Stepdown fixes inside of FAF
04-02-2013, 01:04 PM
#11
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,837
Originally Posted by galaxy flyer
LAX24L ILS is perfect for VNAV all the way in from the first descent 120+ east of the runway. The vertical track alert aural tone sounds about every 3 or 4 minutes. Arm APPR, leveling at the last step fix, easy as pie. I've seen guys try to use the GS 30 miles out--not pretty.
GF
GF
04-02-2013, 01:19 PM
#12
Gets Weekends Off
Joined APC: Feb 2006
Position: Seat 0B
Posts: 2,300
Originally Posted by bcpilot
Can you quote which ILS approaches have this "stepdown fixes on an ILS approach INSIDE of the FAF "?
If there are some out there I would like to know, just for my knowledge.
Thx
If there are some out there I would like to know, just for my knowledge.
Thx
04-02-2013, 03:46 PM
#13
Gets Weekends Off
Joined APC: May 2010
Position: Baja Vermont
Posts: 5,177
USMCFLYR
Indeed, the Global went down the glide slope like a horse crossing a fast river-nose up, nose down, nose up. I watched the altitudes at the crossing fixes, finally I had enough and asked the Captain, if VNAV might be a good idea.
The procedure starts at 37 DME, it was the subject of the SAFO (InFO?) letter and specifically says G/S intercept of 2200' unless 4000' authorized by ATC.
GF
Indeed, the Global went down the glide slope like a horse crossing a fast river-nose up, nose down, nose up. I watched the altitudes at the crossing fixes, finally I had enough and asked the Captain, if VNAV might be a good idea.
The procedure starts at 37 DME, it was the subject of the SAFO (InFO?) letter and specifically says G/S intercept of 2200' unless 4000' authorized by ATC.
GF
04-02-2013, 05:07 PM
#14
Gets Weekends Off
Thread Starter
Joined APC: Jul 2009
Posts: 187
Originally Posted by bcpilot
Can you quote which ILS approaches have this "stepdown fixes on an ILS approach INSIDE of the FAF "?
If there are some out there I would like to know, just for my knowledge.
Thx
If there are some out there I would like to know, just for my knowledge.
Thx
There is a remark on those two plates about using DME for localizer only so I am guessing that's why they aren't labeling the fixes inside the FAF as LOC only.
04-02-2013, 05:34 PM
#15
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,837
Originally Posted by galaxy flyer
USMCFLYR
Indeed, the Global went down the glide slope like a horse crossing a fast river-nose up, nose down, nose up. I watched the altitudes at the crossing fixes, finally I had enough and asked the Captain, if VNAV might be a good idea.
The procedure starts at 37 DME, it was the subject of the SAFO (InFO?) letter and specifically says G/S intercept of 2200' unless 4000' authorized by ATC.
GF
Indeed, the Global went down the glide slope like a horse crossing a fast river-nose up, nose down, nose up. I watched the altitudes at the crossing fixes, finally I had enough and asked the Captain, if VNAV might be a good idea.
The procedure starts at 37 DME, it was the subject of the SAFO (InFO?) letter and specifically says G/S intercept of 2200' unless 4000' authorized by ATC.
GF
Here are the two ESVs for HQB:
GS069/-/D10/40/80GS069/-/D25/40/80
Read that as the 069R at 10 & 25 DME between 4000-8000
I can see someone messing that up and thinking they could ride the GS down for afar if they *think* they are receiving it.
04-02-2013, 10:22 PM
#16
Gets Weekends Off
Joined APC: Jul 2007
Position: FDX 767 FO
Posts: 817
Along the same subject...here is some info on stepdown fixes outside the FAF and how you can't blindly follow the G/S all the time.
FAA Releases Updated Guidance on Instrument Landing System Intercepts | NBAA - National Business Aviation Association
FAA Releases Updated Guidance on Instrument Landing System Intercepts | NBAA - National Business Aviation Association
04-03-2013, 05:58 AM
#17
On Reserve
Joined APC: Mar 2013
Position: RDU
Posts: 12
Originally Posted by FlyBoyd
Along the same subject...here is some info on stepdown fixes outside the FAF and how you can't blindly follow the G/S all the time.
FAA Releases Updated Guidance on Instrument Landing System Intercepts | NBAA - National Business Aviation Association
FAA Releases Updated Guidance on Instrument Landing System Intercepts | NBAA - National Business Aviation Association
This is a great article. The stepdown fixes at my airport are a perfect example. 2 parallel runways 3500 feet apart, so we use 1.5 NM stagger between aircraft. Problem is when one aircraft stays high and doesn't descend until GS intercept, it leaves the other aircraft we are vectoring on the parallel way above the GS to keep separation.
04-03-2013, 06:07 AM
#18
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,261
Originally Posted by slough
KTUS rwy11 and KFMN rwy25 are two ILS's without the stepdown fixes inside of the FAF labeled as LOC only.
There is a remark on those two plates about using DME for localizer only so I am guessing that's why they aren't labeling the fixes inside the FAF as LOC only.
There is a remark on those two plates about using DME for localizer only so I am guessing that's why they aren't labeling the fixes inside the FAF as LOC only.
Thread
Thread Starter
Forum
Replies
Last Post
thesweetlycool
Flight Schools and Training
2
11-17-2010 04:09 AM
