NPA's have evolved from the only way to find a place in the dark, usually from an NDB sometimes without a DME, which made for the concept of "get to the MDA as soon as possible so you can see the place"
Now they are mostly a secondary approach, usually aligned with the landing surface and with VOR/LLZ/GPS lateral guidance.
Sophistication of GPA's, GSpeed indications, Nav Displays etc have made it a lot easier to be situationally aware, BUT the object of getting SAFELY to the gate with your SLF is just as difficult.
DC-3's etc did all this at 100kts or less, we do all thos at 180 or so with the really heavy metal, so the increase in nav aids is only just keeping us ahead.
For Chimbu, I also go down the VOR at KTM, usually at max ldg wt, TAS 185, 2000+ fpm sink rate with a 300hr F/O calling the steps if he can still speak above the ATC yelling to all and sundry.
GOOD CHARACTER BUILDING STUFF, thanks to the good grounding of my mentors in a real Airline before Ansett made it a joke. You dont forget 400 ft circuits in a jet at YLA because the cloud base was 2000 ft said the man. The trouble was YLA was 1650 ft and you didn't need an alternate in that operation so the NPA was the end of the road and NOT aligned with the runway.
Good stuff from all on this so keep blue side up.
