Cleared for the Localiser
Join Date: Nov 2005
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ukatco_535, it's not as simple as that. Let's say a 737 has just joined the localiser, the glideslope is often coming in rapidly, the PF will want to configure the aircraft with flaps and possibly gear too, otherwise an unstable approach might result. An example of the PNF's workload is just to make a flap selection, he first has to check they're below the placarded maximum speed for it, physically move the flap lever to the desired setting, check that the flap position indicator needle actually moves to the correct position, additionally, if the PF is flying manually, the PNF has to calculate in his head the correct bug speed for that setting (which is a function of our landing speed, at least with our SOPs), and then set it.
As well as this the PNF has to watch that the PF is flying the desired flightpath, at the desired speed, move various controls to their correct position for landing (arm the speedbrake, engine start switches to CONT etc), take the 'cabin secure' call from the cabin crew and read the landing checklist.
We are taught from our earliest flying lessons to AVIATE-NAVIGATE-COMMUNICATE, in that order, and having to call localiser established tends to push the latter into a more prominent position that it needs to be.
Anything to reduce the PNF's workload at this critical stage of flight can only be welcomed.
As well as this the PNF has to watch that the PF is flying the desired flightpath, at the desired speed, move various controls to their correct position for landing (arm the speedbrake, engine start switches to CONT etc), take the 'cabin secure' call from the cabin crew and read the landing checklist.
We are taught from our earliest flying lessons to AVIATE-NAVIGATE-COMMUNICATE, in that order, and having to call localiser established tends to push the latter into a more prominent position that it needs to be.
Anything to reduce the PNF's workload at this critical stage of flight can only be welcomed.
Last edited by notdavegorman; 26th Jan 2006 at 17:27.
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Alleviation of r/t congestion on final approach
From 1st of February there will be a six month trial of amended phraseology for use by the approach controllers for Heathrow, Gatwick, Stansted and Luton airports.
During periodsof high r/t loading, especially when controllers anticipate that pilots will intercept the ILS G/P before being able to report to ATC that they are established on the localiser the following phraseology may be used;
'callsign when established on the localiser, descend on the ILS'
During periodsof high r/t loading, especially when controllers anticipate that pilots will intercept the ILS G/P before being able to report to ATC that they are established on the localiser the following phraseology may be used;
'callsign when established on the localiser, descend on the ILS'
Join Date: Jan 2006
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Originally Posted by TATC
The phrase " when established on the localiser, descend on the ILS" has been in the UK MATS part 1 for a while, and has been in use on Heathrow Approach for a few years already
