There is a note in the PBN manual which talks about not clearing wpts derived from nav db when doing sid/star even if they are not overflow, under radar vectors or clearing weather.
Sorry I do not have the manual handy for exact ref.

A360
We were discussing sequencing FLTPLN for approach because you won't get NAV mode for GA. Even during departure or clearing weather if you do not overfly way points and leave them in flight plan when you are asked to join the departure or wished to get back in NAV you won't get it. NAV can only be engaged when MCDU FROM and TO way points match ND way points.

Hello Vilas,


During the STARs (or SIDs), if U wish not to fly the STAR's waypoints for any reason (radar vectors, weather) you can do so but do not clear the STAR's waypoints until you are on final intercept heading. After that either to perform DIR TO or clear the waypoints behind you.


This is applicable for RNAV APPs as per the PBN manual.


Thanks

Lateral Revision and type in the next waypoint may be quicker than clearing.

Having the original route in the secondary can be useful if you get cleared to a way point you thought didn't apply anymore.

Remember you can't activate the Secondary Flight Plan in NAV without going into heading first, unless it is sequenced with the active. Direct To will stop the sequencing of the secondary.

Extending the centreline and having NAV armed whilst in heading will prevent you from flying through your final course and possibly infringing on a parallel runway. I do this if cleared for ILS approach whilst outside the 25nm protected area.

The FMS is a tool box and there are differences in how people use it.

A360
There was never any doubt about that. You need to do it before intercepting final track.

Toptip

If despite all best intents you have messed up the flightplan sequencing and you discover this late on final approach:

Below 700ft RA (MCDU datalock):
-Direct to ¨Runway¨
-LOC - G/S remain engaged and flightplan is sequenced correctly for G/A

Obviously, before someone will jump at me, there are cons to going heads down at this height.

OPN DES


If you perform DIR TO after you are locked on the ILS, the APPR (LOC & GS) will disengage and NAV will engage.

There are several ways to achieve the same target, which is to have a "correct" waypoint TO.

Some like sequencing by clearing the waypoint from, or a couple of waypoints.
If there is a lot of waypoints to clear perhaps is better the next method:

make a DIR TO to the desired WPT TO and then pull HDG.

make a DIR TO with radial in to a suitable waypoint in final (if your FMGS standard allows it) and then pull HDG

In some cases I think it would be OK not to pull HDG. That would give better VDEV (if you pull HDG the FMGS computes direct distance from a/c to the WPT TO.)

A360
Refer to my post 19. This thread going round in circles.

Vilas,maybe if we did a lateral revision on post #19 and inserted this post we would end up with a proper sequenced flight plan...

A320 MCDU "Sequence the flight plan" instead of DIR to?
 

A360 read mypost again. Not if done below700ft ra! Mcdu datalock....

The FCOM does talk about using the Direct To function with one reason given being "The VDEV to be computed on reasonable distance assumptions".
Anybody have a good explanation for this?

This is why you ask to sequence the FPLAN BEFORE the approach is armed.
Quite logical.

???

Seriously?
I rather fly the MAP by RAW Data selected, unless it is REALLY complicated to fly, but then I should not be flying.