ILS critical area when the tower is closed?

Mark Hansen wrote:

Well, if it's only a problem when an aircraft is on the ILS and it's below
800/2, and given that ATC isn't going to release an IFR departure if an
aircraft is on the ILS, then it doesn't appear to be a problem.

I'm not sure that's the only time it's a problem. It just the minimum
that the tower is required to keep the area clear. I would expect that
ILS can be interfered with regardless of the current weather.

I think the idea is that even a distorted GS will be accurate enough to get
you to within 800/2 of the runway.

It may be the localizer that you are interfering with, not only the GS.



Roy Smith wrote:
Mark Hansen wrote:


Well, if it's only a problem when an aircraft is on the ILS and it's below
800/2, and given that ATC isn't going to release an IFR departure if an
aircraft is on the ILS, then it doesn't appear to be a problem.

I'm not sure that's the only time it's a problem. It just the minimum
that the tower is required to keep the area clear. I would expect that
ILS can be interfered with regardless of the current weather.


I think the idea is that even a distorted GS will be accurate enough to get
you to within 800/2 of the runway.

Isn't the localizer antenna down at the other end of the runway? If a pilot
is departing from the end, the localizer signal should be 700 feet wide at
that point.

Bob Gardner


Bob Gardner

"Newps" wrote in message
. ..
It may be the localizer that you are interfering with, not only the GS.



Roy Smith wrote:
Mark Hansen wrote:


Well, if it's only a problem when an aircraft is on the ILS and it's
below 800/2, and given that ATC isn't going to release an IFR departure
if an aircraft is on the ILS, then it doesn't appear to be a problem.

I'm not sure that's the only time it's a problem. It just the minimum
that the tower is required to keep the area clear. I would expect that
ILS can be interfered with regardless of the current weather.


I think the idea is that even a distorted GS will be accurate enough to
get you to within 800/2 of the runway.

"Bob Gardner" wrote in message
news

Isn't the localizer antenna down at the other end of the runway? If a
pilot is departing from the end, the localizer signal should be 700 feet
wide at that point.


They're at opposite ends of the runway and you're not going to interfere
with both of them simultaneously, but your taxi route may take you through
both of them.

How many fields are there where this is a concern? I would expect most
fields with the congestion to require marked ILS critical areas to have
full-time towers.

Steven P. McNicoll wrote:

"Bob Gardner" wrote in message
news


How many fields are there where this is a concern? I would expect most
fields with the congestion to require marked ILS critical areas to have
full-time towers.


I can't provide a cite, but I was told recently that there are ILS
critical areas at part-time towered airports.

wrote:

I can't provide a cite, but I was told recently that there are ILS
critical areas at part-time towered airports.

Schenectady County Airport, KSCH, is a part time towered airport with an
ILS critical area.

--
Peter
























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In article yW9gf.1260$pF.1150@fed1read04, wrote:

Steven P. McNicoll wrote:

"Bob Gardner" wrote in message
news


How many fields are there where this is a concern? I would expect most
fields with the congestion to require marked ILS critical areas to have
full-time towers.


I can't provide a cite, but I was told recently that there are ILS
critical areas at part-time towered airports.

HPN has one. Two actually, one at each end.

I did a quick survey (via the airport diagrams available on airnav) of
part-time towers I know around here that have ILS's. None of OCX, FRG,
ISP, MMU, POU, BDR, and HVN appear to have ILS critical areas (at least
none that are charted on the airport diagram), but HPN does.

Interestingly enough, at both ends of the runway at HPN, the ILS Hold Short
lines are only on the taxiways on the left side (as viewed from the
approach) of the runway, which is the side the GS antenna is on in both
cases.

"Roy Smith" wrote in message
...

Interestingly enough, at both ends of the runway at HPN, the ILS Hold
Short
lines are only on the taxiways on the left side (as viewed from the
approach) of the runway, which is the side the GS antenna is on in both
cases.


If there was no access to the side on which the GS is sited there'd be no
need to protect the GS critical area.

Up until 2 months ago, there was an ILS critical area at an untowered
field.. KGLS Galveston, TX, and it had been there since i started flying
in 2000.

Galveston now has a part time tower.

Dave



wrote:
Steven P. McNicoll wrote:

"Bob Gardner" wrote in message
news



How many fields are there where this is a concern? I would expect
most fields with the congestion to require marked ILS critical areas
to have full-time towers.

I can't provide a cite, but I was told recently that there are ILS
critical areas at part-time towered airports.

On Sun, 20 Nov 2005 18:04:57 -0800, wrote:

Steven P. McNicoll wrote:

"Bob Gardner" wrote in message
news


How many fields are there where this is a concern? I would expect most
fields with the congestion to require marked ILS critical areas to have
full-time towers.


I can't provide a cite, but I was told recently that there are ILS
critical areas at part-time towered airports.

Portland, ME. http://avn.faa.gov/d-tpp/0511/00329AD.PDF has one for
runway 29.