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OT & Cross Post - reflections on the transition from anal

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MauleDriver(at)nc.rr.com
Guest

Posted: Mon Mar 01, 2010 6:55 am Post subject: OT & Cross Post - reflections on the transition from anal

I think part of the perversity of this incident is that the installation 

was officially 'unmonitored' at the time which I think means that no 

person is available to monitor the monitor and therefore issue the NOTAM 

that hopefully gets to you before you get to the approach.  Then the 

fact that this particular type of failure  still transmits a carrier and 

therefore didn't flag the glideslope indicator created the situation 

that this NZ airliner encountered.  Then the  .05G pushover 'feature' of 

the FMS.  Fascinating.



I'm not up on the WAAS based technology but I think a WAAS-based 

appoach  is what you would compare this to - does RAIM apply to WAAS 

precision  approaches? 



Bill

do not archive



Kelly McMullen wrote:

 	  Quote: 	
		   



 Every ILS has a monitor for localizer and glideslope, and if they

 aren't functioning properly there will be a notam that the monitor is

 out of service and the component is unmonitored. If you lose RAIM on

 GPS you have no backup other than VHF equipment, assuming you aren't

 trying to use GPS as sole source of nav.

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MauleDriver(at)nc.rr.com
Guest

Posted: Mon Mar 01, 2010 10:03 am Post subject: OT & Cross Post - reflections on the transition from anal

That's part of what makes this particular incident so fascinating... the 

rare instance I guess but it came close to taking out an airliner.  Very 

close.  Watch the account if you haven't already.



Kelly McMullen wrote:

 	  Quote: 	
		   



 ILSs are setup either monitored in a full time tower, or they are

 setup for the "monitor", a far field receiver to shut down the

 component if it goes out of tolerance or has any other alarm. So

 unmonitored should be rather rare. No different than a VOR..either FSS

 monitors or it is automatic.



 On Mon, Mar 1, 2010 at 7:36 AM, Bill Mauledriver Watson

 <MauleDriver(at)nc.rr.com> wrote:

   

> 

> <MauleDriver(at)nc.rr.com>

>

> I think part of the perversity of this incident is that the installation was

> officially 'unmonitored' at the time which I think means that no person is

> available to monitor the monitor and therefore issue the NOTAM that

> hopefully gets to you before you get to the approach.  Then the fact that

> this particular type of failure  still transmits a carrier and therefore

> didn't flag the glideslope indicator created the situation that this NZ

> airliner encountered.  Then the  .05G pushover 'feature' of the FMS.

>  Fascinating.

>

> I'm not up on the WAAS based technology but I think a WAAS-based appoach  is

> what you would compare this to - does RAIM apply to WAAS precision

>  approaches?

> Bill

> do not archive

>

> Kelly McMullen wrote:

>     

>> 

>>

>> Every ILS has a monitor for localizer and glideslope, and if they

>> aren't functioning properly there will be a notam that the monitor is

>> out of service and the component is unmonitored. If you lose RAIM on

>> GPS you have no backup other than VHF equipment, assuming you aren't

>> trying to use GPS as sole source of nav.

>>

>>

>>

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