Ybcs Rwy 15 Ils
The protection area for a precision approach is quite different to that for a non-precision approach.
Yes... They're two wholly separate approaches. That they just happen to share the localiser beam is irrelevent. Limitations for one aren't necessarily limitations for the other.
Just re-read my post & realised it could be confusing. That's 'Yes..' as in 'Yes, I agree with Oz...
Just re-read my post & realised it could be confusing. That's 'Yes..' as in 'Yes, I agree with Oz...
Last edited by Tinstaafl; 22nd Mar 2004 at 21:09.
Thread Starter
Join Date: Feb 2004
Location: Always On the Road
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
YBCS RWY 15 ILS
Thank you all for the answers and I'm sure if I had the vertical profile from DirectAnywhere it would clear the smoke well and truly especially on the D8.0 LLZ Step Not Below 2900'.
The ideal altitude to be at 8.0 DME would be 2894'~2900' ((8-2.8)320+1230).However if you were halfscale below glideslope(within tolerance) you would be 280'(35'x 8 DME) below 2900'. How much terrain clearance would you be assured at this point if say on a 747 with the antenna and undercarriage in different places?
The ideal altitude to be at 8.0 DME would be 2894'~2900' ((8-2.8)320+1230).However if you were halfscale below glideslope(within tolerance) you would be 280'(35'x 8 DME) below 2900'. How much terrain clearance would you be assured at this point if say on a 747 with the antenna and undercarriage in different places?
Yep sorry, the GS puts you a few feet under the D8.0 LLZ step. As for the terrain clearance at tolerance limits, I'm not sure other than it's sufficient. Sorry I can't be more help!
PPRuNeaholic
Join Date: Jun 2000
Location: Cairns FNQ
Posts: 3,255
Likes: 0
Received 0 Likes
on
0 Posts
yawskidball... if you're planning to fly right at the limit of the pilot tolerance that would be pretty impressive. It would also be pretty dumb. I'm a procedure designer, but there's no way that I can give you a generic answer in the quoted scenario because of the way the ILS protection area is designed.
The only thing I can tell you is that, in the precision segment, we deal with three (3) standard approach surfaces, "W" for the glidepath and "X" and "Y" for the localiser. These surfaces slope and curve and obstacle CAN exist anywhere below those surfaces.
The only thing I can say to you is that, if you insist on flying the approach so low, you're betting the lives of everyone on board that your LLZ and GP indicators are accurately calibrated.
The only thing I can tell you is that, in the precision segment, we deal with three (3) standard approach surfaces, "W" for the glidepath and "X" and "Y" for the localiser. These surfaces slope and curve and obstacle CAN exist anywhere below those surfaces.
The only thing I can say to you is that, if you insist on flying the approach so low, you're betting the lives of everyone on board that your LLZ and GP indicators are accurately calibrated.
