G/S Out before/after passing OM/1000ft?
Thread Starter
Joined: Dec 2013
Posts: 23
Likes: 0
From: Center Fuel Tank
G/S Out before/after passing OM/1000ft?
Dear ppruners,
My question is as stated in title.
Situtation No.1
ILS Approach, we are before OM or equivalent position (1000ft) and suddenly Glide-Slope goes out. Missed approach or conduct NPA, taking into account that it was spoken in Approach Briefieng?
Situation No.2
ILS Approach, we are after passing OM or equivalent position (1000ft) and suddenly Glide-Slope goes out. Missed approach or conduct NPA, taking into account that it was spoken in Approach Briefieng?
I know that required minimums are changing in such situations. Perhaps it is stated in some Operators SOP, which I don`t have access to. But I`ve read in IR-OPS that Failed/Downgraded equipment has no effect in case of ILS.
Even it is stated that after passing OM/Equivalent Position, Commander can make a choice at his own discretion to continue/discontinue approach.
Well, some apporval words from you would be helpful.
My question is as stated in title.
Situtation No.1
ILS Approach, we are before OM or equivalent position (1000ft) and suddenly Glide-Slope goes out. Missed approach or conduct NPA, taking into account that it was spoken in Approach Briefieng?
Situation No.2
ILS Approach, we are after passing OM or equivalent position (1000ft) and suddenly Glide-Slope goes out. Missed approach or conduct NPA, taking into account that it was spoken in Approach Briefieng?
I know that required minimums are changing in such situations. Perhaps it is stated in some Operators SOP, which I don`t have access to. But I`ve read in IR-OPS that Failed/Downgraded equipment has no effect in case of ILS.
Even it is stated that after passing OM/Equivalent Position, Commander can make a choice at his own discretion to continue/discontinue approach.
Well, some apporval words from you would be helpful.
Joined: Apr 2012
Posts: 453
Likes: 0
From: Colchester
G/S Out before/after passing OM/1000ft?
Anything after the OM (not much time to do anything)= go around, go to the hold, take time to assess unless already in sight visual.
Before the OM, downgrade as briefed.
Of course, either of you can call GA and there should only be one response to that call.
Before the OM, downgrade as briefed.
Of course, either of you can call GA and there should only be one response to that call.
Joined: Feb 2009
Posts: 943
Likes: 442
From: Austria
I agree with Dash8driver.
If You have the required visual cues at the point where You lose the GS, continuing visually may be the best option.
If You are still in IMC, it depends a bit. Continuing on a LOC approach needs to have been briefed; the minimum bug must be reset, the diverse fixes (FAF, stepdowns and MAP) must be known to the flight crew. Of course, in theory it is allowed under most OM-As to downgrade the approach before having passed the outer marker, but this comes at an increased workload and is not always a suitable option. If either of the flight crew holds the slightest doubt about continuing, then going around and properly preparing the next approach instead of allowing one to be rushed into an ad-hoc NPA is the better choice by far.
If You have the required visual cues at the point where You lose the GS, continuing visually may be the best option.
If You are still in IMC, it depends a bit. Continuing on a LOC approach needs to have been briefed; the minimum bug must be reset, the diverse fixes (FAF, stepdowns and MAP) must be known to the flight crew. Of course, in theory it is allowed under most OM-As to downgrade the approach before having passed the outer marker, but this comes at an increased workload and is not always a suitable option. If either of the flight crew holds the slightest doubt about continuing, then going around and properly preparing the next approach instead of allowing one to be rushed into an ad-hoc NPA is the better choice by far.
Joined: May 2001
Posts: 10,804
Likes: 1
I think most reply's here are from guys that routinely operate into many airports during the working week.
With a regional short haul pilot that fly's into only 2-6 airports regularly I would suspect that most would convert to a NPA at any point unless the cloud base was on ILS mins.
The book answer is as given but real life depending what you fly maybe different.
With a regional short haul pilot that fly's into only 2-6 airports regularly I would suspect that most would convert to a NPA at any point unless the cloud base was on ILS mins.
The book answer is as given but real life depending what you fly maybe different.
Thread Starter
Joined: Dec 2013
Posts: 23
Likes: 0
From: Center Fuel Tank
Thank you for your responds!
Now everything sounds clear to me. I was just wondering about that fact because I have never seen clear definition of "what to do?" in such situation. It means that "using head" sometimes doesn`t really hurt hhehehe
Now everything sounds clear to me. I was just wondering about that fact because I have never seen clear definition of "what to do?" in such situation. It means that "using head" sometimes doesn`t really hurt hhehehe
