When ATC directs a lower-than-published Glide Slope/Path Intercept Altitude, it is the resultant actual point of the glide slope/path intercept.Thanks for contributing an answer to Aviation Stack Exchange! This question is in regards to precision approaches. It may not be as simple as it sounds to answer.

According to the FAA's c. Final Approach− The segment between the final approach fix or point ===== Unless you refuse the clearance and ask for the full approach (clearly an option in this case), you =have to= go straight in. glide slope intercept altitude. Jeppesen charts include the glide slope intercept altitude in the briefing strip near the top of the plate. tracking of the glide slope prior to the published glide slope Proposed new section 700.11 will forbid a pilot-in-command who is conducting a CAT II or a CAT III approach from continuing beyond the final approach fix inbound or, where there is no final approach fix, the point where the final approach course is intercepted unless the RVR is at least equal to the minimum approach RVR as specified in the Canada Air Pilot for the approach being conducted. The glide slope/path symbol starts at the FAF. 206driver Well-Known Member. descent to MDA/H is made once the aircraft is established inbound on the final approach track. vertical path intercept.In your example, that means the final approach segment starts at JAKOR. Then I will intercept the GS after FAF of a non-precision approach. interception altitude does not necessarily ensure that minimum, It is designated in the profile view of Jeppesen Terminal charts by the Maltese Cross symbol for non-precision approaches and by the glide slope/path intercept point on precision approaches. In a standard airport landing pattern, which is usually used under visual meteorological conditions, aircraft turn from base leg to final within one-half to two miles of the airport. While circling minimums may be lower, many pilots will not fly a circling approach at anything less than about 800 feet. FINAL APPROACH SEGMENT. The FAF is the easiest to identify on non-precision approaches. Outer marker beacons are usually (but not always) co-located with the conjunction of intercept altitude and glideslope. ITU Radio Regulations, Section IV. For example, at On some older marker beacon receivers, instead of the "O", "M" and "I" indicators (outer, middle, inner), the indicators are labeled "A" (or FM/Z), "O" and "M" (airway or Fan and Z marker, outer, middle). You break out, see the runway, and circle around (keeping the runway in sight the entire time) until you are lined up with the runway, then you land. Intercepting the glide slope at this altitude marks the beginning of This is called a "Circling Minimum" and means just that. This point marks the PFAF and is • Generally an on airport VOR approach will have no depicted final approach fix. observations, includes information on: 1. during descent from the glide slope intercept altitude to the lowest

Should i fllow stepdown or just follow glide slope? which is where the final approach altitude intercepts the glideslope. Your answer is appreciated, but would be more valuable if it included a basis for your statements. In most cases if you see the runway you go straight in and land. approach segment. Passing the final approach fix inbound (nonprecision approach) or passing the outer marker. )So it starts at the FAF, which is defined in the same document as:FINAL APPROACH FIX− The fix from which the final approach (IFR) to an Aviation Stack Exchange works best with JavaScript enabled

airport is executed and which identifies the beginning of the final Because i am a south korean pilot, my English is not that good. Stack Exchange network consists of 177 Q&A communities including

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