Practical uses for CWS
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ahramin
Perhaps I didn't explain it too clearly, but empty cruise seems to have cleared up the confusion. I was working on the assumption that the MDA and MAPt would coincide at a point on your nominal 3 degree glideslope. In reality you're going to reach MDA before the MAPt point. If, as you say in
Canada, the MAPt is the threshold, you're not aiming to get to MDA, of say 500' agl, at that point and try to pull off a succsesful landing from there!
Perhaps I didn't explain it too clearly, but empty cruise seems to have cleared up the confusion. I was working on the assumption that the MDA and MAPt would coincide at a point on your nominal 3 degree glideslope. In reality you're going to reach MDA before the MAPt point. If, as you say in
Canada, the MAPt is the threshold, you're not aiming to get to MDA, of say 500' agl, at that point and try to pull off a succsesful landing from there!
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Fokker 28,
You wrote
.
Which authority, I wonder, is content for you not to apply an increment to protect against descent below the obstacle clearance altitude (or system minimum)? Are you sure that you won't be using a Company Decision Altitude, slightly above the MDA?
You wrote
allow us to treat the MDA as a DA, including allowing us to descend slightly below in the course of transitioning to a missed approach
Which authority, I wonder, is content for you not to apply an increment to protect against descent below the obstacle clearance altitude (or system minimum)? Are you sure that you won't be using a Company Decision Altitude, slightly above the MDA?
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In my humble opinion:
1. A 3 degree slope approx 320ft/NM which we expect our pilots to calculate based on DME (VOR or ILS) distance to touchdown;
2. We use MDA + 50ft as our Visual Descent Point (VDP) equiv to DA. At this altitude, if insufficient visual cues, commence GoAround, climbing & TRACK to appropriate turning point on the published Missed Approach Procedure.
This way, if you get visual you will be in the slot with no pitch changes required for the continuation to landing. This also complies with the FSF Stabilised Approach Criteria. (wheras Dive&Drive may not).
1. A 3 degree slope approx 320ft/NM which we expect our pilots to calculate based on DME (VOR or ILS) distance to touchdown;
2. We use MDA + 50ft as our Visual Descent Point (VDP) equiv to DA. At this altitude, if insufficient visual cues, commence GoAround, climbing & TRACK to appropriate turning point on the published Missed Approach Procedure.
This way, if you get visual you will be in the slot with no pitch changes required for the continuation to landing. This also complies with the FSF Stabilised Approach Criteria. (wheras Dive&Drive may not).
