RNAV approach intermediate segment
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From: Amantido
RNAV approach intermediate segment
It is well clear that it is mandatory to be established on final approach track at least 2nm before the FAF, but can someone redirect me to the IR-OPS regulations that mandate this 2nm segment be also in level flight rather than continuous descent from TOD?
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From: BLQ
I believe this is a subject that concerns the Operator and the Manufacturer rather than the Authority.
Airbus, for example, recommends being leveled before the final descent point to meet the engagement criteria for the final descent.
Airbus, for example, recommends being leveled before the final descent point to meet the engagement criteria for the final descent.
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From: Wanderlust
If you are higher than final descent altitude the final descent arrow will not be in blue colour. And FINAL APP will not engage.
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From: USA
In cruise in a A320, at F370 got direct to the FAF for a straight in visual backed up by the RNAV, and cleared descend all the way down. Had FINAL APP all the way from TOD till FD off at MDA.....
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From: BLQ
This statement is not necessarily true if we're higher than the final descent altitude.
This in the reason why airbus recommends to arm FINAL APP mode when the TO waypoint is the final descent point. Ref: FCTM PR NP SOP 120 GUI Approach using final approach guidance.
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From: USA
The "mandatory" note for the altitude on the Jepp refers to the crossing of the fix, not the flying of the segment before it. It's equivalent to how in some SID/STAR presentations there's a under- and -overline at the number (as opposed to just an underline for "at or above," etc.)
Only half a speed-brake
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From: Commuting not home
The word "MANDATORY" on Jepp charts is their unique graphic presentation that the underlying procedure as defined in the National AIP has a "hard" - "exactly at" altitude restriction.
As correctly pointed out above, or maybe not, a continuous descent without a level segment does not automatically mean you screwed up, arrived at FAF above the coded altitude and failed to meet the activation criteria for the VNAV guidance to final approach.
My understanding is the OP flies the 737, so perhaps holding the airbus horses would be prudent. The lingo and modes there is many times confusing even for the rated guys, plus the "B" manufacturer's kit is superior in this regard.
As correctly pointed out above, or maybe not, a continuous descent without a level segment does not automatically mean you screwed up, arrived at FAF above the coded altitude and failed to meet the activation criteria for the VNAV guidance to final approach.
My understanding is the OP flies the 737, so perhaps holding the airbus horses would be prudent. The lingo and modes there is many times confusing even for the rated guys, plus the "B" manufacturer's kit is superior in this regard.
Last edited by FlightDetent; 24th October 2019 at 12:50.
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From: Wanderlust
In cruise in a A320, at F370 got direct to the FAF for a straight in visual backed up by the RNAV, and cleared descend all the way down. Had FINAL APP all the way from TOD till FD off at MDA.....
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From: USA
I'm sure you are right about the correct mode, I was just curious what it would do, we were visual all the way in, and no level flight was planned.
