100 Sentences With "glide slope" | Random Sentence Generator

" But, he added, "We don't want to be on a glide slope to a situation like Syria and Iraq.

"Nobody wants to see Libya on a glide slope to the kind of situation that already engulfed Syria and Iraq," Carter told reporters in Brussels after the meeting Thursday.

"The concern there is that Libya not get on a glide slope to the kind of situation that we find elsewhere, where (Islamic State), in a politically disrupted environment, seizes a foothold, gathers a piece of territory from which it is able to tyrannize people, and plot operations elsewhere," Carter said.

Due to the complexity of ILS localizer and glide slope systems, there are some limitations. Localizer systems are sensitive to obstructions in the signal broadcast area, such as large buildings or hangars. Glide slope systems are also limited by the terrain in front of the glide slope antennas. If terrain is sloping or uneven, reflections can create an uneven glidepath, causing unwanted needle deflections.

A horizontal needle allows the pilot to follow a glide slope when the instrument is used with an ILS.

The pilot then rolled the STA at , from landing. The nose of the aircraft was then dropped to increase speed to , descending at a 20-degree angle on the outer glide slope (OGS). The outer glide slope aiming point was short of the runway threshold, and used PAPIs for visual guidance in addition to the MLS system. At the guidance system changed to pre-flare and shortly after, at , the pilot started the flare maneuver to gradually reduce the descent angle and transition to the inner glide slope (IGS) which was 1.5 degrees from onwards, using a "ball-bar" system for visual guidance.

Pilots need some form of control over the glide slope to land the glider. In powered aircraft, this is done by reducing engine thrust. In gliders, other methods are used to either reduce the lift generated by the wing, increase the drag of the entire glider, or both. Glide slope is the distance traveled for each unit of height lost.

Glide slope station which is an antenna array sited to one side of the runway touchdown zone is also available towards runway (06/24).

London City Airport, for example, has a 5.5° approach, and only aircraft that can maintain such an approach are permitted to use the airport. A composite image of an Alliance Airlines Fokker 70 on final approach at Christmas Island Airport, illustrating the approach slope to the runway The term glide slope is often applied to mean approach slope although to be correct, glide slope applies to the vertical guidance element of the Instrument Landing System.

Traditional instruments have long used color, but lack the ability to change a color to indicate some change in condition. The electronic display technology of EFIS has no such restriction and uses color widely. For example, as an aircraft approaches the glide slope, a blue caption can indicate glide slope is armed, and capture might change the color to green. Typical EFIS systems color code the navigation needles to reflect the type of navigation.

The National Transportation Safety Board investigated the accident. NTSB investigators determined the probable cause of the accident to be crew error, in attempting a visual no-glide-slope approach at night during deteriorating weather conditions, without an adequate altimeter cross-reference. The governor of Ohio, Jim Rhodes, requested runway 18 be closed. After the runway reopened, high intensity lights were installed on the hillside along with glide-slope equipment beacons on recommendation of the National Transportation Safety Board.

Some runways have ILS only in one direction, this can however still be used (with a lower precision) known as back beam or "Back Course" which is not associated with a glide slope.

The airport covers and has two concrete runways: 6/24 is 5,500 x 100 ft (1,676 x 30 m) and 12/30 is 4,000 x 75 ft (1,219 x 23 m), both in good condition. Runway 24 is equipped with an ILS system with MALSR approach lighting. Runways 6/24 are equipped with VASI glide slope indicators and runways 12/30 are equipped with PAPI glide slope indicators. At night, all approach lighting can be activated via CTAF (Preset OFF).

Alongside the Chequerboard approach, there was a lesser known approach into Kai Tak that led aircraft over the Stonecutters' DME at a heading of 040 and led into a ~90° turn to line up on Runway 13. This approach was used extremely infrequently, since the Chequerboard approach had a localiser and glide slope to work off of, and DMEs are very rarely used in commercial aviation today. It generally can be assumed this approach was used when the localiser and glide slope were offline for maintenance.

The Dutch Safety Board stated that the approach was not stabilized; hence, the crew ought to have initiated a go- around. The autopilot followed the glide slope while the autothrottle reduced thrust to idle, owing to a faulty radio altimeter showing an incorrect height. This caused the airspeed to drop and the pitch attitude to increase; all this went unnoticed by the crew until the stick shaker activated. Prior to this, air traffic control caused the crew to intercept the glide slope from above; this obscured the erroneous autothrottle mode and increased the crew's workload.

This is because a parachute does not allow the pilot to finely adjust the glide slope. Consequently, a pilot may have to jettison the parachute entirely, if the glider is not going to reach the desired landing area.

In the United States, back course approaches are typically associated with Category I systems at smaller airports that do not have an ILS on both ends of the primary runway. Pilots flying a back course should disregard any glide slope indication.

The aircraft was far below its glide slope when it passed over these houses in Peeks Brook Lane, Fernhill, hitting trees, chimneys and television aerials. Investigators found the cause of the crash was pilot error by the captain. His decision to land at Gatwick was an "error of judgment" brought about by the "deceptive nature" of the weather conditions, which were very difficult—although this itself did not cause the accident. Instead, failure to extend the flaps in the correct sequence and at an appropriate speed caused the aircraft to fall below its glide slope, roll to the right in a nose-high attitude, and crash.

