Guess you've never been an NFO in a Navy carrier jet. You are definitely not "just along for the ride," especially with an inexperienced pilot, and even more so when he doesn't know he needs glasses.
So much for your knowledge of military flight rules. In fact, the USAF required its WSO's to obtain stick time -- it was part of our semi-annual flight training requirements. As for the Navy, while we had no controls in the A-6, that didn't mean we weren't helping and even evaluating our pilots' performance in other ways, and S-3 CO-TAC's often flew the airplane -- as they were required to be able to do.
Actually if you think about it, that angular behavior is another reason to be as concerned about being a dot or two low further out as you are near in. The design of ILS protection does provide greater minimum clearance earlier in the approach than at the DA/MAP in terms of feet but maybe not in terms of angle (dots).
Sorry, ex-Navy enlisted man -- you simply don't know what you're talking about on this one, and this retired officer who served as both a Navy NFO and USAF WSO does. Feel free to check what I said in OPNAVINST 3710.7 and USAF regs 60-16 and 60-1 (including the MAJCOM supplements for the RF-4C and F-111). Adios.Sorry, I'm not buying that Ron. You're embellishing (again).
I'm not sure I follow you, Lance... are you saying that there are cases where obstacles penetrate into the glidepath itself (less than full scale deflection) inside the FAF/published glideslope intercept? I thought there was always a buffer between full-scale deflection on the GS CDI and any obstacles within some lateral distance of the FAC. I don't assume that the angular size of the buffer is any larger (or even, not smaller) farther out, and of course I know that once deflection is full scale you have no vertical course guidance and could be anywhere. I was only counting on the fact that the glidepath itself is wider farther out and assuming that the TERPS criteria ensure that no obstacles can ever penetrate into it inside the FAF. But I haven't been able to find any definitive reference that says one way or the other.
Like I said -- AF WSO's were not only permitted but required to fly the plane.
Given your propensity to ignore what it says in the book, your response falls right in line. It's also interesting that after dismissing every post I make quoting your bosses at FAA HQ, you dismiss the published regs and rely instead on what some anonymous "retired AF Colonel" told you.
No, if you are on the centerline there shouldn't be any obstacles to hit if you flew with a full scale up (top dot or mark) indication assuming your GS indications are perfect (when's the last time you had that checked?). My point was that on some approaches the vertical center (or bottom for that matter) of the GS may come closer to an obstruction located further out on the approach simply because that's where the tall obstruction is. In addition, as you wander laterally your obstacle free buffer zone below may be diminished before you see a full lateral deflection on the LOC.
