Doesn't it make you mad when you do this!!

[Nigel H-J]

First flight for god knows how long, flying from Heathrow to Edinburgh, just get to the point of intercepting the ILS for 06, selected tower frequency to ask for landing and instead of hitting No1 button I hit 'Q' That is my assigned key to exit FS immediately!! :doho:

Now re-flying route and changed my keystroke to exit FS to something else faraway from the numbers!! :brick:

Oh well, I suppose it had to happen one day but never thought it would!!

Nigel.

[DaveB]

Yes.. sickening I did similar not too long ago. Not sure exactly what I hit but it was by accident and instead of being at the turnoff in a Lancastrian, I was at the start position in a Cessna :o

ATB

DaveB :tab:

[Nigel H-J]

Well, I made it though had to go around on my approach as weather was bad and was not on the centre line and slightly high, OK, could have used autoland but that would be cheating....wouldn't it?

Nigel

[DaveB]

Yes indeed.. nowt wrong with the Mk1 eyeball and as for the centreline.. better to be off-centre so you don't have the 'dub-dub-dub-dub' off the nose gear (or in my case the tailwheel)

ATB

DaveB :tab:

[NigelC]

For information, RW info regarding Stabilised Approaches...


"2.5.20 Final Approach

Introduction

Controlled-Flight-Into-Terrain (CFIT) is a major causal category of accident and hull loss in commercial aviation. Most CFIT accidents occur in the final approach segment of approaches, and predominantly non-precision approaches; the use of stabilised-approach criteria on a continuous descent with a constant, pre-determined vertical path is seen as a major improvement in safety during the conduct of such approaches. The following techniques should be adopted as widely as possible, for all approaches.

The elimination of level flight segments at Minimum Descent Altitude (MDA) close to the ground during approaches, and the avoidance of major changes in attitude and power/thrust close to the runway which can destabilise approaches, are seen as ways to reduce operational risks significantly.

The approach should be considered to be fully stabilised when the aeroplane is:
a) tracking on the required approach path and profile; and
b) in the required configuration and attitude; and
c) flying with the required rate of descent and speed; and
d) flying with the appropriate power and trim.

It is recommended that stabilisation during any straight-in approach without visual reference to the ground should be achieved at the latest when passing 1,000 ft above runway threshold elevation. For non-precision approaches with a designated vertical profile applying CDFA, a later stabilisation in speed may be acceptable if higher than normal approach speeds are required by ATC procedures or allowed by the OM. Stabilisation should, however, be achieved not later than 500 ft above runway threshold elevation.

For approaches where the pilot has visual reference with the ground, stabilisation should be achieved not later than 500 ft above aerodrome elevation. However, it is recommended that the aeroplane should be stabilised when passing 1,000 ft above runway threshold elevation."


Going around was the right choice Nigel

Brgds

NigelC

[Nigel H-J]

Thanks Nigel, always like to play safe.

Regards
Nigel.