Additionally, since the ILS signals are pointed in one direction by the positioning of the arrays, glide slope supports only straight-line approaches with a constant angle of descent. Installation of an ILS can be costly because of siting criteria and the complexity of the antenna system. ILS critical areas and ILS sensitive areas are established to avoid hazardous reflections that would affect the radiated signal. The location of these critical areas can prevent aircraft from using certain taxiwaysFAA, ILS Glide Slope Critical Area Advisory (archived): pg 4, ILS Course Distortion leading to delays in takeoffs, increased hold times, and increased separation between aircraft.

Captain Basuki asked First Officer Eri to check their landing configuration. After the check, the crew decided to continue its landing attempt. Captain Basuki then decided to fly the aircraft slightly below the glide slope. At 16:30 local time, Flight 62 touched down the runway.

While the crew was attempting to regain the altitude, the aircraft deviated further from its planned track. The localize deviation number rose to +1.75. After the aircraft "captured" the glide slope from above, the Captain armed the approach mode. However, it was too late, and no capture occurred.

STANAG 1236 Glide Slope Indicators for Helicopter Operations from NATO Ships is a NATO Standardization Agreement which establishes minimum standard requirements for the nomenclature; light characteristics; beam spread and elevation; intensity and intensity control; stabilisation; and installation of glideslope indicators used in helicopter operations between ships of NATO nations.

LSO NATOPS manual The IFLOLS has two modes of stabilisation: line and inertial. The most precise is inertial stabilisation. In line stabilisation, the glide path is stabilised to infinity. As the deck pitches and rolls, the source lights are rolled to maintain a steady glide- slope fixed in space.

It states that numerical methods can be used to evaluate the frangibility of structures, but that the analytical models should still be verified through a series of representative field tests. Of all equipment or installations at airports required for air navigation purposes, ICAO has not yet formulated frangibility criteria for the tower structure supporting the ILS glide path antenna, "considering its unique nature", basically: its size. A first publication on this subject is given in "Frangible design of instrument landing system/glide slope towers".M.H. van Houten, H. Gottschalk, C. Rooks, R. Miller, P. Tölke, "Frangible design of instrument landing system/glide slope towers", International Crashworthiness Conference, ICRASH2010, Leesburg, VA, USA, Sept.

The ratio of white to red lights seen is dependent on the angle of approach to the runway. Above the designated glide slope a pilot will observe more white lights than red; at approaches below the ideal angle more red lights than white will be seen. For the optimum approach angle the ratio of white to red lights will remain equal throughout, for most aircraft, the exceptions being the Boeing 747 and now retired Concorde. With the 747, because the cockpit is approximately 20 feet behind the nose and much higher than other aircraft, the flight crew in a 747 will typically see one red and three white lights when they are on the glide slope.

The first full service fixed-base operator opened in 1992. A second full service fixed-base operator opened a year later. That same year, the Georgia State Patrol Hangar was constructed. The Air Traffic Control Tower was opened in 1995, followed by an Instrument Landing System glide slope the next year.

An aircraft approaching a runway is guided by the ILS receivers in the aircraft by performing modulation depth comparisons. Many aircraft can route signals into the autopilot to fly the approach automatically. An ILS consists of two independent sub-systems. The localizer provides lateral guidance; the glide slope provides vertical guidance.

These include the Horizontal Situation Indicator (HSI) and Attitude Director Indicator (ADI). The HSI combines the magnetic compass with navigation signals and a Glide slope. The navigation information comes from a VOR/Localizer, or GPS. The ADI is an Attitude Indicator with computer-driven steering bars, a task reliever during instrument flight.

The aircraft was equipped with a VHF navigation receiver, glide slope receiver, marker beacon receiver, ADF receiver, Loran receiver, doppler radar, and a transponder; but the aircraft did not have any flight recorders. No mechanical issues were reported, and the center of gravity and weight of the DC-8 were within permitted parameters.

Believing that the glide slope had been captured, the crew shifted their attention to the horizontal navigation. As Flight 5672 descended, multiple alarms and warnings began to sound. The captain then announced "go-around" and added more thrust to the engines. However, due to the low airspeed at the time, the aircraft failed to ascend.

The NTSB blamed the pilots for the crash. Captain St. Germain failed to stabilize the approach, cross check the instruments, and descended below the minimum altitude. First Officer Montana failed to monitor the approach. The contributing factors to the crash were weather and possible precipitation static interference, which could have caused unreliable glide slope indications.

Shell Lake Municipal Airport (ICAO: KSSQ, FAA LID: SSQ) is located southeast of the central business district. It has a year-round 3,711-foot asphalt runway with pilot controlled medium intensity runway lights, PAPI visual glide slope indicators and both GPS and VOR/DME based instrument approaches. It averages over 12,600 takeoffs and landings per year.

The spoilers deployed into the free stream and began a limit cycle forcing the pilot (Mike Melvill) to abort. The spoilers were subsequently disabled completely and the desire for a steep glide slope matching SpaceShipOne was abandoned. White Knight next flew on August 5, 2002, and this time performed well. Development proceeded over the next few months.

The captain took over control of the airplane, attempting to continue the approach. Both crew members had very little time to adapt to their new roles as the airplane was descending below the glide slope. The plane continued to descend until it struck trees and crashed. All 16 occupants (3 crew members and 13 passengers) perished in the accident.

A clearance to land on runway 28L was given two minutes later. The aircraft was descending through an altitude of when the stick shaker activated and sounded for 3 seconds. After 1.5 seconds, the stick shaker sounded again. The aircraft continued to descend below the glide slope until it collided with a stand of trees in a high nose-up attitude.

