My First ILS to minimums

[CpnCrunch]

As for whether or not I've landed off a 1/2 scale deflection ILS...not that I can remember. Certainly not since I've been flying airlines due to the forementioned policy, and not when I was in the military either.

Do you hand-fly the Airbus ILS to minimums in shitty weather?

I suspect that it's easier to hand-fly an Airbus on the ILS and keep the needles centred than it is on a smaller plane, due to much greater inertia.

[Rockie]

As for whether or not I've landed off a 1/2 scale deflection ILS...not that I can remember. Certainly not since I've been flying airlines due to the forementioned policy, and not when I was in the military either.

Do you hand-fly the Airbus ILS to minimums in shitty weather?

I suspect that it's easier to hand-fly an Airbus on the ILS and keep the needles centred than it is on a smaller plane, due to much greater inertia.

We also have a flight director. On the other hand we are typically going faster so errors are amplified and there's less time to make a correction. Some airplanes are easier to fly IFR no doubt, but where a bus falls compared to the 310 in this video with its equipment I haven't a clue.

[CpnCrunch]

We also have a flight director. On the other hand we are typically going faster so errors are amplified and there's less time to make a correction. Some airplanes are easier to fly IFR no doubt, but where a bus falls compared to the 310 in this video with its equipment I haven't a clue.

Your approach speed is what, 130-140kt? Same as dirtdr. I've done quite a few ILSs on 172s at 120kt and it's quite easy to hold the needles in the centre to about 500ft (when I slow it down to something more reasonable). I imagine it gets more difficult to keep things centred when you get closer to the threshold at 130+ kts.

Anyway, I think dirtdr did a good job holding it to below third-scale deflection at 130kt.

[Rockie]

Your approach speed is what, 130-140kt?

Depends on the weight, plus the approach speed varies as the wind changes. We also do what's called a decelerated approach wherein the first part of the descent on glideslope is done at around 170 knots and flaps 2. Usually around 1800 AGL the airplane is configured to have gear and final flap selected by 1000, and the aircraft on speed with the engines spooled by 500. If this is not all done with the landing checks completed by 500 it's a mandatory go-around. IFR tolerances are 1 dot on the localizer which on the bus is 0.8 degrees. Outside that and it's a go-around. On the approach in the video a transport category aircraft that far off the centerline at that altitude is not in a position to land and is unstable...go-around. If at any time below 500 feet any of the multiple requirements for a stable approach go out of limits it's a go-around.

Stable approaches are taken very seriously in the airline industry.

[BGH]

The fuel in the bus weighs more than the 310 by quite a bit,stabilized approaches are what everyone aims for no matter what your weight but trying to compare the two is a bit much.I've hand flow my 185 to minimums many times &although not perfect the runway was made without much effort ,or exceptional maneuvering - end of story.

Daryl

[BTD]

Does AC have specific criteria for cat I ILS approaches?

Yes. Generally half scale.

Generally half scale is not an SOP, I was asking for specific, ie; 1/3 dot loc and 1/2 dot G\S on CAT II/III.
We do have specific language, like no turns below 500' except to line up with the runway which would apply in this case. I can't find anything specific in the regs or COM that prevent a landing from this approach and I'm sorry if this offends but I don't believe for one second, Rockie et al have not landed from 1/2 scale deflection on an ILS in their career and again, I find nothing that says you must go around.
Correct me if I'm wrong!

I answered yes to your question. Air Canada does have specific criteria for a cat I approach.

What I meant by generally, is that most often that specific criteria is half scale. There may be fleets where the AOM has a different tolerance. I can't speak to all of that. My AOM is half scale loc and half scale g/s.

[Orvlrite]

This is becoming chalk and cheese here. I'm sure many pilots would agree here that it would be very different try to salvage an approach at mins and 1/2 scale loc in a bus. But in a light twin with a 10000'x200' runway it's a whole different ball game/viewpoint and frankly I think he made a decent decision given the situation he was in.

[B208]

Unstable approaches are the bane of the airline industry so yes, when the approach is unstable the proper thing to do is follow the rules and go-around. Bad things can happen if you don't.

Key concept there is airline meaning transport category aircraft meaning large aircraft. Had the OP been flying an A320, or even a lowly Dash-8 he would not have been able to do what he did; there would have been just too much inertia to overcome and stay stable.

However, he was not in a large aircraft, he was in a light aircraft. Not a lot of inertia. A light aircraft can be manouvered like that safely. The key determining factor is pilot comfort and skill.

Now my own personal rant: Why do people insist on flying C150s like they are A320s? You leave so much capability and room for skill development un-tapped when you do that.

[icewa]

F..K Yea!!!! Awesome first approach down to minimums!!! I love hand bombing down to mins.