Ah OK… I log time in 5 minute increments 
My GPWS is a handheld Garmin 496. For sure an installed GPWS, like the $30k King box, would be wired into a non-switchable intercom input.
Proper GPWS disable would be/is only a TEMPORARY one, not a permanent ON/OFF option.
When you are VMC at low level on approach, in between /bound towards/ terrain, the bitchin’ betty does not offer much help but rather adds distractions to an already busy environment in an intrusive way.
Regarding watch time I compared your (verbally) mentioned time with the one the tower reported (which coincided with the GPS one in the subtitles).
+2 mins? I know the GPS altitude often reads higher than what I tell ATC in a climb or descent but that’s because the timeline track containing the GPS subtitles is not precisely aligned; also GPS reads higher than altimeter in ISA+ conditions.
I can disable the GPWS but don’t want to; one day I will forget to turn it back on
Stunning scenery !
You need to update your watch to +2 minutes :-)
Does your GPWS have any inhibit option/switch ? it does a good job but sometimes you need to temporarily inhibit the visible & obvious.
Here is the video of the full LOC 01 procedure. For legality (for IFR, it needs aircraft and crew approval by Italian CAA) it was flown under VFR. 1080P 50fps video. You can download the original 3GB file from Vimeo, using the Download feature.
I am still editing the full Bolzano trip video. The above is just the approach procedure.
Airborne_Again wrote:
So you are suppose to descend from FL120 to 6400 between D22 and D9.5 IBZ.
Yes. And that is (give or take) consistent with the descend gradient indicated on the approach plate (692’/NM)
In IMC it is likely to be icing conditions at the IAP platform, even in the summer. That is likely to mess up a non-deiced rate of climb…
I could have gone in there with a 10,000ft cloudbase because the spot elevations (last chart above) are well below that, but I didn’t fancy having to divert from Bolzano all the way to Shoreham, haggling with ATC all the way for the next 4-5 hours and possibly having some clearance declined and be forced to land. The longest diversion I have done was from St Yan LFLN to Shoreham EGKA (some 300-400nm) but French ATC know perfectly well how to route a plane from there to the UK, and they don’t have another country to negotiate with.
Its not something I want to try in the wintertime IMC. The plane better have great performance and with 75% of MTOW landing AND THEN 90-100% MTOW when departing there is no room for error like through a Mt wave or two. So you have to have no schedule and be flexible time wise for just the right day. But then again if you dont take on fuel the situation is better but still has a lot of variables.
In these situations (e.g. Lugano LSZA, where i’m returning on Sunday), I ask follow the procedure, remaining VFR
Why not? That is step #1 to prepare for the approach, no?
Because I was out, walking halfway around Losinj
In the AIP the profile view does start at the IAF (D22 IBZ).
Hmmm… thanks for that. I do wonder why Jepp drafted it thus. Normally it is the other way round; they fix errors and ambiguities in the AIP (Albenga was one case I recall). The AIP version:
So this IAP is not complicated. You fly to FORER (using one of several approaches) and then you need to be receiving the IBZ localiser, set up the VS according to the GS and the table, and check off the check altitudes on the way down.
A few people I know have commented that it is a pretty scary approach to fly… I wonder what the enroute IFR controller is going to allow, for an aircraft cancelling IFR and reporting VMC?
