Baro-Vnav and Approach Minimums
Joined: Jun 2000
Posts: 4,507
Likes: 4
From: last time I looked I was still here.
Can someone please explain: some operators/XAA's have an add-on to MDA, as this allows for a 'sink factor' during the GA. They still insist having the same add-on when using a DA, yet I thought this includes a 'sink factor'. Why is this, or is it simply standardisation to avoid forgetting it?
Joined: Oct 2003
Posts: 662
Likes: 5
From: If this is Tuesday, it must be?
Unfortunately while this is supposed to be the case it is not universally true. Some countries/airports have just changed the label without reassessing the approach.
In Europe, the onus is on the operator (as always!) to find this out for every approach they might use. This leads to many smaller operators and pretty much all ad-hoc charter companies just continuing to add the sink margin even if the plate says DA. The resource required to do the assessment far outweighs the benefit, since how often will that 50 feet make the difference?
In Europe, the onus is on the operator (as always!) to find this out for every approach they might use. This leads to many smaller operators and pretty much all ad-hoc charter companies just continuing to add the sink margin even if the plate says DA. The resource required to do the assessment far outweighs the benefit, since how often will that 50 feet make the difference?
Joined: Feb 2010
Posts: 110
Likes: 0
From: Right there...
I guess that if you are on a CDFA is like descending from the VDP. If you start your descent from the VDP and the ATC ask you to Go Around due to any reason or you decide to Go Around, you will not have an accident. NPA are flown ILS alike these days. So no harm in making the MDA a DA. Also no need to add on.
