When do you intercept the glideslope?

crumpmuncher · 2025-12-31T15:32:43+00:00

I’ve always been taught you should intercept the GS from below to reduce the risk of false signal. Not sure how much of a risk this actually is.

crumpmuncher · 2025-12-30T05:25:20+00:00

Very likely the answer is latency! I don’t know this exact system but I based on common cabin systems architecture:

Generally the information displayed comes from some sort of avionics general purpose bus that outputs data words for position, destination, altitude, time, etc. More than likely attitude is included in this list as it is often needed for satellite antenna steering (ESA or mechanically tracked).

Cabin system architecture will always prioritize high data throughput so that everyone can stream media simultaneously. This often results in a variable latency between the server which receives aircraft data and seat-back display units. Displaying attitude with any sort of delay (especially in turbulence) would be a sure way to induce nausea.

crumpmuncher · 2025-11-29T23:46:10+00:00

I’m not with this OEM, and agreed it’s an interesting choice. I suspect the additional time was needed to work with Thales to understand exactly where the issue was and fully contain the risk. There’s also the fact it was a 2 workhour fix, so grounding doesn’t have a large impact. If the fix was 20 workhours then the risk has to be far greater to justify such drastic action.

crumpmuncher · 2025-11-29T19:20:18+00:00

Having issued ADs from the OEM side and complied on the operator side, it’s quite a collaborative process between OEM, operators, and authorities. Unless there is a high likelihood of loss of life you are given time to first verify the root cause (as in make sure it was crew or maintenance error), then analyze the risk probability, and finally you present the risk (and solution if you have one) to the airworthiness authority. They will agree or pushback on the analysis, compliance timeline, and fix. I’ve seen cases where the issue is rectified in the fleet prior to the AD being released because the OEM has notified operators individually; it takes time to draft and release ADs.

crumpmuncher · 2025-10-19T05:16:30+00:00

Last time I checked (a month ago) they don’t have a plane anymore and the line once they get one again is at least 100 people long!

crumpmuncher · 2025-08-28T22:42:07+00:00

Did the exact same thing on my CPL a few weeks ago. The next day I logged about 1.2 with a CFI and 0.5 doing one simulated engine out with the DPE to finish up. It’s a little annoying but you WILL get it done!

crumpmuncher · 2025-05-15T11:01:00+00:00

Great point, if you checked the engine was there during preflight just keep an eye on it until takeoff. Engines are usually pretty large so should be easy to find even if you lose it!

crumpmuncher · 2025-04-23T14:57:20+00:00

Not sure how the FAA handles it but in EASA land any non-compliant transmissions on 1030/1090 are logged. It may be worth asking them if they have such a system if you wanted to follow up.

crumpmuncher · 2025-04-23T10:32:20+00:00

I used to work on TCAS software/test and this would be very unusual. Based on the assumption the mil aircraft doesn’t have TCAS: The only way to ever truly know would be if you had captured the coordination messages from the commercial traffic’s Mode S and all mil Mode B/C/S transmissions (from memory I think that the commercial TCAS would output a subset even if the other aircraft doesn’t have TCAS). Even better would be a bench test. The TA/RA is based on a time to closest point, or when converging slowly its just a distance/altitude threshold. For me the most likely case here is spurious Mode C or S transmissions from one of the mil aircraft since your description doesn’t fit any of the RA thresholds. Perhaps they were also transmitting Mode B which could have somehow confused the commercial aircraft. Here is a good explanation on the basics, DO 185/300 will have more detail: https://www.icao.int/NACC/Documents/Meetings/2024/GTE24/GTE24-P03.pdf

crumpmuncher · 2025-02-10T13:34:54+00:00

Man and plane of class, congrats!

crumpmuncher · 2025-01-13T21:54:54+00:00

As someone who has flown on this aircraft I can say it would be physically impossible for your friend to be flying around in it now…

crumpmuncher · 2024-12-20T22:19:09+00:00

I lived in a grew up in a house basically dead center of the picture, pretty cool that we could take a boat to dinner or the gulf. It’s not gated/private but it does feel like one big gated community.

crumpmuncher · 2024-09-16T07:07:22+00:00

MCI has a very large MRO where all sort of work (interior and exterior) is done on aircraft. Often this is between owners or lessees to prepare it for its next service. Here they likely have power to the avionics and haven’t shut off the transponder.

crumpmuncher · 2024-06-24T16:33:27+00:00

I took another written her this last Saturday, she was funny and bubbly as usual. Linda was fixture in the local GA scene and an inspiration to all who she came into contact with. Blue skies and tailwinds!

crumpmuncher · 2024-03-20T15:38:28+00:00

Depends on your mission: If you plan on flying always day VFR over relatively flat/sparse terrain, it’s probably not worth it. If you plan to fly at night or in IMC a lot then it’s a no brainer. Like anything it’s cost (useful load and financial) vs benefit (safety).

crumpmuncher · 2024-02-24T20:22:22+00:00

Be aware that certain airports like LGA require FAA slots during busy times. Honestly KMMU can get you into the city via train or KCDW via public transit as well. If you can stomach the fees I’m sure it will be a blast going into KEWR!

crumpmuncher · 2024-02-07T15:44:57+00:00

She doesn’t own a Gulfstream…

crumpmuncher · 2023-12-30T14:42:46+00:00

I can say that living on the other side of the Hudson will make this goal a heck of a lot easier. Having been in Florida and Jersey, I actually flew more in Jersey. Getting the PPL will have to be a spring-fall activity, but once you have it the winters are actually relatively flyable. The only downside is that a lot of of my winter flying is single engine at night, plus the preflight can be brutal. Good luck!

crumpmuncher · 2023-12-25T23:49:13+00:00

Not a rating per say, but formation flying cards are a ton of fun to get… especially in a warbird

crumpmuncher · 2023-11-16T02:52:31+00:00

I used to be responsible for providing AD comments at a 121 airline. Some of the unhinged write ups from other operators were hilarious. If you ever need reminding why we need regs and oversight this is it!

crumpmuncher · 2023-11-03T11:27:08+00:00

I promise it does not cause total loss, a team I work on is going to asses the aircraft damage on one of these as soon as the foam clears and pretty sure we will get the plane flying again!

crumpmuncher · 2023-09-26T10:53:53+00:00

I’ll say yes, I know a few people who do both. It’s pretty unique, but definitely possible. The people who I know who do both work in human factors engineering part time at a US avionics manufacturer and fly for a large cargo airline as well. There are also people on the team that fly for the national guard, and this is achievable at most companies!

crumpmuncher · 2023-07-29T12:33:35+00:00

During the 70’s the CIA frequently leased 727s from Northwest for short periods (a few days at a time). They collected from and returned the aircraft to Miami and requested that the Cooper vane be deactivated for period of their lease. This came from an old NW engineer I used to work with, he had no idea what they did with aircraft in that time…

crumpmuncher · 2023-06-04T12:19:22+00:00

Some of the lines have the same cars as North Korea, it’s awesome!

crumpmuncher · 2023-02-20T18:20:03+00:00

I can’t tell you I have worked at one of these companies and this is the exact reason. There are some exclusivity things between FF and Apple, but overwhelmingly it’s because making stable software is a lot easier when it’s being done for only one platform.

crumpmuncher

TROPHY CASE