Industry Standard..."Dot Above" vs. "Dot Below"?

[BingoFuel]

"Dot Below" makes more sense to me as I'm approaching under the Glidslope, but I'm hearing Industry Standard is usually "Dot Above"?

I get that it's what the instrument is showing, but can anyone explain why THIS became industry standard and not the other way? Laziness?

The PNF telling me "One Dot Above" right before I intercept makes me think I'm too high, as this is consistent with calls that are made once you've actually captured the Glideslope.

[sanjet]

Above or below glideslope.

[AuxBatOn]

One dot above means you're below g/p.

[Meatservo]

I get that it's what the instrument is showing, but can anyone explain why THIS became industry standard and not the other way? Laziness?
.

As an expert on laziness, I can say that if so, it's a very poor example of laziness. "Above" and "below" have the same number of syllables, therefore it's equally lazy to say either one.

[spruceair]

Dot above.

[Cat Driver]

Why would you deliberately fly one dot off the on glide slope scale?

That is just plain stupid, if you are unable to fly accurately get another job.

The center dot is there for a reason.

[sanjet]

Just follow your SOP's....

[goingnowherefast]

Why would you deliberately fly one dot off the on glide slope scale?

That is just plain stupid, if you are unable to fly accurately get another job.

The center dot is there for a reason.

Because you are in level flight on the localizer and intercepting the glideslope. The term is usually used to signify that the glideslope is getting close and it's time to put the gear down and think about intercepting and starting the descent on slope.

[Cat Driver]

The term is usually used to signify that the glideslope is getting close .

For sure if you have only one dot to go it is getting close.

We called glidescope alive when the PNF saw the needle start to move.

[ragbagflyer]

Why would you deliberately fly one dot off the on glide slope scale?

That is just plain stupid, if you are unable to fly accurately get another job.

The center dot is there for a reason.

He's referring to the rule of thumb as to when drop the landing gear, capture the glideslope and start downhill without having to change the power setting that much.

[sanjet]

You need to be reminded to change power and drop landing gear during approach?!

[Cat Driver]

My gear check is " I'm turning final, where am I landing and where is the gear? "

[Zaibatsu]

We don't say either. I'll call for gear down before landing checklist at half dot below for our aircraft.

Deviations are called one dog high if above slope and one below if below slope. I can't imagine why a call reminding the PF for gear would be called opposite.

[Zaibatsu]

My gear check is " I'm turning final, where am I landing and where is the gear? "

Which is good for not forgetting your gear, I do the same think on short final,, but it's not the best for smoothly setting up a stabilized approach.

[Cat Driver]

I do it because if I turn final and the gear is down and I am landing on the water it will not turn out very well.

A stabilized approach is great for a big jet, however being stabilized has very little to do with a lot of flying.


Actually the easiest approach is the constant turn to touch down....

It is really fun in law direct in the sim doing oval circuits at three hundred feet and about two minutes per circuit.

[Zaibatsu]

That's not going to work for my aircraft which is neither large nor a jet when vis is below a mile and ceiling is under 500 feet on an ILS. If I'm doing a cirling approach I'll tend to use a constant curve downward leaving minimums and put full flaps on when assured landing. Visual, we'll do whatever we want to, but that's not the topic of this discussion.

Unstabilized approaches are still one of the biggest causes of aircraft accidents. The companies that adhere to stabilized approach criteria (final landing config within at least 3 miles/1000 feet or upon reaching the FAF, and airspeed and slope within established parameters) have greatltly reduced the number of CFIT accidents on approach.

[ragbagflyer]

You need to be reminded to change power and drop landing gear during approach?!

Jesus. Nobody said anything about being reminded. You've got to put the gear down at some point...

It's simply method of using the additional drag of the gear to transition from level flight into decent on an approach with a vnav or G/S without increasing speed. It's not a hard rule but it works well when capturing a G/S between 2 and 4 thousand feet above touch down elevation; any more than that and I personally want to keep the speed above gear extension speed until closer to the FAF.

Why is this so complicated? The half a dot above/dot above simply means the G/S needle on the HSI is on half a dot/one dot above the centre of the instrument.

[Jack Klumpus]

I suggest no calls. Keep it quiet in the flight deck. You're doing the scan, you see where the glide is.

But if you insist, it's 1 dot above. You are referring to where you wanna be. I.e. 1 dot ABOVE, you need to go above to capture it (if you are in the descent of course).

[Black_Tusk]

Why would you deliberately fly one dot off the on glide slope scale?

That is just plain stupid, if you are unable to fly accurately get another job.

The center dot is there for a reason.

Re read the first post.

[digits_]

"One dot to go"

[BingoFuel]

Apologies, It seems I was not quite clear enough in my original question.

When you're in level flight about to intercept a glide slope from underneath as usual (whether or not I'm about to drop the gear here is irrelevant), the standard industry call (apparently) is "One Dot Above". Then maybe "Gear Down Landing checklist" etc.

My gripe here is that once you've established yourself on the slope and are descending, the standard calls for DEVIATIONS are "One dot above" if you're too HIGH....and "One Dot Below" if you're too LOW. We always reference the glideslope's position relative to the airplane...NOT where the instrument dot is on the indicator. That'd result in very poor situational awareness.

That'd be like saying "One Dot left" when you're right of course because the CDI is left....just doesn't make sense.

The call when you're about to intercept is an opposite philosophy compared to the deviation calls. Following me here fellas?

[Heliian]

Glideslope alive. Then, if you're not on it you get above for high, below for low. I'm sure there are variations around the world though. I sure miss the sounds and lights of the marker beacons.

[Donald]

Apologies, It seems I was not quite clear enough in my original question.

When you're in level flight about to intercept a glide slope from underneath as usual (whether or not I'm about to drop the gear here is irrelevant), the standard industry call (apparently) is "One Dot Above". Then maybe "Gear Down Landing checklist" etc.

My gripe here is that once you've established yourself on the slope and are descending, the standard calls for DEVIATIONS are "One dot above" if you're too HIGH....and "One Dot Below" if you're too LOW. We always reference the glideslope's position relative to the airplane...NOT where the instrument dot is on the indicator. That'd result in very poor situational awareness.

That'd be like saying "One Dot left" when you're right of course because the CDI is left....just doesn't make sense.

The call when you're about to intercept is an opposite philosophy compared to the deviation calls. Following me here fellas?

Wow that's confusing.

You get one dot high or low:

"Glideslope"

Response:

"Correcting"

Lateral error is the same:

"Localizer" or "track"

"Correcting"


KISS

[Canoehead]

What Donald said

[complexintentions]

I make it a personal challenge to intercept loc and g/s simultaneously without a level segment.