Transition from an ILS to landing

ASpilot2be

ASpilot2be

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One comment the examiner made about my ILS is that I kind of dove for the runway when I "broke out". As a result I landed short of where I should have.

Do you continue flying the needles to landing? Or do you just transition to a visual approach and land normally? Just trying to figure out how others do it.
 
I teach my students to track the glideslope all the way down to the runway, so you should be touching down at the aiming point markings on the runway which is roughly about a 1000 feet from the threshold. The following is from the Instrument PTS.

16. Maintains localizer and glideslope within ¾-scale deflection
of the indicators during the visual descent from DA/DH to a
point over the runway where glideslope must be abandoned
to accomplish a normal landing.

So you would have to stay on glideslope atleast until you cross the threshold. If you try to land on the threshold, the glideslope will go full scale.
 
LOC-D said:
I teach my students to track the glideslope all the way down to the runway, so you should be touching down at the aiming point markings on the runway which is roughly about a 1000 feet from the threshold. The following is from the Instrument PTS.

16. Maintains localizer and glideslope within ¾-scale deflection
of the indicators during the visual descent from DA/DH to a
point over the runway where glideslope must be abandoned
to accomplish a normal landing.

So you would have to stay on glideslope atleast until you cross the threshold. If you try to land on the threshold, the glideslope will go full scale.
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Thanks. I will try following the glideslope until crossing the threshold.
 
Chances are really good the DPE was a jet/ airline guy.
Keep it smooth and put her down in the touchdown zone, following the GS will help with that.

If your flying a smaller piston/ turbine there's nothing wrong dipping below the GS to make a turn off. Most places consdider anything up to 1000/min descents stabilized.
 
ASpilot2be said:
One comment the examiner made about my ILS is that I kind of dove for the runway when I "broke out". As a result I landed short of where I should have.

Do you continue flying the needles to landing? Or do you just transition to a visual approach and land normally? Just trying to figure out how others do it.
Click to expand...
As usual, "it depends." If I'm sure I'm not going to hit anything and if it's beautiful weather underneath...

Generally speaking, the duck under maneuver doesn't (and sometimes mayn't) happen with larger airplanes. You are expected/required to follow the glideslope until decision height, and you may not operate below the glidepath on a runway so equipped in a large, multiengine aircraft.
 
ASpilot2be said:
Do you continue flying the needles to landing? Or do you just transition to a visual approach and land normally? Just trying to figure out how others do it.
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Considering the glideslope needle on an ILS is about 3°, what would you consider landing "normally"?

At least for training and testing purposes, the expectation is that you will continue to fly the needles to DA. Not really a bad idea - you can do a search in the NTSB accident database and probably find some accidents where the pilot =thought= he was in the clear and flew down short into the ground. Sort of the extreme of your own landing short of your target.
 
ASpilot2be said:
One comment the examiner made about my ILS is that I kind of dove for the runway when I "broke out". As a result I landed short of where I should have.

Do you continue flying the needles to landing? Or do you just transition to a visual approach and land normally? Just trying to figure out how others do it.
Click to expand...

After DA, I personally stay about 20-30% on the gauges while looking outside at the runway for the rest of the time. Under 100' AGL, I'm almost completely visual, and below 50' (crossing the threshold) I'm 100% visual. Keeping an eye on the GS/LOC after DA is a good method for keeping yourself from ducking under, or as some do, pitching up. However, don't stay so focused on the gauges that you forget that you're landing an airplane. :)
 
In a light GA (probably) nothing bad is going to happen if you duck under a bit. If you do that in something bigger, even a wimpy RJ you run a very real risk if taking out approach lighting with your wheels.
 
Like everyone else said, it's best to stay on the glide slope until 100ft or say. At the very least you'd want to stay on the VASI or PAPI for visual references. For checkride purposes I usually tell the examiner that "I'm on the PAPI" because sometimes it may not coincide with the glide slope.
 
Last checkride I did with the FAA he said I was a "typical 135 pilot" because I ducked under. I got chastised yet still passed ;) I told him I was practicing a short field landing :D
 
Just my .02 after 46 and a half zillion ILS's in a Seminole...

Ride that GS all the way down to about the numbers and then lightly bring her to idle and hold 2 degrees pitch up and she'll slide down on the 1000's
 
Thanks for all the advice. I may have the IR, but I still have a lot of learning to do.
nosehair said:
Practice following the glideslope all the way to the flare. Someday you may need to.
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I will try that.
Nark said:
Chances are really good the DPE was a jet/ airline guy.
Keep it smooth and put her down in the touchdown zone, following the GS will help with that.

If your flying a smaller piston/ turbine there's nothing wrong dipping below the GS to make a turn off. Most places consdider anything up to 1000/min descents stabilized.
Click to expand...
He was a jet guy.
MidlifeFlyer said:
Considering the glideslope needle on an ILS is about 3°, what would you consider landing "normally"?
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By "normally" I mean focusing your attention outside the aircraft, rather than the needles. Once I "breakout" I have a tendency to land as if I were flying a visual approach.

dasleben said:
After DA, I personally stay about 20-30% on the gauges while looking outside at the runway for the rest of the time. Under 100' AGL, I'm almost completely visual, and below 50' (crossing the threshold) I'm 100% visual. Keeping an eye on the GS/LOC after DA is a good method for keeping yourself from ducking under, or as some do, pitching up. However, don't stay so focused on the gauges that you forget that you're landing an airplane. :)
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That sounds like what I do, although I could spend more time looking at the gauges.

BobDDuck said:
In a light GA (probably) nothing bad is going to happen if you duck under a bit. If you do that in something bigger, even a wimpy RJ you run a very real risk if taking out approach lighting with your wheels.
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That is a good point.
KLB said:
Like everyone else said, it's best to stay on the glide slope until 100ft or say. At the very least you'd want to stay on the VASI or PAPI for visual references. For checkride purposes I usually tell the examiner that "I'm on the PAPI" because sometimes it may not coincide with the glide slope.
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That is a good call. I will do that next time.
 
ASpilot2be said:
Thanks for all the advice. I may have the IR, but I still have a lot of learning to do.

I will try that.

He was a jet guy.

By "normally" I mean focusing your attention outside the aircraft, rather than the needles. Once I "breakout" I have a tendency to land as if I were flying a visual approach.


That sounds like what I do, although I could spend more time looking at the gauges.


That is a good point.

That is a good call. I will do that next time.
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Just like every other rating you will earn, it is a ticket to learn. On subject, I've started to follow the glideslope all the way down, unless it's busy and I want to make the first turnoff.
 
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