The shape of the wings are a specially designed shape called an airfoil. Underwater gliders use this same principle and design to glide underwater. The way weight is distributed within the underwater glider helps with this by putting the center of gravity at or just in front of the leading edge of the wings. This promotes an efficient and smooth glide slope.

Two signals are transmitted on one of 40 ILS channels. One is modulated at 90 Hz, the other at 150 Hz. These are transmitted from co-located antennas. Each antenna transmits a narrow beam. Localizer (LOC) and glide slope (G/S) carrier frequencies are paired so that the navigation radio automatically tunes the G/S frequency which corresponds to the selected LOC frequency.

At various stages of a flight, a pilot needs different combinations of data. Ideally, the avionics only show the data in use—but an electromechanical instrument must be in view all the time. To improve display clarity, ADIs and HSIs use intricate mechanisms to remove superfluous indications temporarily—e.g., removing the glide slope scale when the pilot doesn't need it.

Both the U.S. Navy and Royal Navy employed LSOs. The main difference between American and British LSOs was the nature of their signals. Generally, U.S. Navy signals were advisory, such as indicating whether the plane was on glide slope, too high, or too low. On the other hand, Royal Navy signals were usually mandatory, such as ordering the pilot to add power, or come port.

Exceptions are made for emergencies and planned maintenance. In practice, dual runway operations incorporating Runway 2 (23L/05R) are only used at peak demand, which is currently in the morning and then again between 1300-2000hrs. Most aircraft arriving into Manchester Airport use the instrument landing system, which in line with most other airports has a glide slope of 3 degrees equal to descending 318 feet per nautical mile.

There is often fog and low ceilings. The only airport runway is 08–26 with 3,127 feet of elevation, paved, 1,780 meters long and 30 meters wide. To land on runway 08 it is necessary to execute a glide slope slightly steeper than normal, as the land rises to the west. The AFIS UNICOM frequency is 123.3 MHz and is open to all operations from dawn to dusk.

Hannover Airport in Germany Given this display, the pilot must correct to the left and a little upwards. The pilot controls the aircraft so that the glide slope indicator remains centered on the display to ensure the aircraft is following the glide path of approximately 3° above horizontal (ground level) to remain above obstructions and reach the runway at the proper touchdown point (i.e. it provides vertical guidance).

The glideslope and localizer radio beams of an ILS guide an aircraft down its final approach path The final approach point on an instrument approach with vertical guidance is glide slope or glide path intercept at the lowest published altitude (ICAO definition). In the US, it is called the final approach fix (FAF) and marked on a NACO IAP by a lightning bolt symbol and on a Jeppesen terminal chart by the end of the glide slope path symbol. It is the point in space where the final approach segment begins on the instrument approach; the final approach point on a non-precision approach is marked by a maltese cross symbol. In the US, where the approach navigation aid is on the field and there is no symbol depicted, the final approach point is "where the aircraft is established inbound on the final approach course from the procedure turn and where the final approach descent may be commenced".

White Knight first flew on August 1, 2002. The flight was aborted shortly after takeoff due to a problem with the outboard wing spoilers. These trailing edge spoilers were designed to greatly increase the glide slope so that the White Knight vehicle could act as a flying simulator for training of SpaceShipOne pilots. During the first flight, the mechanical over-center torque was insufficient to maintain the spoilers in the closed position.

Simultaneous movement of these allows a greater rate of roll. ;Parachute: Some high performance gliders from the 1960s and 1970s were designed to carry a small drogue parachute because their air brakes were not particularly effective. This was stored in the tail-cone of the glider during flight. When deployed, a parachute causes a large increase in drag, but has a significant disadvantage over the other methods of controlling the glide slope.

One investigator from the JTSB stated that a downdraft during approach may have contributed to the inadequate altitude at the runway threshold. The METAR (weather conditions) for the time did not indicate any unusual weather or wind shear. The weather was low overcast with almost no wind. Recovered flight data shows that, after autopilot disconnect, the aircraft began a slow and controlled descent below the normal glide slope approach path about 4 km prior to impact.

Optical landing system on US Navy aircraft carrier USS Dwight D. Eisenhower Aircraft carriers and naval air stations typically use Fresnel lenses in their optical landing systems. The "meatball" light aids the pilot in maintaining proper glide slope for the landing. In the center are amber and red lights composed of Fresnel lenses. Although the lights are always on, the angle of the lens from the pilot's point of view determines the color and position of the visible light.

After a detailed examination of the accident, investigators reported the chain of events leading to the crash. The flight entered the glide slope with excess speed and too high. The crew's improper use of reverse thrust in flight and their inability to take the left engine out of beta thrust mode in a timely manner. The premature retraction of the flaps and landing gear during the go around attempt was a contributing factor in the crash.

At this point the plane was on final approach and began descent on the glide path. Flaps then retracted to 5, which was actually incorrect as the flaps should be at 30. The plane suddenly encountered a microburst in the approach, causing the pitch angle to increase and the computed airspeed to decrease significantly as the autopilot tried to maintain the glide slope beam. The aircraft had to pitch up and consequently, lost airspeed as the result.

In September 1982 the first revenue flight of the Boeing 767 arrived at Stapleton, a United flight from O'Hare International Airport in Chicago. During the energy boom of the early 1980s, several skyscrapers were built in downtown Denver, including Republic Plaza (Denver's tallest at 714′). Due to Stapleton's location east of downtown, the Federal Aviation Administration imposed a building height restriction of 700'-715' (depending on where the building was). This allowed an unimpeded glide slope for runways (8L/26R) and (8R/26L).

