[jhb_airlines] Re: Radar vectors

  • From: "Phil Reynolds" <phil.reynolds@xxxxxxxxxxxxxxxx>
  • To: <jhb_airlines@xxxxxxxxxxxxx>
  • Date: Sat, 26 Nov 2005 20:28:56 -0000

Hi John,

Thanks for that.  Presumably the reverse applies when flying an approach
chart (or similar), where you should fly the track shown on the chart after
wind correction, not just plug the value into the autopilot...


-----Original Message-----
From: jhb_airlines-bounce@xxxxxxxxxxxxx
[mailto:jhb_airlines-bounce@xxxxxxxxxxxxx]On Behalf Of Bones
Sent: 26 November 2005 19:50
To: jhb_airlines@xxxxxxxxxxxxx
Subject: [jhb_airlines] Re: Radar vectors

How would you know how much drift to account for and dial in? In truth you
must fly the ATC assigned heading because you would run into serious trouble
by interpolating your own.

All ATC see on radar from your dot trace is your track over the ground. We
see your actual heading as a time line but this is irrelevant - it is the
track that is important. Our heading instructions are based on the track
seen and are intended to get you to point A and B and C. If you are drifting
off the intended path a course correction is given.

When giving a turn towards the centreline we already have a good idea what
the wind is doing to you and so our heading should put you on the ILS at the
correct distance. If not then we have not allowed enough for the wind - but
that will have sunk in for the next aircraft.

If you start working out your own drift and apply corrections to given
headings then ATC will assume that your track is now a result of the heading
ATC have issued. Seeing you go off in a direction that wasn't planned we
would therefore issue you with a correction that will compound the situation
as you then apply further interpretation for the new drift angle. It would
all end in tears..


-----Original Message-----
From: jhb_airlines-bounce@xxxxxxxxxxxxx
[mailto:jhb_airlines-bounce@xxxxxxxxxxxxx] On Behalf Of Phil Reynolds
Sent: 26 November 2005 18:44
Subject: [jhb_airlines] Radar vectors

Hi all,

Whilst practicing ILS approaches earlier I came across a strong crosswind
element during the intercept to the localiser.  This made me wonder how
vectors to the ILS should be interpreted.  Usually (on FPI and VATSIM) ATC
gives a heading roughly 30 degrees offset to the localiser, ready to

However with a strong crosswind of 30+ kts, this would effectively push the
intercept point of the localiser either a) further from the runway threshold
than expected (which isn't too bad) or b) closer to the threshold (which
could cause problems tracking the glideslope).

Therefore, should vectors from ATC be dialled as is into the autopilot
(allowing the wind to affect the true aircraft heading) or should the given
heading be altered to take into account the wind, so that the aircraft
tracks the heading given by ATC?



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