ILS critical area when the tower is closed?

Newps wrote:

The airlines will always fly the ILS if there is one up and running.
They are required to.

Is this a FAR requirement or airline's operational procedural requirement?

--
Peter

"Peter R." wrote in message
...

Is this a FAR requirement or airline's operational procedural requirement?


Neither.

Steven P. McNicoll wrote:

"Peter R." wrote in message
...

Is this a FAR requirement or airline's operational procedural requirement?



Neither.


91.129 requires that the ILS be followed at a Class D airport. It does
not require that the full procedure be flown. If cleared for a visual
to an ILS runway, for example, the 121 crew must have the ILS tuned and
identified and use it once lined up with the runway.

Further, this 91.129 requirement is included in every carrier's flight
operations policy manual (a POI-approved document) to be applied for any
runway end with an operating ILS, Class D or not.

wrote in message news:rbwgf.4658$pF.1342@fed1read04...

91.129 requires that the ILS be followed at a Class D airport. It does
not require that the full procedure be flown. If cleared for a visual to
an ILS runway, for example, the 121 crew must have the ILS tuned and
identified and use it once lined up with the runway.


The requirement in FAR 91.129 is that a large or turbine-powered airplane
approaching to land on a runway served by an ILS must fly at an altitude at
or above the glide slope. The claim by Newps was; "The airlines will always
fly the ILS if there is one up and running. They are required to."

Steven P. McNicoll wrote:

wrote in message news:rbwgf.4658$pF.1342@fed1read04...

91.129 requires that the ILS be followed at a Class D airport. It does
not require that the full procedure be flown. If cleared for a visual to
an ILS runway, for example, the 121 crew must have the ILS tuned and
identified and use it once lined up with the runway.



The requirement in FAR 91.129 is that a large or turbine-powered airplane
approaching to land on a runway served by an ILS must fly at an altitude at
or above the glide slope. The claim by Newps was; "The airlines will always
fly the ILS if there is one up and running. They are required to."


I didn't infer that he meant the full procedure. But, perhaps he did.
Newps?

wrote:


I didn't infer that he meant the full procedure. But, perhaps he did.
Newps?

No of course not. Only an idiot would infer that. If there is an
operating ILS to the runway they are landing on they must use them for
that time they are on final. They can still turn final where ever they
want, although as I said before they will almost always turn at the
marker if you let them.

Newps wrote:



wrote:


I didn't infer that he meant the full procedure. But, perhaps he did.
Newps?


No of course not. Only an idiot would infer that. If there is an
operating ILS to the runway they are landing on they must use them for
that time they are on final. They can still turn final where ever they
want, although as I said before they will almost always turn at the
marker if you let them.

As always, you have the "fleck" without having to prove something.

Peter R. wrote:

Newps wrote:


The airlines will always fly the ILS if there is one up and running.
They are required to.


Is this a FAR requirement or airline's operational procedural requirement?

Both. The FAA makes sure the airline puts it into their ops specs. If
there is an operating ILS to the runway that they are landing on they
have to use it. If a controller clears pretty much any jet with no
restrictions on the size of the pattern almost without fail they will
turn final at the outer marker.

"Newps" wrote in message
...

Both. The FAA makes sure the airline puts it into their ops specs. If
there is an operating ILS to the runway that they are landing on they have
to use it. If a controller clears pretty much any jet with no
restrictions on the size of the pattern almost without fail they will turn
final at the outer marker.


Please cite the applicable FAR.