Industry Standard..."Dot Above" vs. "Dot Below"?
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Industry Standard..."Dot Above" vs. "Dot Below"?
"Dot Below" makes more sense to me as I'm approaching under the Glidslope, but I'm hearing Industry Standard is usually "Dot Above"?
I get that it's what the instrument is showing, but can anyone explain why THIS became industry standard and not the other way? Laziness?
The PNF telling me "One Dot Above" right before I intercept makes me think I'm too high, as this is consistent with calls that are made once you've actually captured the Glideslope.
I get that it's what the instrument is showing, but can anyone explain why THIS became industry standard and not the other way? Laziness?
The PNF telling me "One Dot Above" right before I intercept makes me think I'm too high, as this is consistent with calls that are made once you've actually captured the Glideslope.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Above or below glideslope.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
One dot above means you're below g/p.
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
As an expert on laziness, I can say that if so, it's a very poor example of laziness. "Above" and "below" have the same number of syllables, therefore it's equally lazy to say either one.BingoFuel wrote: I get that it's what the instrument is showing, but can anyone explain why THIS became industry standard and not the other way? Laziness?
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Why would you deliberately fly one dot off the on glide slope scale?
That is just plain stupid, if you are unable to fly accurately get another job.
The center dot is there for a reason.
That is just plain stupid, if you are unable to fly accurately get another job.
The center dot is there for a reason.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Just follow your SOP's....
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Because you are in level flight on the localizer and intercepting the glideslope. The term is usually used to signify that the glideslope is getting close and it's time to put the gear down and think about intercepting and starting the descent on slope.Cat Driver wrote:Why would you deliberately fly one dot off the on glide slope scale?
That is just plain stupid, if you are unable to fly accurately get another job.
The center dot is there for a reason.
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
For sure if you have only one dot to go it is getting close.The term is usually used to signify that the glideslope is getting close .
We called glidescope alive when the PNF saw the needle start to move.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
He's referring to the rule of thumb as to when drop the landing gear, capture the glideslope and start downhill without having to change the power setting that much.Cat Driver wrote:Why would you deliberately fly one dot off the on glide slope scale?
That is just plain stupid, if you are unable to fly accurately get another job.
The center dot is there for a reason.
"I don't know which is worse, ...that everyone has his price, or that the price is always so low." - Calvin (of Calvin and Hobbes)
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
You need to be reminded to change power and drop landing gear during approach?!
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
My gear check is " I'm turning final, where am I landing and where is the gear? "
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
We don't say either. I'll call for gear down before landing checklist at half dot below for our aircraft.
Deviations are called one dog high if above slope and one below if below slope. I can't imagine why a call reminding the PF for gear would be called opposite.
Deviations are called one dog high if above slope and one below if below slope. I can't imagine why a call reminding the PF for gear would be called opposite.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Which is good for not forgetting your gear, I do the same think on short final,, but it's not the best for smoothly setting up a stabilized approach.Cat Driver wrote:My gear check is " I'm turning final, where am I landing and where is the gear? "
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
I do it because if I turn final and the gear is down and I am landing on the water it will not turn out very well.
A stabilized approach is great for a big jet, however being stabilized has very little to do with a lot of flying.
Actually the easiest approach is the constant turn to touch down....
It is really fun in law direct in the sim doing oval circuits at three hundred feet and about two minutes per circuit.
A stabilized approach is great for a big jet, however being stabilized has very little to do with a lot of flying.
Actually the easiest approach is the constant turn to touch down....
It is really fun in law direct in the sim doing oval circuits at three hundred feet and about two minutes per circuit.
Last edited by Cat Driver on Sun May 28, 2017 5:03 pm, edited 1 time in total.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
That's not going to work for my aircraft which is neither large nor a jet when vis is below a mile and ceiling is under 500 feet on an ILS. If I'm doing a cirling approach I'll tend to use a constant curve downward leaving minimums and put full flaps on when assured landing. Visual, we'll do whatever we want to, but that's not the topic of this discussion.
Unstabilized approaches are still one of the biggest causes of aircraft accidents. The companies that adhere to stabilized approach criteria (final landing config within at least 3 miles/1000 feet or upon reaching the FAF, and airspeed and slope within established parameters) have greatltly reduced the number of CFIT accidents on approach.
Unstabilized approaches are still one of the biggest causes of aircraft accidents. The companies that adhere to stabilized approach criteria (final landing config within at least 3 miles/1000 feet or upon reaching the FAF, and airspeed and slope within established parameters) have greatltly reduced the number of CFIT accidents on approach.
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Jesus. Nobody said anything about being reminded. You've got to put the gear down at some point...sanjet wrote:You need to be reminded to change power and drop landing gear during approach?!
It's simply method of using the additional drag of the gear to transition from level flight into decent on an approach with a vnav or G/S without increasing speed. It's not a hard rule but it works well when capturing a G/S between 2 and 4 thousand feet above touch down elevation; any more than that and I personally want to keep the speed above gear extension speed until closer to the FAF.
Why is this so complicated? The half a dot above/dot above simply means the G/S needle on the HSI is on half a dot/one dot above the centre of the instrument.
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
I suggest no calls. Keep it quiet in the flight deck. You're doing the scan, you see where the glide is.
But if you insist, it's 1 dot above. You are referring to where you wanna be. I.e. 1 dot ABOVE, you need to go above to capture it (if you are in the descent of course).
But if you insist, it's 1 dot above. You are referring to where you wanna be. I.e. 1 dot ABOVE, you need to go above to capture it (if you are in the descent of course).
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Re: Industry Standard..."Dot Above" vs. "Dot Below"?
Re read the first post.Cat Driver wrote:Why would you deliberately fly one dot off the on glide slope scale?
That is just plain stupid, if you are unable to fly accurately get another job.
The center dot is there for a reason.
Re: Industry Standard..."Dot Above" vs. "Dot Below"?
"One dot to go"
As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship