ILS problem on ATC......

[John Owen 1070686]

"Netair Zero Zero One - Webtown Approach - descend to flight level niner zero, Expect I L S Approach Runway two six, report position in hold" - Approach Controller replies to the call by your flight.

 

"Continue descend to Niner Zero, ILS two six, Turning inbound now - Netair Zero Zero One" - your pilot reports.

 

"Netair Zero Zero One - approach, Roger Cleared ILS Approach Runway Two Six, on crossing inner marker outbound leave Flight Level Seven Zero for Three thousand Seven hundred feet QNH niner niner eight hectaPascal transition level Flight Level Five Five, readback QNH"

 

1. What is REPORT POSITION IN HOLD?

2. What is INBOUND?

3. What is Inner marker outbound?

4. Who is active/p[Mod - Happy Thoughts]ive to decide descending?The ATC or pilot is active?

 

Thank you.

[Steven Perry]

Mmmm... non-radar. I love it. At least the US version. I'm not liable for any differences between the FAA and the rest of the world.

 

Position in hold would be inbound (heading toward the holding fix) or outbound (turned around, heading the other way). You can think of inbound as final and outbound as downwind in terms of a airport traffic pattern, though wind has NOTHING to do with hold direction.

 

It would be very helpful to have this approach plate. It sounds like the plane is holding over a VOR that is on the airport. When cleared for the approach, the plane will fly the localizer backwards (to the east here) before a procedure turn (turn left 45, fly a bit, turn 180 degrees, put yourself back on the localizer). There are as many as 3 marker beacons on an ILS approach, outer (blue, - - -), middle (yellow, . - . - . -), and inner (white, . . . ) which can be identified by lights in the cockpit or aurally. To cross the marker outbound means when heading away from the runway. You cross it again "inbound" when heading back toward the runway.

 

The pilot must descend to FL90 at the first transmission. With the third transmission (approach clearance) the pilot may descend to FL70. Once the pilot crosses the inner marker on the outbound segment of the approach, the pilot may descend to 3000'. 3000' would seemingly be an altitude published on the approach chart and the pilot should know what to do from there based on "cleared ILS approach runway two six." Again, I don't have the chart, and this differs from the FAA's phraseology (which is a bit more clear I think, but that's probably because I'm used to it).

[Bill Casey]

Mmmm... non-radar. I love it. At least the US version. I'm not liable for any differences between the FAA and the rest of the world.

 

Procedural approach terminology is much the same over here in the developed world ( ), the main difference being that we don't have many approach marker beacons left around here and procedures are normally based around NDB/VORs so the call would be "Beacon outbound" rather than "inner marker outbound". Other than that, pretty much the same. Pilot would first be told to take up the hold at the NDB/VOR and then "report when ready to commence procedure" followed by "report beacon outbound".