Approach plate what does this mean?
Guest
Posts: n/a
Approach plate what does this mean?
can anyone tell me what 'G' in a circle means at the start of an approach it's also on the profile as 'GP' about .5D past the FAF.
Thanks
Transferred to Tech Log....
[This message has been edited by Sick Squid (edited 19 June 2001).]
Thanks
Transferred to Tech Log....
[This message has been edited by Sick Squid (edited 19 June 2001).]
Guest
Posts: n/a
If you can do it, it might be worth showing us a scan of the page you are referring to.
My best bet is that that G and the GP are not related.
G in a circle sounds like a warning of a Glider Field in the proximity of the approach. The GP probably has a number next to (or near) it and indicates the check altitude for the Glidepath at that point. With Jepp charts this is normally written as GS, but again, without knowledge of the chart type that you are referring to, its hard to guess.
-2Donkeys
My best bet is that that G and the GP are not related.
G in a circle sounds like a warning of a Glider Field in the proximity of the approach. The GP probably has a number next to (or near) it and indicates the check altitude for the Glidepath at that point. With Jepp charts this is normally written as GS, but again, without knowledge of the chart type that you are referring to, its hard to guess.
-2Donkeys
Guest
Posts: n/a
Are you looking at the Aerad Cranfield ILS Rwy 22 plate? Just looked it out and it has G in a circle at Henlow (glider site).
It also has the GP:
It has a strange procedure. You go outbound from the CIT (3.7nm from the thr.) then turn inbound and pick up the localiser. BUT, tou fly a non-precision vertical section from where you turn inbound until the CIT. You THEN fly a 3 degree GP from the CIT to DA. The plate has 2 'not below' check heights. The first is at the inbound turn of 2500 feet. The second is at the CIT of 1580 feet. HOWEVER, above this is written GP1580 indicating a check height for the ILS. Highly confusing!
It also has the GP:
It has a strange procedure. You go outbound from the CIT (3.7nm from the thr.) then turn inbound and pick up the localiser. BUT, tou fly a non-precision vertical section from where you turn inbound until the CIT. You THEN fly a 3 degree GP from the CIT to DA. The plate has 2 'not below' check heights. The first is at the inbound turn of 2500 feet. The second is at the CIT of 1580 feet. HOWEVER, above this is written GP1580 indicating a check height for the ILS. Highly confusing!
Guest
Posts: n/a
You've misunderstood the Cranfield chart old chap 
There is nothing strange about the Cranfield 22 ILS procedure. I suspect you may be confused because certainly the Jepp (and probably the Aerad) chart shows both NDB and ILS procedures on the same plate.
-2Donkeys
There is nothing strange about the Cranfield 22 ILS procedure. I suspect you may be confused because certainly the Jepp (and probably the Aerad) chart shows both NDB and ILS procedures on the same plate.-2Donkeys
Guest
Posts: n/a
Nope, the plate is definately a separate ILS plate. I have 2 others - the R22 VOR and the NDB. However, I suspect that you are right that Aerad have done a very poor ILS plate. They have tried to produce a common ILS / VOR vertical profile for both plates, and ended up making it highly confusing. I agree that in practice, when I used to fly it we just flew a normal ILS, picking up the loc then the GP from below. However, the plate is as described. The 3 degree slope only starts after the cit, which is clearly b*****ks!
Guest
Posts: n/a
Without the benefit of an Aerad plate to hand let me make a suggestion.
The confusion you are seeing is with the descent profile for a no-GS (ie Localiser only approach). For this approach you make your initial descent to 1580 once established on the localiser, and may only begin the descent down to MDA once you have passed the CIT inbound.
None of this has any bearing on the way in which the ILS should be interpreted. In this context the 1580 at the CIT is simply a check altitude on the way down the Glideslope. The glideslope intercept will occur sometime before hitting the CIT.
Does that make it any clearer?
-2Donkeys
The confusion you are seeing is with the descent profile for a no-GS (ie Localiser only approach). For this approach you make your initial descent to 1580 once established on the localiser, and may only begin the descent down to MDA once you have passed the CIT inbound.
None of this has any bearing on the way in which the ILS should be interpreted. In this context the 1580 at the CIT is simply a check altitude on the way down the Glideslope. The glideslope intercept will occur sometime before hitting the CIT.
Does that make it any clearer?
-2Donkeys
Guest
Posts: n/a
You're right in that is why aerad have done it like that. I do understand both the ILS and LLZ procedures, i've just never seen any other procedure drawn like that. It could confuse a stupid person! 
Anyway, the purpose of my post was to answer the original question which (I think) I have done. Any other feedback on the original question?
[This message has been edited by Propellerhead (edited 20 June 2001).]
Anyway, the purpose of my post was to answer the original question which (I think) I have done. Any other feedback on the original question?
[This message has been edited by Propellerhead (edited 20 June 2001).]
