@Javifly430 I go missed. Outside the FAF you have time to convert to a localizer. Once inside it you don't have time to figure out if it's the glide slope or your equipment. If the glide slope it wouldn't be a big deal unless you didn't start the time. On the other hand, if it's your equipment you could have a CFIT incident. The safest thing is to go missed and figure out what the problem is
I respectfully disagree. You never go missed approach if you lose your glideslope. You always start your time at the FAF and continue as a localizer approach. You would fail a checkride if you went missed approach because of a loss of glideslope indication.
I learned that way too, but I am now with the "don't convert" school, especially inside the FAF. If you plan to operate like this (and there may be very valid reasons like ice or low fuel), then the approach briefing better include *both* approaches *and* the conversion scenario. Tming is important, but primarily to identify the MAP.
In re: DE flunking someone for executing a [correct] missed for *any* reason that made the pilot uncomfortable, that would teach exactly the wrong attitude IMHO.
You would never bust a checkride by operating the flight safely. You could revert to a LOC only app, but unless you are 100% you should Go Missed and fly the approach again.
Excellent! - some great insight in how an approach should be briefed! I have my instrument check ride coming up in the next few weeks (probably using this actual approach - BED ILS 29) I will definitely use this information - Thanks Phillip!
well covered phil, now I just need a plane and the rating.
pipercolt1963 7 months ago
@Javifly430 I go missed. Outside the FAF you have time to convert to a localizer. Once inside it you don't have time to figure out if it's the glide slope or your equipment. If the glide slope it wouldn't be a big deal unless you didn't start the time. On the other hand, if it's your equipment you could have a CFIT incident. The safest thing is to go missed and figure out what the problem is
ferretflyer 8 months ago
Great video! Thank you sir.
theflyingnikkel 10 months ago
very imformative, i'm doing my instrument training right now, and the sequence of the approach brief is what i've been trying to find out. thanks !
tzuchen2003 1 year ago
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GAY
xhardcorrx 2 years ago
I respectfully disagree. You never go missed approach if you lose your glideslope. You always start your time at the FAF and continue as a localizer approach. You would fail a checkride if you went missed approach because of a loss of glideslope indication.
projectsaa3 2 years ago
I learned that way too, but I am now with the "don't convert" school, especially inside the FAF. If you plan to operate like this (and there may be very valid reasons like ice or low fuel), then the approach briefing better include *both* approaches *and* the conversion scenario. Tming is important, but primarily to identify the MAP.
In re: DE flunking someone for executing a [correct] missed for *any* reason that made the pilot uncomfortable, that would teach exactly the wrong attitude IMHO.
mkosina 2 years ago 2
You would never bust a checkride by operating the flight safely. You could revert to a LOC only app, but unless you are 100% you should Go Missed and fly the approach again.
chofuan1 6 months ago
I like this better than ALARMS.
tradingpilot 2 years ago
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good info, thanks
kdes 2 years ago
Excellent! - some great insight in how an approach should be briefed! I have my instrument check ride coming up in the next few weeks (probably using this actual approach - BED ILS 29) I will definitely use this information - Thanks Phillip!
21SIGSAS 2 years ago
Had to switch to normal mode as my DSL could keep up with HD.
Watch out John and Martha!
donshade 3 years ago
Nice intro to this approach Philip. Thanks for posting.
ddoler 3 years ago