Originally Posted by
FlyingStone
Many operators just take plain vanilla Boeing/Airbus FCOM and write the differences between the company SOP and the manufacturer SOP in a separate document (like OM B). Easy to implement, nightmare to study.
FCOM plus OM/B? That sounds like a nightmare indeed. On our boeing fleet the fompany adapted the boeing FCOM and published it as OM/B, on the airbus they never did that and we just use the airbus documentation, but even in those golden times where we had company SOPs that differed a lot from the OEM ones they were incorporated into the airbus documentation, published by airbus.
Otherwise, really looks like a strange thing, not checking DME vs. altitude table during non-precision approach, especially when flying with selected guidance in bad weather. Perhaps it's time for the Airbus to finally step up and come up with a way to fly LOC-only approaches with managed vertical guidance.
Indeed. That was one of the not so nice surprises when transitioning from the 737 to the A320 family that the bus couldn't even fly a managed LOC approach, something we did for many years already on the 737 with IAN. And one of the reasons why i always comment that the A320 is a generation behind the 737NG on the avionic front.