On Thursday 17 Dec 2009, Curtis Olson wrote:
I had a squawk here from a (real) King Air pilot because on an
ILS approach, our glideslope indicator doesn't become
active/in-range until about 7-8 miles out. Beyond this range the
indicator just stays centered at zero. With a standard 3 degree
On 12/18/2009 12:30 PM, leee wrote:
I live beneath the turn-in point for clockwise approaches on 05 at
Stanstead Airport (EGSS)
I assume that was supposed to say runway 04 at Stansted.
^^
and most airliners, up to 747s and MD-11s,
are
Worrying about GS service volume seems off-scale
unimportant relative to other issues. For starters,
Stansted has a reversible ILS. The code to handle
reversible ILSs in FG has been broken for years, and
actually got worse recently.
The code to make it possible to fly at airports with
On 12/18/2009 02:53 PM, John Denker wrote:
More generally: Limiting the GS service volume to 10nm
or thereabouts is a significant departure (if you'll
pardon the expression) from previous FGFS behavior, but
it is not wrong. It is a feature, not a bug.
Agreed. I often do the ILS rwy
On Fri, Dec 18, 2009 at 4:33 PM, Peter Brown pe...@smoothwatersports.comwrote:
Worrying about GS service volume seems off-scale
unimportant relative to other issues. For starters,
Stansted has a reversible ILS. The code to handle
reversible ILSs in FG has been broken for years, and
On Friday 18 Dec 2009, John Denker wrote:
On 12/18/2009 12:30 PM, leee wrote:
I live beneath the turn-in point for clockwise approaches on 05
at Stanstead Airport (EGSS)
I assume that was supposed to say runway 04 at Stansted.
^^
Just
On 12/18/2009 04:22 PM, leee wrote:
I live beneath the turn-in point for clockwise approaches on 05
at Stanstead Airport (EGSS)
I assume that was supposed to say runway 04 at Stansted.
^^
Just reporting the number that's painted on it.
I had a squawk here from a (real) King Air pilot because on an ILS approach,
our glideslope indicator doesn't become active/in-range until about 7-8
miles out. Beyond this range the indicator just stays centered at zero.
With a standard 3 degree glide slope, 7 miles out equates to about 2000'
On 17 Dec 2009, at 18:44, Curtis Olson wrote:
I don't have personal knowledge of what is correct, but this change to
glideslope range impacts our ability to practice ILS approaches and I have a
current King Air pilot complaining about the behavior. Pulling out some old
approach plates
On Thu, Dec 17, 2009 at 1:25 PM, James Turner wrote:
On 17 Dec 2009, at 18:44, Curtis Olson wrote:
I don't have personal knowledge of what is correct, but this change to
glideslope range impacts our ability to practice ILS approaches and I have a
current King Air pilot complaining about
Consulting my course material for passing the ATPL tests in Europe I
read that the glide path is required to be usable up to a distance of 10
NM (which I interpret from the touch down zone not the distance to an
DME that may or may not be at destination). This distance should be
valid +-8
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