"By approach speed I mean speed after the FAF (after the GS intercept)."That too is incorrect. Just ask the pilots flying into LAX on the MITTS1 or CIVET4 arrivals. They capture the glide slope well outside the FAF and are still asked to maintain 180 kts to the marker. It's ONLY inside the FAF or within 5 miles of the airport (see the FAA link above) where speed adjustments cannot be made. Whether or not they are on the glide slope is irrelevant. Chris

Bla, bla. Sorry that I failed to account for all special cases. Typically FAF corresponds with the outer marker and is where GS intercept occurs (for ILS). Michael J.

>Bla, bla. Sorry that I failed to account for all special>cases. Typically FAF corresponds with the outer marker and is>where GS intercept occurs (for ILS). >>Michael J.>Just FYI, the examples Chris mentioned aren't exceptions or specialcases. Depending on traffic volume, its common to intercept the ILS well outside the FAF. This happens at airports large and small.NickBlue Ridge Dx

>cases. Depending on traffic volume, its common to intercept>the ILS well outside the FAF. I have no idea what you mean by "intercepting ILS". I was referring to GS only whose interception is usually if not exactly at very close to the outer marker (FAF).Michael J.

>I have no idea what you mean by "intercepting ILS". I was>referring to GS only whose interception is usually if not>exactly at very close to the outer marker (FAF).What don't you get? An ILS consists of a Localizer and a Glideslope. It is common to intercept both the localizer and the glideslope (collectively referred to as the ILS) outside the FAF.Last week while on descent into Dayton, we were given a vector to intercept the ILS 24L localizer. We joined the localizer at about 31DME. While descending to our clearance limit of 6000ft, we were cleared for the approach, and intercepted the G/S at about 6500ft and 19DME from the threshold. We flew the 'ILS' down to about 2500ft before we configured to land, and completed the remainder of the approach visually.We have done nearly the same thing at EWR 22L, LGA 22, ORD 27L, PHL 9R, IAD 19L, and many others. The point is, in the real world, its common to intercept the 'ILS' outside the FAF. Its also common to fly much higher approach speeds, not slowing until well within the FAF. On the approach into Dayton, we kept the speed on the barber pole (250kt) all the way down to '1500 above' before slowing and re-configuring. This was at pilot's discretion. NickBlue Ridge Dx

Will men I have done it four times so far ILS landing with my MSFFB2joystick,Thanks for the inputs ARNUD thanks I lower my SENSITIVITY onmy joystick. I was way over dueing it. I was test landing at Redding, Ca. FLAPS 30 speed 147-152 no wind. full fuel loading.Is the CH flight yoke force feed back? or does anyone make a Forcefeed back Filght yoke??