JECKEL
God's Own Drunk
- Joined
- Nov 27, 2001
- Posts
- 402
Arriving crews into CVG now run the risk of being violated after they have been cleared for the ILS approach for runway 18C. (not the visual)
Local ATC has threatened future violation action for pilots due to vertical separation after being cleared for the ILS to 18C.
Crews are being told to maintain 7000 until LAMAH (20 DME off the ISIC) and then cleared for the ILS 18C. Crews who interecept and follow the glideslope just after LAMAH are finding themselves, according to local ATC, 200 to 300 below the ANTRI stepdown fix (6000) at the 17.2 DME. This is causes vertical seperation problems for approaches on the other two runways even in VMC conditions. (Especially in VMC conditions is what approach is complaining about)
So here is my question ... at what distance can you safely/legally intercept and follow the glideslope and not impede on any stepdown fixes? When MUST you stepdown and stepdown, etc before you can intercept the glideslope?
In my research I found some generic information that says LOCs are USUALLY only reliable to 18 NM and GLIDESLOPEs are USUALLY only reliable to 10 NM. Does this have any relevance?
In addition, a representative of the local ATC stated that DELTA pilots almost always cross LAMAH at 7000, stepdown to 6000 to cross ANTRI, stepdown to 5000 to cross DULEY and intercept the GS at the point preventing any vertical separation errors, while almost all COMAIR pilots just intercept the GS at LAMAH/7000 follow it down and are 200-300 feet low at ANTRI causing TERP related vertical speration problems. Go Figure.
Local ATC has threatened future violation action for pilots due to vertical separation after being cleared for the ILS to 18C.
Crews are being told to maintain 7000 until LAMAH (20 DME off the ISIC) and then cleared for the ILS 18C. Crews who interecept and follow the glideslope just after LAMAH are finding themselves, according to local ATC, 200 to 300 below the ANTRI stepdown fix (6000) at the 17.2 DME. This is causes vertical seperation problems for approaches on the other two runways even in VMC conditions. (Especially in VMC conditions is what approach is complaining about)
So here is my question ... at what distance can you safely/legally intercept and follow the glideslope and not impede on any stepdown fixes? When MUST you stepdown and stepdown, etc before you can intercept the glideslope?
In my research I found some generic information that says LOCs are USUALLY only reliable to 18 NM and GLIDESLOPEs are USUALLY only reliable to 10 NM. Does this have any relevance?
In addition, a representative of the local ATC stated that DELTA pilots almost always cross LAMAH at 7000, stepdown to 6000 to cross ANTRI, stepdown to 5000 to cross DULEY and intercept the GS at the point preventing any vertical separation errors, while almost all COMAIR pilots just intercept the GS at LAMAH/7000 follow it down and are 200-300 feet low at ANTRI causing TERP related vertical speration problems. Go Figure.