Flight 4821 was a regularly scheduled early morning USAir Express flight from Plattsburgh, New York, to Newark, New Jersey, with intermediate stops in Saranac Lake and Albany, New York. The crew for Flight 4821 were Captain Kevin St. Germain, 30, and First Officer Dean Montana, 23. There were two passengers on board, one of which was a CommutAir employee. During the descent into Saranac Lake, the crew descended below the glide slope and crashed into a hill at 5:45am.

Flight 128 departed Los Angeles at 17:37 Eastern Standard Time and operated to Cincinnati without incident. The flight was initially scheduled to make an Instrument Landing System approach to Greater Cincinnati Airport's runway 18. The outer marker beacon for runway 18 was operational, but the middle marker beacon, glide slope, and runway approach lights were inoperative. Under these conditions, proper procedure would be to maintain the minimum approach altitude of above mean sea level until the pilots made visual contact with the runway.

Flight 605, touched down more than past the runway's displaced threshold, at a speed of , following an IGS runway 13 approach. Tropical Storm Ira was generating crosswinds on that runway, gusting to , from a heading of 070 degrees. Track of Tropical Storm Ira The pilots received several computer-generated wind shear and glide slope deviation warnings, and observed severe airspeed fluctuations, during the last mile before touchdown. The captain, who was the pilot flying, disconnected the auto-pilot and began flying the plane manually.

The investigation indicated that the accident was caused by the captain's failure to initiate the mandatory missed approach procedure when he observed the severe airspeed fluctuations, combined with the wind shear and glide slope deviation alerts. The first officer was also found to not have enough experience to handle the aircraft while landing in crosswind conditions. China Airlines was also criticized for not having a clear crosswind landing procedure in their manuals to aid pilots. The investigation recommended that the airline revise its manuals and flight training.

At 20:05 local time, the pilot radioed the control tower that he was diverting to Taiwan, and was told the visibility at the airport had increased above minimums again to five-eighths of a mile. The pilot then decided to make another approach before diverting. The ground- controlled approach was normal until the aircraft was seen on the precision approach radar suddenly descending below the glide slope. At from the runway threshold, the aircraft's landing gear struck part of the approach lighting system.

In 2016 the Williamsport Municipal Airport Authority began the bidding process for a new $15.9 million terminal which they plan to open by the end of 2017. Also a grant of $798,000 was given to the airport which installed a new glide slope system, access road and repainted airfield taxiway and runway lines. After a delay in the approval process in April 2017 contracts were awarded to local construction companies. The new terminal was built alongside the existing terminal and has a jet bridge.

From the late 1950s onward, visual landing aids such as the optical landing system have provided information on proper glide slope, but LSOs still transmit voice calls to approaching pilots by radio. Key personnel involved in the flight deck include the shooters, the handler, and the air boss. Shooters are naval aviators or naval flight officers and are responsible for launching aircraft. The handler works just inside the island from the flight deck and is responsible for the movement of aircraft before launching and after recovery.

In addition to the previously mentioned navigational signals, the localizer provides for ILS facility identification by periodically transmitting a 1,020 Hz Morse code identification signal. For example, the ILS for runway 4R at John F. Kennedy International Airport transmits IJFK to identify itself, while runway 4L is known as IHIQ. This lets users know the facility is operating normally and that they are tuned to the correct ILS. The glide slope station transmits no identification signal, so ILS equipment relies on the localizer for identification.

He then called out how high they should be at each DME step along the final approach to the runway, creating a virtual glide slope for them to follow. Moody described it as "a bit like negotiating one's way up a badger's arse." Although the runway lights could be made out through a small strip of the windscreen, the landing lights on the aircraft seemed to be inoperable. After landing, the flight crew found it impossible to taxi, due to glare from apron floodlights which made the already sandblasted windscreen opaque.

In its report, the National Transportation Safety Board noted that the controller in Portland used "poor judgment" while assisting the flight. However, it concluded that the captain accepted the large course correction and the crew continued flying an unstabilized approach instead of executing a missed approach. The flight crew also attempted to stabilize the approach while allowing the plane to fly below the glide slope of the approach. The setting on Flight 1808 altimeters may have been incorrect and contributed to the flight crew descending below the published decision height for the approach.

Before the aircraft was due to land at Blackbushe Airport, it was cleared to Blackbushe beacon at for a final approach to runway 08. Two minutes after the flightdeck crew reported passing the beacon at , the procedure turn was completed at . The aircraft was cleared to land after it had passed the Outer Marker, following which the aircraft descended below the ILS glide slope. It hit a beech tree short of the runway threshold, swerved to the left and came to a halt in a group of pine trees further on.

Flight 51 was a scheduled passenger flight from Riga to Liepaja. On approach to Liepāja International Airport the airliner entered the glide slope at a speed of 300 km/h and an altitude of 300 meters instead of the recommended 220 km/h at 200 meters. The aircrew elected to use reverse thrust to slow the too fast and high Antonov for landing but then declared a missed approach and attempted to go around. The crew increased the thrust of both engines and retracted the flaps and landing gear.

In its developed form, the OLS consists of a horisontal row of green lights, used as a reference, and a column of vertical lights. The vertical lights signal whether the aircraft is too high, too low, or at the correct altitude as the pilot descends the glide slope towards the carrier's deck. Other lights give various commands and can be used to require the pilot to abort the landing and "go around." The OLS remains under control of the LSO, who can also communicate with the pilot via radio.

