No FAF for Cat II approaches?
#4
Not exactly. There is no Final Approach FIX. The Final Approach SEGMENT begins at the point where the glideslope intersects the glideslope intercept altitude.
An example: The Glideslope Intercept Altitude for a given ILS approach is 2,000'. You are vectored to final at 3,000', cleared for the approach, and you intercept the localizer and then the glideslope at 3,000'. You are not on the Final Approach segment (where certain rules about weather and continuing the approach come into play). Although you have intercepted the glideslope, you have not reached the point where it intersects the glideslope intercept altitude. While descending on the glideslope, when you reach 2,000' you are then on the Final Approach segment.
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#5
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Joined APC: Aug 2011
Posts: 1,134
Not exactly. There is no Final Approach FIX. The Final Approach SEGMENT begins at the point where the glideslope intersects the glideslope intercept altitude.
An example: The Glideslope Intercept Altitude for a given ILS approach is 2,000'. You are vectored to final at 3,000', cleared for the approach, and you intercept the localizer and then the glideslope at 3,000'. You are not on the Final Approach segment (where certain rules about weather and continuing the approach come into play). Although you have intercepted the glideslope, you have not reached the point where it intersects the glideslope intercept altitude. While descending on the glideslope, when you reach 2,000' you are then on the Final Approach segment.
An example: The Glideslope Intercept Altitude for a given ILS approach is 2,000'. You are vectored to final at 3,000', cleared for the approach, and you intercept the localizer and then the glideslope at 3,000'. You are not on the Final Approach segment (where certain rules about weather and continuing the approach come into play). Although you have intercepted the glideslope, you have not reached the point where it intersects the glideslope intercept altitude. While descending on the glideslope, when you reach 2,000' you are then on the Final Approach segment.
#6
Here's an excerpt from an April 11, 2012 FAA Press Release titled "FAA Releases Updated Guidance on Instrument Landing System Intercepts" (it followed and referenced Information for Operators (InFO) 11009 "Failure to Comply with Minimum Crossing Altitudes at Stepdown Fixes Located on Instrument Landing System (ILS) Inbound Courses":
The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the precision approach final approach fix (PFAF) and is depicted by the “lightning bolt” symbol on U.S. government charts or the beginning of the feather in the profile view on Jeppesen charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach.
No mention of "lowest published glide slope intercept altitude" in the article. I can't think of an example off the top of my head, and I may be recalling incorrectly, but I seem to remember seeing approaches where lower glideslope intercept altitudes are published "By ATC". I don't know what the definition of "lowest published glide slope intercept altitude" is, but stands to reason that such an altitude would be the lowest published, and yet not coincident with the beginning of the final approach segment, the lightning bolt (government charts), the feather(Jeppesen), or the "P" (LIDO).
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#8
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Joined APC: Aug 2011
Posts: 1,134
#9
All Cat II approaches everywhere are strictly Cat II. Not "...or LOC". If it has Cat II capability it'll for sure have Cat I, and possibly a LOC approach as well.
At least I've never seen an approach plate for a Cat II with any other approach built in.
At least I've never seen an approach plate for a Cat II with any other approach built in.
#10
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