terdferg23
Well-Known "Member"
Do them both. Impress everyone
ILS or GPS?
- Thread starter BobDDuck
- Start date
Bandit_Driver
Gold Member
Unless you have a legal to use VNAV system, I was always taught to dive and drive. In what you described I would go with what gives me the most amount of pavement to stop on. Also, I wouldn't try for style points, plant it and get on the brakes.
jtrain609
Antisocial Monster
We got rid of dive and drive, and don't have real vnav. On vor and loc approaches we do CANPA descents, GPS has advisory vnav info.
z987k
Well-Known Member
I do dive and drive as well, it's what I've always done, but I'm pretty sure I've read the constant descent approaches even non precision is much safer. Most of my approaches anymore are ILS or GPS, and if it's GPS there's a good chance it has a glideslope. Even a bunch of the LNAV's have advisory glideslopes now.
Bandit_Driver
Gold Member
On my 737 type ride ( i dove and drove) the examiner commented that he liked it after the ride. If the plane and/or approach was built for the constant rate of descent profile the do it old school. getting creating in older equipment can be dangerous and make things harder than they have to be.
Bandit_Driver
Gold Member
Have to follow the what the company & local FSDO wants. On both my 727 and 737 ride the Feds wanted dive and drive even though the younger 727's do have FMS and vnav capability (but not authorized for use).
z987k
Well-Known Member
That's interesting, because I'm pretty sure it's the NTSB that recommends otherwise.
Although, I do find it easier, and less distracting to just dive and drive than do the smallest amount of math while flying to make myself a glideslope.
Autothrust Blue
"Well, on the Brasilia..."
And then there's CANPA to circling, which is the dumbest thing.
Rocketman99
Frozen Guppy Manipulator
What the company wants, ok, they write the checks and it's their plane so fine. What the FSDO wants? Yeah, whatever. If the way I do it is not an outright violation they can like to see us do whatever they please, doesn't mean I'm going to...ever.
Bandit_Driver
Gold Member
Last time i checked the manuals and procedures bear the signature of the local FSDO that authorized the content of the manual.
Rocketman99
Frozen Guppy Manipulator
That doesn't mean they wrote anything in it though. I also often wonder if it even means they read it for some of the ridiculous crap that is sometimes included...
Bandit_Driver
Gold Member
That is true. They are supposed to read them but some just rubber stamp them. Obviously any contradiction between the manual and CFR's the CFR's win. Generally speaking, if you follow the book you can usually defend yourself successfully if called out on something and you can backup your actions by company policy procedure or CFR.
Chief Captain
Well-Known Member
What's this CANPA thing you're talking about? The guys who wrote our manuals haven't heard of that concept. We're still diving and driving like it's 1972...
jtrain609
Antisocial Monster
Continuous Angle Non-Precision Approach.
You get to the FAF and roll in whatever the proper VS is for your speed to make an X degree GS. Cross check your altitudes on the way down against where you should be to make sure you're on the proper path, and then when you get to MDA + Y (I think we add 75' or something like that, I'm not current so don't quote me on the specifics here) you will initiate a missed approach.
Chief Captain
Well-Known Member
Thanks.
I suppose I should have put in a "sarcasm" tag. That's how I was taught to do NPA's. My current company believes in the old school method though.
I suppose I should have put in a "sarcasm" tag. That's how I was taught to do NPA's. My current company believes in the old school method though.
Would you (the FO) and the CA have to be authorized for cir appr? I'm assuming that the CA in this situation would have it on his Type. Also it seems quite risky and challenging flying low and slow while attempting to stay within your protected airspace.
Rocketman99
Frozen Guppy Manipulator
No, the CA has the same circling restriction on his/her type. The FAA has largely decided that circling approaches are too dangerous and pilots can't do anything without a computer telling them exactly what to do.
Autothrust Blue
"Well, on the Brasilia..."
Circling at minimums at Cat D speeds doesn't sound like fun to me, so I'm okay with "CIRC APCH VMC ONLY" being on my type rating(s).
Rocketman99
Frozen Guppy Manipulator
We'll just agree to disagree. I liked one of the very few chances left in this career to actually be a pilot.
Cessnaflyer
Wooooooooooooooooooooooooooooooo
When I was transitioning to the ATR we had to go back to sim to get the circling removed in the type because the only way to get into some airports was to circle. Little easier in a turboprop than a jet though.