In parallel flight data calculators for glider flying had been conceived and constructed. AK-3 became a project and a finished flight computer with electric variometer and glide slope indicator was borne, which was even produced in a small series. AK-3R was completed as approach slope calculator The Ak-4 project was a in cooperation with the Institute for climate research and meteorology at the Karlsruhe Institute of Technology. Climatic data over the Upper Rhine Region was measured with an airplane purpose built with special equipment for in flight data collection.

On some installations, marker beacons operating at a carrier frequency of 75 MHz are provided. When the transmission from a marker beacon is received it activates an indicator on the pilot's instrument panel and the tone of the beacon is audible to the pilot. The distance from the runway at which this indication should be received is published in the documentation for that approach, together with the height at which the aircraft should be if correctly established on the ILS. This provides a check on the correct function of the glide slope.

Distance measuring equipment (DME) provides pilots with a slant range measurement of distance to the runway in nautical miles. DMEs are augmenting or replacing markers in many installations. The DME provides more accurate and continuous monitoring of correct progress on the ILS glide slope to the pilot, and does not require an installation outside the airport boundary. When used in conjunction with an ILS, the DME is often sited midway between the reciprocal runway thresholds with the internal delay modified so that one unit can provide distance information to either runway threshold.

The airport has a single runway numbered 10/28, measuring 7,546 ft x 148 ft (2,300 m x 45 m). It was renumbered from 09/27 in late 2008.Airnav.com on:Princess Juliana International Airport, visited 20 December 2011 Pilots guided by GPS take a more efficient approach than those operating under VFR. Local airport rules prohibit aircraft from flying lower than Arriving aircraft approach the island on the last section of the final approach for Runway 10, following a 3° glide slope flying low over the famous Maho Beach.

Recordings from the black boxes showed that the navigation instrument, the ADI/HSI, had apparently captured the glideslope. At the time when the glide slope was captured, the aircraft was flying about 1,300 feet below the glide path. Examining the receiver with a microscope, the investigation revealed that during the impact, the glide path indicator had been positioned just above the center "on glide" position, which means that the glide path had been captured. Investigators also revealed that all NAV instruments were following the glide path, although the aircraft was flying below the nominal glide path.

The Vulcan had been fitted with bomb bay fuel tanks to cover the great distance from Aden and the aircraft approached Heathrow in torrential rain. At the controls were Squadron Leader Howard and the co-pilot was Air Marshal Sir Harry Broadhurst. In the rear of the aircraft were three RAF crewmen and a civilian technical advisor from the Avro company. Due to the heavy rain and visibility reduced to , XA897 was on a ground controlled approach (GCA) and was informed by Heathrow's air traffic controller that they were above the glide slope (GS) and needed to lose altitude.

The board determined the following probable cause for the accident: > ...the failure of the flightcrew to monitor altitude and to recognize > passage of the aircraft through the approach decision height during an > unstabilized precision approach conducted in rapidly changing meteorological > conditions. The unstabilized nature of the approach was due initially to the > aircraft's passing the outer marker above the glide slope at an excessive > airspeed and thereafter compounded by the flightcrew's preoccupation with > the questionable information presented by the flight director system. The > poor positioning of the flight for the approach was in part the result of > nonstandard air traffic control services.

Pilots usually land back at the airfield from which they took off, but a landing is possible in any flat field about 250 metres long. Ideally, should circumstances permit, a glider would fly a standard pattern, or circuit, in preparation for landing, typically starting at a height of 300 metres (1,000 feet). Glide slope control devices are then used to adjust the height to assure landing at the desired point. The ideal landing pattern positions the glider on final approach so that a deployment of 30–60% of the spoilers/dive brakes/flaps brings it to the desired touchdown point.

Nevertheless, the flight was operated under a Turkish Airlines flight number. The preliminary investigation report found that the aircraft descended late and captured a false glideslope. On capturing the false glide slope, the 3 auto pilots then initiated the descent of the plane in low visibility conditions. Initially all three auto pilots were engaged (LAND 3) the false glideslope was lost 15 seconds after it was acquired and AP CAUTION and FMA FAULT 2 events were recorded meaning that the auto pilots would continue to descend the aircraft on a 3 degree slope using inertial guidance.

F-101B fighter similar to the one which crashed on Bald Mountain Two McDonnell F-101 Voodoo fighters of the 75th Fighter Squadron were scrambled from Dow Air Force Base on the night of 11 April 1961 to intercept an unidentified aircraft approaching the United States. SAGE identified the incoming aircraft as a Strategic Air Command bomber shortly after the fighters were airborne. The fighters' return to Dow was complicated by a light spring rainstorm, creating an icy runway under a 500-foot cloud ceiling. Dow's tactical air navigation system glide slope function was temporarily disabled after the first aircraft landed.

Thai Airways International Flight 601 took off from Taipei Songshan Airport (TSA/RCSS) on an hour-long flight to Kai Tak Airport. The Sud Aviation Caravelle (Registration: HS-TGI), which had made its first flight in 1960, had 80 souls aboard: 73 passengers and 7 crew. With the plane on ILS approach to runway 31 at Kai Tak (HKG/VHHH), the Captain became occupied trying to make visual contact with the ground, and failed to notice that the aircraft had descended below the decision height of . The crew made an abrupt heading change (while already below the glide slope), and then entered a high-speed descent.

