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GirlInTraining · December 16th, 2005, 16:09

I'm B767Driver... I prefer to stay at a higher altitude, intercept the glideslope sooner, and get established on a final descent profile earlier. Less mucking around with power settings, and a stabilized approach leads to better aircraft control and landings, especially in the weather.

About false glideslope indications: Yes they are certainly possible. If I'm flying an approach and I'm lucky enough to have a copilot, I ask them to verify the altitude passing the FAF. Even before that, though, you *should* be able to recognize that you are descending at some crazy abnormal VVI (underlies the importance of understanding and calculating desired descent rate). If I am staying on glideslope, and my VVI is 1700 fpm, well, something isn't right.

Then again, to each their own technique!

December 16th, 2005, 16:09	#29
GirlInTraining Junior Member Join Date: Aug 2001 Location: Lounging in Pyjamas Posts: 69	I'm B767Driver... I prefer to stay at a higher altitude, intercept the glideslope sooner, and get established on a final descent profile earlier. Less mucking around with power settings, and a stabilized approach leads to better aircraft control and landings, especially in the weather. About false glideslope indications: Yes they are certainly possible. If I'm flying an approach and I'm lucky enough to have a copilot, I ask them to verify the altitude passing the FAF. Even before that, though, you should be able to recognize that you are descending at some crazy abnormal VVI (underlies the importance of understanding and calculating desired descent rate). If I am staying on glideslope, and my VVI is 1700 fpm, well, something isn't right. Then again, to each their own technique! __________________ Flying is hours and hours of boredom - interspersed with moments of stark terror.