Diving for glideslope
02-08-2007, 06:53 PM
#1
Gets Weekends Off
Thread Starter
Joined APC: Sep 2006
Position: Left Seat
Posts: 378
Diving for glideslope
Ok here's nother one.
I was warned and have experienced that at Skywest's sim ride for the interview they will give you a clearance for approach when it's almost impossible to get on the glideslope. Several people warned me about this one and at my interview several people said they had the same thing at tried to make it down inside the marker. They never made it and using time reached the MAP and went missed. So what is the thing to do? I know what I'd do in real life. I'd ask ATC for a vector for descent or ask for a 360 to lose altitude but how does it look at the interview when people are going missed all the time after trying to make the GS?
I was warned and have experienced that at Skywest's sim ride for the interview they will give you a clearance for approach when it's almost impossible to get on the glideslope. Several people warned me about this one and at my interview several people said they had the same thing at tried to make it down inside the marker. They never made it and using time reached the MAP and went missed. So what is the thing to do? I know what I'd do in real life. I'd ask ATC for a vector for descent or ask for a 360 to lose altitude but how does it look at the interview when people are going missed all the time after trying to make the GS?
02-08-2007, 06:57 PM
#2
Gets Weekends Off
Joined APC: Jun 2006
Position: ERJ FO
Posts: 1,276
Pull the power to idle and push the nose as far down as possible. Once at 150 ft and below the clouds, clear yourself for a visual and land. Style points will be awarded for landing in the first 10 feet of the runway.
02-08-2007, 07:32 PM
#4
New boss = Old boss
Joined APC: Mar 2005
Position: Ca B737
Posts: 2,762
First of all are, are you talking precision or non-precision. It doesn't really matter though. Do not accept the clearance if you have to dive like a madman to get on profile. Ask for vectors or fly a procedure turn. Do something proactive. Don't be forced to do something unsafe.
They are looking for judgement and good airmanship on a sim ride. On my Alaska NDB I ended up pretty far left of course. I turned toward the airport and could see that it was going to be ugly. I went around. The sim instructor said he would have busted me if I had tried to make it. Lesson learned.
They are looking for judgement and good airmanship on a sim ride. On my Alaska NDB I ended up pretty far left of course. I turned toward the airport and could see that it was going to be ugly. I went around. The sim instructor said he would have busted me if I had tried to make it. Lesson learned.
02-08-2007, 08:01 PM
#5
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 40,044
SKW wants to see what you'd do in a REAL airplane...fly the sim as though it was for real, ie don't attempt impossible, illegal, or reckless profiles (unless you'd do that for real, in which case I guess I won't see you on line 
).
They will love it if you have the cajones to correct or stand up to ATC.
).They will love it if you have the cajones to correct or stand up to ATC.
02-08-2007, 08:47 PM
#8
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Joined APC: Oct 2006
Position: CRJ left
Posts: 248
Ok, I got a question for you guys.
If you are cleared for a full ILS approach and you're on a feeder route or initial approach segment that is taking you to the final approach course (ie. a base leg) and you join the final many miles before the GS intercept altitude on the plate, but happen to be right on the glideslope, what do you do?
Do you dive down to GS intercept altitude, level-off, and wait for the GS to come back down, or do you just join the GS right there?
The second option is certainly more comfortable for the pax, but which one is preferable in a job interview?
For example, lets take the ILS 24R at LAX. If you're coming from the north transitions, you'll be at 4,000' approaching MERCE. But if you start your turn inbound at the LAX 057 lead radial, you will naturally intercept the LOC past MERCE, and you happen to be exactly on glideslope. What would you do? I'm pretty sure both options are legal, since those are minimum altitudes, not mandatory. But what do you think would be better in an interview?
BTW, this approach is very common at the SKW interview.
If you are cleared for a full ILS approach and you're on a feeder route or initial approach segment that is taking you to the final approach course (ie. a base leg) and you join the final many miles before the GS intercept altitude on the plate, but happen to be right on the glideslope, what do you do?
Do you dive down to GS intercept altitude, level-off, and wait for the GS to come back down, or do you just join the GS right there?
The second option is certainly more comfortable for the pax, but which one is preferable in a job interview?
For example, lets take the ILS 24R at LAX. If you're coming from the north transitions, you'll be at 4,000' approaching MERCE. But if you start your turn inbound at the LAX 057 lead radial, you will naturally intercept the LOC past MERCE, and you happen to be exactly on glideslope. What would you do? I'm pretty sure both options are legal, since those are minimum altitudes, not mandatory. But what do you think would be better in an interview?
BTW, this approach is very common at the SKW interview.
02-08-2007, 08:55 PM
#9
Gets Weekends Off
Thread Starter
Joined APC: Sep 2006
Position: Left Seat
Posts: 378
Ok, I got a question for you guys.
If you are cleared for a full ILS approach and you're on a feeder route or initial approach segment that is taking you to the final approach course (ie. a base leg) and you join the final many miles before the GS intercept altitude on the plate, but happen to be right on the glideslope, what do you do?
Do you dive down to GS intercept altitude, level-off, and wait for the GS to come back down, or do you just join the GS right there?
The second option is certainly more comfortable for the pax, but which one is preferable in a job interview?
For example, lets take the ILS 24R at LAX. If you're coming from the north transitions, you'll be at 4,000' approaching MERCE. But if you start your turn inbound at the LAX 057 lead radial, you will naturally intercept the LOC past MERCE, and you happen to be exactly on glideslope. What would you do? I'm pretty sure both options are legal, since those are minimum altitudes, not mandatory. But what do you think would be better in an interview?
BTW, this approach is very common at the SKW interview.
If you are cleared for a full ILS approach and you're on a feeder route or initial approach segment that is taking you to the final approach course (ie. a base leg) and you join the final many miles before the GS intercept altitude on the plate, but happen to be right on the glideslope, what do you do?
Do you dive down to GS intercept altitude, level-off, and wait for the GS to come back down, or do you just join the GS right there?
The second option is certainly more comfortable for the pax, but which one is preferable in a job interview?
For example, lets take the ILS 24R at LAX. If you're coming from the north transitions, you'll be at 4,000' approaching MERCE. But if you start your turn inbound at the LAX 057 lead radial, you will naturally intercept the LOC past MERCE, and you happen to be exactly on glideslope. What would you do? I'm pretty sure both options are legal, since those are minimum altitudes, not mandatory. But what do you think would be better in an interview?
BTW, this approach is very common at the SKW interview.