In 1980, flight testing of modified YMC-130 Hercules transports for Operation Credible Sport took place at Wagner Field. The test bed aircraft, 74-2065, was ready for its first test flight on 18 September 1980, just three weeks after the project was initiated. The first fully modified aircraft, 74-1683, was delivered on 17 October to TAB 1, as the disused Wagner Field was designated. Between 19 October and 28 October, numerous flights were made testing various aspects, including the double-slotted flaps system, which enabled the C-130 to fly at 85 knots on final approach at a very steep eight-degree glide slope.

Approximately 90 minutes after landing at East Midlands, visibility at Coventry improved significantly. The flight departed East Midlands at 9:38 local time in order to make a second attempt to land at the scheduled destination. During the second SRA-guided approach, the aircraft descended well below the glide slope and collided with an -high electricity transmission tower situated on the extended centreline of the runway approximately from the runway threshold. The collision caused severe damage to the left engine and to the structure of the left wing; the aircraft rolled to the left and dropped, clipping a house before crashing into an area of woodland and catching fire.

The flight crew responded that they heard the information and would begin approach with the ILS. In response, the air traffic controller reported weather conditions to the flight. At 08:31:52 the flight was on approach 17 kilometers from the runway. At first, the aircraft stayed on the correct trajectory; but when the aircraft was eight kilometers from the runway, the air traffic controller warned the flight that it was straying to the left. At 08:33:45 local time, when the flight was just seven kilometers from the runway, the air traffic controller warned that they were close to missing the glide slope.

Typically, the non-flying pilot handles communications. It took more than three months to transcribe the communications between the plane and ground control and provide them to investigators. Examination of radar data from Portland showed that after Flight 1808 turned to heading 340 to intercept the approach, it flew through the approach course and had to make a 60° turn less than one mile from the outer marker to get back on course. Altitude data from the aircraft’s transponder showed Flight 1808 did not begin its descent to intercept the precision approach until after passing Lewiston, when the plane was already above the glide slope for the approach.

LLWAS wind shear alerts are defined as wind speed gain or loss of between 20 and 30 knots aligned with the active runway direction. "Low level" refers to altitudes of or less above ground level (AGL). Arriving aircraft on descent, generally within six nautical miles of touchdown will fly within this low level, maintaining a glide slope and may lack recovery altitude sufficient to avoid a stall or flight-into-terrain if caught unaware by a microburst. LLWAS microburst alerts are issued for greater than 30 knot loss of airspeed at the runway or within three nautical miles of approach or two nautical miles of departure.

On July 6, 2013, Flight OZ214 took off from Incheon International Airport (ICN) at 5:04 p.m. KST (08:04 UTC), 34 minutes after its scheduled departure time. It was scheduled to land at San Francisco International Airport (SFO) at 11:04 a.m. PDT (18:04 UTC). The instrument landing system's vertical guidance (glide slope) on runway 28L was out of service, as scheduled, beginning on June 1 (and a Notice To Airmen (NOTAM) to that effect had been issued); therefore, a precision ILS approach to this runway was not possible. The flight was cleared for a visual approach to runway 28L at 11:21 a.m.

Although the localiser signal would be present throughout the landing, the glide slope had to be disregarded before touchdown in any event. It was recognised that if the aircraft had arrived at decision height (200 ft) on a correct, stable approach path – a prerequisite for a safe landing – it would have momentum along that path. Consequently, the autoland system could discard the glideslope information when it became unreliable (i.e. at 200 ft), and use of pitch information derived from the last several seconds of flight would ensure to the required degree of reliability that the descent rate (and hence adherence to the correct profile) would remain constant.

This "ballistic" phase would end at the height when it became necessary to increase pitch and reduce power to enter the landing flare. The pitch change occurs over the runway in the 1000 horizontal feet between the threshold and the glide slope antenna, and so can be accurately triggered by radio altimeter. Autoland was first developed in BLEU and RAF aircraft such as the English Electric Canberra, Vickers Varsity and Avro Vulcan, and later for BEA's Trident fleet, which entered service in the early 1960s. The Trident was a 3-engined jet built by de Havilland with a similar configuration to the Boeing 727, and was extremely sophisticated for its time.

In a steady wings-level glide with no wind, glide slope is the same as the lift/drag ratio (L/D) of the glider, called "L-over-D". Reducing lift from the wings and/or increasing drag will reduce the L/D allowing the glider to descend at a steeper angle with no increase in airspeed. Simply pointing the nose downwards only converts altitude into a higher airspeed with a minimal initial reduction in total energy. Gliders, because of their long low wings, create a high ground effect which can significantly increase the glide angle and make it difficult to bring the glider to Earth in a short distance.

The plane took off from Ngurah Rai Int'l Airport, Bali, Indonesia en route to Chiang Kai-Shek Int'l Airport, Taipei, Taiwan with 182 passengers and 14 crew at 15:27. The Airbus carried out an Instrument landing system/Distance measuring equipment ILS/DME approach to runway 05L at Taipei Chiang Kai Shek Airport in light rain and fog but came in too high above the glide slope (at and short of the runway threshold). Go around power was applied 19 seconds later and the landing gear was raised and the flaps set to 20 degrees as the aircraft climbed through in a 35 degrees pitch-up angle. Reaching (42.7 degrees pitch- up, speed) the A300 stalled.

