PeanuckleCRJ
Hurrrrrrrr
- Joined
- Jul 21, 2004
- Posts
- 1,684
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Only with reference to specific procedures and profile flying. The FAF on the ILS is depicted by the maltese cross on the approach. It can be defined only by a second navaid or DME.
Its called a "fluid conversation". Try to visualize things "outside the box". I am trying to clarify things to someone who was completely wrong about what he/she said. I got a little mixed up and made a boo-boo. Get over it, I did. Lets keep talking.Man ...
You are WRONG..
So much for reading your posts in the future.
You are quick to spout off but evidently should read more and talk/post less!
yes it is. the final approach fix on an ILS is ALWAYS the PUBLISHED Glide Slope Intercept Altitude (including any lower authorized altitude which will be noted on the plate). The FAF doesn't magically move depending on where you decided to intercept at. On NACO charts it's the lightning bolt symbol and on Jepps it's where the published altitude intercepts the feather. The Maltese cross is for non-precision use ONLY. I think that you are confusing the published glideslope altitude at the FIX (which is for "reality check" purposes) and the GSIA. In the case of CVG's ILS 18C, they are the same. Check out BOS ILS 4R. The GSIA/FAF is 1800, but the GS altitude at MILTT is 1723.Yeah, that was my bad.
My point still stands. GS intercept is not always the FAF on a precision approach.
No its not.yes it is.
It will be the lowest altitude only. There will be no other step downs for a precision approach.the final approach fix on an ILS is ALWAYS the PUBLISHED Glide Slope Intercept Altitude (including any lower authorized altitude which will be noted on the plate).
Thats what I am saying!The FAF doesn't magically move depending on where you decided to intercept at.
I did, and I noted that. Thanks.On NACO charts it's the lightning bolt symbol and on Jepps it's where the published altitude intercepts the feather. The Maltese cross is for non-precision use ONLY. I think that you are confusing the published glideslope altitude at the FIX (which is for "reality check" purposes) and the GSIA.
i don't understand this statement. give me an example of when you think the FAF on an ILS is not the published GSIA. remember that i am saying there may be a caveat on the plate that a lower GSIA is authorized. for example, the lightning bolt altitude will say something like "*1500 when authorized by ATC" and only used if ATC clears you down to that altitude PRIOR to intercepting. either way, it will still be PUBLISHED on the plate. the FAF can't ever be some point or location that gets made up on the fly.No its not.
It will be the lowest altitude only. There will be no other step downs for a precision approach.
I am talking about a straight forward ILS approach. Special notations do not apply to what I am talking about.i don't understand this statement. give me an example of when you think the FAF on an ILS is not the published GSIA. remember that i am saying there may be a caveat on the plate that a lower GSIA is authorized. for example, the lightning bolt altitude will say something like "*1500 when authorized by ATC" and only used if ATC clears you down to that altitude PRIOR to intercepting. either way, it will still be PUBLISHED on the plate. the FAF can't ever be some point or location that gets made up on the fly.
GLIDESLOPE INTERCEPT ALTITUDE- The minimum altitude to intercept the glideslope/path on a precision approach. The intersection of the published intercept altitude with the glideslope/path, designated on Government charts by the lightning bolt symbol, is the precision FAF; however, when the approach chart shows an alternative lower glideslope intercept altitude, and ATC directs a lower altitude, the resultant lower intercept position is then the FAF.