Post by LOU on Mar 16th, 2012 at 3:00pm
Boeing247,
Have a look at the approach plate for 19R at KMCI
You picked a somewhat different approach since there is a note (*) in the profile box which defines when to track the glide slope.
In a regular approach where you would be level and drive up to the FAF (final approach fix - the Maltese Cross in this case, 2,600 feet) you could select altitude hold while being vectored or maneuvering to intercept the LOC. At that point, you can select G/S AUTO and arm the autopilot for an automatic capture of the LOC (first) and then the G/S. In G/S AUTO, you must intercept the LOC and be below the G/S intercept altitude. If you are above the G/S altitude, G/S AUTO will not intercept the G/S from above. G/S MAN will intercept both the LOC & G/S - RIGHT NOW - when you select G/S MAN whereas, G/S AUTO will remain on your last heading and altitude until the LOC comes alive. Generally, G/S MAN is only used when already established on LOC & G/S since it would be too rough on the poor passengers. :P
Lou
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Have a look at the approach plate for 19R at KMCI
You picked a somewhat different approach since there is a note (*) in the profile box which defines when to track the glide slope.
In a regular approach where you would be level and drive up to the FAF (final approach fix - the Maltese Cross in this case, 2,600 feet) you could select altitude hold while being vectored or maneuvering to intercept the LOC. At that point, you can select G/S AUTO and arm the autopilot for an automatic capture of the LOC (first) and then the G/S. In G/S AUTO, you must intercept the LOC and be below the G/S intercept altitude. If you are above the G/S altitude, G/S AUTO will not intercept the G/S from above. G/S MAN will intercept both the LOC & G/S - RIGHT NOW - when you select G/S MAN whereas, G/S AUTO will remain on your last heading and altitude until the LOC comes alive. Generally, G/S MAN is only used when already established on LOC & G/S since it would be too rough on the poor passengers. :P
Lou
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