However, TLS guidance is not a function of antenna location - the TLS can provide guidance from "virtual emanation points" that may be anywhere as required by an instrument approach procedure but are configured in the TLS software. This allows the TLS to support multiple approach procedures at a given airport, including steeper glide slope angles for rotary-wing aircraft or increased obstacle clearance, with a single complete system installed adjacent to runway threshold. The TLS will also produce marker beacon-like audio to indicate distance from the runway, but without the requirement for physical equipment. All the pilot has to do is follow the same ATC protocols required for a conventional ILS approach.

As long as the needle is set to the localizer front course, the instrument will indicate whether to fly left or right, in either direction of travel. On the HSI, the aircraft is represented by a schematic figure in the centre of the instrument – the VOR-ILS display is shown in relation to this figure. The heading indicator is usually slaved to a remote compass and the HSI is frequently interconnected with an autopilot capable of following the heading select bug and of executing an ILS approach by following the localizer and glide slope. On a conventional VOR indicator, left–right and to–from must be interpreted in the context of the selected course.

OLS array aboard former From the late 1950s, carriers evolved from the original straight or axial-deck configuration into the angled flight deck, with an optical landing system (OLS) providing glide slope information to the pilot. As such, the system of using both the OLS and the LSO was developed. Together with the OLS, the LSO provides input to the pilot via a radio handset (that looks like a telephone handset), advising of power requirements, position relative to glide path and centerline. The LSO also holds a "pickle" (a handheld switch box) that controls a combination of lights attached to the OLS to indicate "go around" using the bright red, flashing wave off lights.

The go-around setting is used during the approach. If a pilot finds that he or she is unable to land safely, or deems it necessary to go around for whatever reason, activating this switch (usually positioned on the back of the throttle levers) will increase the power to go-around thrust. Most importantly, the TO/GA switch modifies the autopilot mode, so it does not follow the ILS glide slope anymore and it overrides any autothrottle mode which would keep the aircraft in landing configuration. On Airbus aircraft, it does not disengage the autopilot but causes it to stop following the Instrument landing system (ILS) and perform the go-around maneuver automatically.

In aviation, a localizer is the lateral component of the instrument landing system (ILS) for the runway centerline when combined with the vertical glide slope, not to be confused with a locator, although both are parts of aviation navigation systems. A localizer (like a glideslope) works as a cooperation between the transmitting airport runway and the receiving cockpit instruments. An older aircraft without an ILS receiver cannot take advantage of any ILS facilities at any runway, and much more importantly, the most modern aircraft have no use of their ILS instruments at runways which lack ILS facilities. In parts of Africa and Asia large airports may lack any kind of transmitting ILS system.

The chief purpose of the SmartDeck Primary Flight Display is to provide the attitude, airspeed, altitude, turn rate, vertical speed and course information available in the standard six pack of a conventional cockpit. In addition, the PFD gives autopilot mode information, abbreviated engine parameters, glide slope and localizer information and winds aloft. Quick reference true airspeed, ground speed, density altitude, outside air temperature, bearing, ground track, DME data, and time en route data are also displayed on the PFD. Dedicated buttons along the bottom of the PFD are used to change the reference bugs for indicated airspeed, course, heading, altitude and vertical speed as well as the barometer setting and source for navigation information.

When the pilot is approaching the lights at the proper angle, meaning the pilot is on the glide slope, the first set of lights appears white and the second set appears red. When both sets appear white, the aircraft is too high, and when both appear red it is too low. This used to be the most common type of visual approach slope indicator system; however, it is being phased out and replaced by Precision approach path indicators (PAPIs), which are closer together and therefore more efficient to sight and maintain. A mnemonic to remember the colors and their meaning is: : White over White, you're high as a kite / you'll fly all night / check your height / you're out of sight : Red over White, you're alright.

There was heavy rain at Guam so visibility was significantly reduced and the crew attempted an instrument landing. The glideslope Instrument Landing System (ILS) for runway 6L was out of service; Captain Park believed it was in service, however, and at 1:35 am managed to pick up a signal that was later identified to be from an irrelevant electronic device on the ground. The crew noticed that the aircraft was descending very steeply, and noted several times that the airport "is not in sight." Despite protests from flight engineer Nam that the detected signal was not the glide-slope indicator, Park pressed on and at 1:42 am, the aircraft crashed into Nimitz Hill, about short of the runway, at an altitude of .

Visual Glide Slope Indicator or Visual Glideslope Indicator (VGSI) is a ground device that uses lights to assist a pilot in landing an airplane at an airport. The lights define a vertical approach path during the final approach to a runway and can help the pilot determine if the airplane is too high or too low for an optimum landing. There are several different types of VGSIs: ; :; Visual Approach Slope Indicator (VASI) :; Precision Approach Path Indicator (PAPI) :; Pulsating Visual Approach Slope Indicator (PVASI) :; Three-color Visual Approach Slope Indicator (T-VASI) :; Helicopter Approach Path Indicator (HAPI) In the United States, the Federal Aviation Administration includes VGSI information in its Airport/Facility Directory publication. The VGSI, if installed, is listed immediately after each runway and is coded to indicate the type and specific implementation.

At the inauguration of the Amistad Dam between Texas and Mexico in 1969, President Richard Nixon notified President Gustavo Díaz Ordaz of his intent to initiate Operation Intercept to stem the flow of narcotics between the U.S. and Mexico. As political pressure rose between Washington and Mexico City, to minimize incursion into U.S. airspace, Gilberto Valenzuela Ezquerro, Secretary of Public Works and in charge of the Tijuana airport’s expansion, re-oriented the runway from 10/28 to 09/27. The change in orientation impacted Tijuana's approach over Cerro San Isidro, a 2,600 foot (800 meter) land obstacle which increased the east approach glide slope above 3 degrees and prevented a full Instrument Landing System (ILS approach) on the 27 runway required during foul weather landings. Due to prevailing winds, the 27 runway is Tijuana's main approach pattern.

