INTENTIONALLY LEFT BLANK
Standard ILS Procedures
G/S Capture
The Pilot Flying should normally command “GEAR DOWN, LANDING CHECKLIST” at the first downward movement of the glideslope indicator and “FLAPS 28°” at one dot below the glideslope. At glideslope intercept the Pilot Flying should command “FLAPS 40°, TARGET.”
Note: The above profile will result in glideslope intercept and aircraft configuration for landing with minimum power adjustments assuming the aircraft has all systems operating and no unusual ATC considerations exist. The Pilot Flying may modify the profile as necessary to meet the needs of the situation. (For example, extending the gear before the flaps are at 15° to decelerate the aircraft.)
Course Guidance
The final approach segment of an ILS approach begins at the point in space on the localizer course where the published glideslope intercept altitude (height) intersects the nominal glidepath. Descent on the final approach segment must never be initiated until the aircraft is within the tracking tolerance of the localizer. The ILS obstacle clearance criteria assume that the pilot does not normally deviate from the center line more than a half scale deflection (1 dot) after being established on track. Failure to remain within this tolerance, combined with failure to remain within the glideslope tolerances, could place the aircraft outside protected obstacle clearance airspace.
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Localizer deviation + 1 dot
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Glideslope deviation + 1 dot
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Airspeed deviation from target –5 / +10 knots of target Exceeding any of the above listed parameters is indicative of an unstabilized approach. Deviations from the localizer and/or glide slope parameters are acceptable only for brief periods of time, and only if positive action is being taken to correct the deviation. It is recognized that ATC instructions often necessitate airspeeds higher than optimum during the initial portions of an ILS approach. When operationally desired, higher than normal airspeeds can be flown until the aircraft is in the stabilized approach regime (preferred by 1,000 feet AGL, mandatory below 500 feet AGL). Unstabilized approaches must
not be allowed to continue below 500 feet above field elevation in VMC conditions, or below 1,000 feet above field elevation in IMC conditions.
Limitations and restrictions while conducting Cat II approaches are, in many cases, more restrictive. Refer to the Monitored ILS Approach Procedures portion of this section for specific guidance.
Decision Regime
The decision regime is that portion of an approach from 500 feet above the touchdown zone to the flare. During this portion of the approach, the flight crew must continually evaluate the necessity for a missed approach.
ILS Precision Runway Monitor (PRM)
When conducting an ILS Precision Runway Monitor (PRM) approach in the
MD-80, the following procedures will be utilized:
In range of the destination:
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Confirm ILS PRM procedures are in effect from the destination ATIS. Review Jeppesen PRM instructions for planned approach.
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Review any MEL/inoperative equipment that may affect the ability to
accomplish the procedure. The following systems must be operational: -ILS (Cat I) -Transponder -Two VHF radios
When accomplishing the APPROACH CHECKLIST:
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Verify the PRM monitoring frequency is set in the #2 VHF radio. Adjust the VHF-2 volume control lever on each pilot’s audio control panel to ensure transmissions will be heard.
Note: On some aircraft the ACARS is connected to the #2 VHF radio. Select ACARS VOX mode for PRM approach in those aircraft. 中國航空網 www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：MD-80 Flight Manual 麥道80飛行手冊 2(16)
