bcflyer wrote: ↑Thu Nov 21, 2019 7:59 am
I agree 100%. The fact that TC signed off on an ops spec that allowed a NPA to be flown in 1/2 vis speaks volumes about the state of regulation in this country. (It has since changed however we are still allowed to go below the published vis and still aren’t allowed to adjust the angle inside the FAF)
That sounds like another one of these accidents waiting to happen imho.
Not to mention that this goes against the manufacturers procedures.
pelmet wrote: ↑Tue Aug 27, 2019 6:17 pm
But the question is....when do you decide that the approach is not 'satisfactory'. At a 0.1 mile difference, 0.5 miles, something else. Did the other pilot read the distance off at exactly the correct time when you see a bit of a disrepency. Seems very subjective.
It's very simple - just read the altitude vs Distance profile as published on the chart.
Example:- 10 DME/3200'
as PNF I always mention the next distance/altitude prior to reaching it as a reminder to the PF.
At 10 DME the PNF states "xx ft high/low" or "on profile"
What is important is the TREND - if I'm consistently 20' high I'll just leave everything alone.
If I'm 20' high at one fix and 30' high at the next then I will adjust the FPA (-3.2 to regain profile then -3.1 to keep profile. Small corrections).
FPA is becoming a thing of the past. Increasingly NPA's are being flown like an ILS - the latest airbus aircraft will actually display ILS symbology on an NPA.
Depending on who you fly for you may now never see an NPA outside of a Simulator.