). Flight Check would have to document this “SAT” on the Flight Inspection report as part of the procedure package documentation.

There are lots of ways for you to GUESS that there might be a GS ESV, but the only way to really KNOW is looking at the facility datasheet which is not public (I don't know why it isn't anymore).

Do you have a question about a specific facility?

Side question. A lot of guys use the GS for pattern work (i.e. on the downwind or base to final). I know the GS is a "fan". But how wise is this?

Not wise. The VGSI should be used.

Standard service volume is 8 deg L/RCL and out to 10nm (from the GS antenna).
On an unrestricted facility, as you come around the corner you should be getting useable GS information to use as a reference.

This service volume closely equates to a commissioned VGSI's unrestricted service volume too.

So both can/should be used as references as well as an eyeball calibration looking outside in a visual landing pattern.

Probably OK on base IF you're already at the right altitude and base position.

If your pattern is out to lunch, you might get a false GS.

Also seems to work OK late in the downwind, as you approach base but I don't trust it, I just reference the crossing altitude for my abeam fix.

Thanks for the responses. No, I'm just trying to comply with the AIM's guidance, but I don't think many of the people I fly with are aware of the potential implications of arming the g/s beyond 10 NM or while approaching intermediate waypoints prior to the FAF, whether on an ILS, or even visual approach. Obstacle clearance, Class B airspace, corridor separation, SIPIA compliance, not to mention signal reliability...

Those are the pilots who bust DANDY on the ILS 06 in KTEB.