Originally Posted by
stm44ae
well im little confused now
Honestly I fail to see why. Your company requires constant descent from 3000 and you calculated that correctly in the very first post. 9 miles fully configured is not very fuel efficient and little slow, but perfectly legal.
Another option is to descend to platform [intermediate approach altitude] 1900 when on final and be configured at FAF. My company also prohibits stepped, dive&drive NPAs, this only applies after FAF however. So correct for me eventhough some TREs may claim otherwise.
Personally, I would adopt CDA between IF (7 DME, 3000) and FAF ('KFA', 1900) to save fuel and noise. It may seem overly complicated but in fact it is a daily routine for ILS approaches and modern ND provides all the clues to do so without unnecessary workload. To compare, the 737 FMS does calculate VNAV PTH as CDA, I believe.
If you are looking at a SIM scenario with failure(s) then of course the easiest is the best. I would fly strictly as charted.
Yours,
FD (the un-real)