Are you sure you are on the last route segment when you wind the Alt. away? Stupid bloody thing. Fortunately the weather was great so we turned off the FDs and continued visually. |
Thought the 787 had IAN as standard, which would do away with the need for VNAV on most approaches. Or is it a customer option there as well?
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Alt Flieger
Never is a long time. Have you flown RNP in both 737CL and NG? |
Checked the old manuals, the company would set
MCP = MDA + 50' + Temp. correction G/A target was dialled when passing 300 ft above the applicable minima. |
ImbracableCrunk
I have flown thousands of hours in both but RNP only in the -800. But in both our training department would have a fit if you set 00000. If you are worried about Alt. Acq. select V/S first. Flightdetent is correct. |
You have to set the runway threshold elevation rounded down for a VNAV flown approach on the Classic.
So never say never. |
VNAV in a classic.
There’s your problem. RNP in an -800NG not an issue. They are designed for it. 00000 in the MCP is a bad idea either way. Certainly not a habit to teach a newbie like the OP. |
You don't set MAP in the CL until you are going around [Edit: or 300 above mdah]. That's our point.
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Nope.
I have 15,000 hours on Boeings including a type endorsement from Boeing in Seattle and never ever set MAA in the go-round. |
I think I agree with you, but the worlds largest 737 operator does just that (and flies 737s about 15.000 hours per day, after flying it for 50 years....)
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Funny enough, albeit it's not the latest FCTM, but Boeing would disagree here:
https://cimg4.ibsrv.net/gimg/pprune....5e5e6d3a9f.png |
IAN only works for straight-in approaches, so anything else LNAV/VNAV needed.
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Banana Joe
You say have to, our old manuals have different choice: MDA/DDA/DA instead. Yes, for RNP VNAV on the -400. The graphics recently posted shows exactly the same. What are we missing, I mean, you're the only one actually flying it, right? Where does this must come from? |
Originally Posted by FlyingStone
(Post 11133834)
Boeing guidance is the same. If windshear is confirmed, then you should delay takeoff or discontinue the approach (FCOM SP 16 has some good stuff in it). However if windshear is only suspected, you can improve aircraft's performance by rotating at the performance-limited Vr (which can be up to 20kts higher than normal Vr), to give you better performance in case that you actually end up in a windshear.
Originally Posted by FlyingStone
(Post 11133834)
track up is a customer option, that can be only changed by the airline. Personally, I never look at the compass rose below the PFD, and track up is by far superior for most phases of flying, with the odd exception of transitioning to visual part of the landing with high crosswinds, where the runway on the ND will appear straight ahead rather that left/right.
Originally Posted by rudestuff
(Post 11133840)
The company VNAV procedure is to set airfield elevation in the MCP, and only set the go around altitude DURING the go around?? What else does the landing checklist miss out?
Originally Posted by FlyingStone
(Post 11133834)
The altitude set in the MCP window is temporary, it just needs to be something lower than where you are - most operators pick MDA rounded down. You should never actually reach it. Once you're 300' below missed approach altitude you can reset the missed approach altitude and VNAV will ignore it.
Originally Posted by FlyingStone
(Post 11133961)
I'd love to see how that works with very low MAAs, such as 1500ft in BCN or 2000ft in the Netherlands.
Thanks all for the feedback, very interesting discussion from some clearly experienced and thoughtful drivers. There are some more questions I thought I would throw around.
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FlightDetent
I've done the type rating at an operator, currently flying at another operator and in both places this is the procedure for a VNAV flown approach. I guess both ways work. We actually set MAA 300ft above MDA if the approach is flown with V/S. But I would not be surprised my operator may like to complicate things. Considering the country they're based in it would make sense:} |
FlyingStone
Thanks for posting that. Our company won’t even let us have the FCTM. I stand corrected. |
oicur12.again
The V1-5 has always bothered me. And they won’t tell you whether you remove your hand at actual V1 or the V1 call. I see a mix. |
Are you serious? You operate without a copy of FCTM?
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It's somewhat common for the airline to publish its own version, paraphrased from the manufacturer's, with changes.
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The question is, why do we have to wait until so late in the approach(300' above MDA) to set the missed approach altitude when there is increased risk of forgetting as one is getting close to minimums and getting more focused on acquiring visual contact with the runway.
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