Ariana Afghan Airlines Flight 701 was the flight involved in a fatal air accident on 5 January 1969, when a Boeing 727 with 62 people on board crashed into a house on its approach to London Gatwick Airport in heavy fog. Due to pilot error the flaps were not extended to maintain flight at final approach speed. At 0135 on a Sunday morning on which the Gatwick area was affected by patches of dense freezing fog, Boeing 727 registration number YA-FAR (the only such aircraft in the company's fleet) descended below its correct glide slope as it approached the airport from the east. As it passed over the hamlet of Fernhill on the Surrey/Sussex border, it hit trees and roofs, began to roll and crashed into a field south of Fernhill Lane, short of the runway.

LSOs used flag semaphore prior to adopting paddles for better visibility at greater distance. The basic semaphore signal letters F for fast, N for low, U for high, and R for roger (or "right on") were retained with a few more specialized signals; but the original S for slow was replaced as shown in this illustration of the thirteen standardized LSO signals used by the U.S. Navy during World War II. From the 1920s into the 1950s, U.S. Navy and Royal Navy LSOs used a variety of signals to assist pilots landing aboard aircraft carriers. The signals provided information on lineup with the deck, height relative to proper glide slope, angle of attack (fast or slow), and whether the plane's tailhook and wheels were down. The final signal was "the cut" (a slashing motion at the throat) ordering the pilot to reduce power and land the aircraft.

Frank Beardsley is a Navy Chief Warrant Officer, recently detached from the aircraft carrier USS Enterprise and assigned as project officer for the Fresnel lens glide-slope indicator, or "meatball," that would eventually become standard equipment on all carriers. Helen North is a civilian nurse working in the dispensary at NAS Alameda, the California U. S. Navy base to which Frank is assigned. Frank meets Helen, first by chance in the commissary on the base and again when Frank brings his distraught teen-age daughter for treatment at the dispensary, where Helen informs him that the young lady is simply growing up in a too- crowded house that lacks a mother's guidance. They immediately hit it off and go on a date, all the while shying away from admitting their respective secrets: Frank has ten children and Helen has eight, from previous marriages ended by their spouses' deaths.

The study showed that the early morning dispersals of swallows generally happen before any scheduled arrivals or departures (earlier than 06:00), and the late afternoon swarms take place below the airport approach path, with only 5% of the birds protruding up into the path for a very short time (around 10 minutes). It was also noted that larger bird species, flying at higher altitudes, would pose more of a risk to aircraft than the swallows, such species already being a risk at Durban International Airport. The study concluded that it would definitely be possible for the airport and swallows to co-exist. Proposed risk mitigation measures included curtailing flight movements during the afternoon swarm, setting the glide slope approach to Runway 06 to 3.2 or 3.5 degrees rather than the standard 3 degrees (to stay above the birds), and the installation of a radar system that would monitor bird movements and be integrated into the operational plan of the airport.

Takeoffs from the Tijuana airport's 27 orientation would also have been improved by allowing aircraft a straight departure into U.S. airspace and a gradual banking over the Pacific rather than an immediate banking south on take-off to avoid entering U.S. airspace; reducing both noise and pollution over residential and commercial areas in Tijuana. The commercial airline development of San Diego's Brown Field Municipal Airport with a 08/26 orientation was also limited as a major land obstacle (Otay Mountain) with an elevation of 3,600 feet (1,100 meters) prevented a 3.0 degree glide slope and had been the site of several aircraft crashed. On May 8, 1992, an economic report partially funded by the FAA was released that outlined the regional benefits of a shared trans-border airport but ASA indicated it could not support any San Diego airport development which would delay its $125 million U.S. dollar expansion of the Tijuana airport. As negotiations between San Diego and Mexico came to a standstill, Gilberto Valenzuela attempted to mediate the differences between the SCT/ASA and San Diego.

As ASA's updated 1992 development plan for the Tijuana airport removed both the cross-border terminal option and was counter to a joint Tijuana-San Diego airport, in June 1992, Valenzuela-Nieders prepared an eighty-page report and presented a "third-option" of a modified/phased development which attempted to incorporate both ASA's and San Diego's TwinPorts proposals as shown by image 9. On June 29, 1992, Rodolfo Ramos Ortiz died in Mexico City; Gilberto Valenzuela and Ralph Nieders continued with the development of the Tijuana cross-border passenger terminal. Image 10: Valenzuela-Nieders cross-border airport rendering, 1992The Valenzuela-Nieders phased TwinPorts design was derived from the Munich Airport that began operations in May 1992. The Munich Airport's foot print of 1580 hectares (3900 acres) was similar to the proposed Tijuana/San Diego TwinPorts proposal but unlike the original TwinPorts proposal (image 4) that showed parallel runways and separate Tijuana/San Diego passenger terminals, to achieve a 3 degree glide slope from the east, the modified Valenzuela-Nieders phased TwinPorts proposal used a staggered two runway configuration which moved the San Diego runways further west from those in Tijuana, and also connected both the Tijuana and San Diego passenger terminals through a cross-border facility as shown by the conceptual rendering on image 10.