Big Pistons Forever wrote:I should have said if upon reaching the MDA you don't have the runway environment in sight then you should go around.

I disagree. Fly at MDA until the point where you know the landing can't be safely executed anymore, even if you'd be visual by it. This point (VDP), for many aircrafts, would be where the 3 degrees glidpath from the threshold intercepts MDA. If the runway is long enough, that point can be moved slightly closer to the runway.
I do get your point about it being generally safer for people. Get away from the ground ASAP, and don't start fixating on the few pieces of ground you can see, slowly creeping down towards it. However, I believe it's still more effective to train to fly the approach to the real minimums (not only the vertical min, but also the horizontal one). When the weather is bad, you might not always have the luxury of finding an approach where you get visual way before minimums.

You have much more IFR time than me, so I'd like to hear more about it.

Tramp

When I train for the initial IFR rating we fly a CDA to the MAP because that is what you have to do to pass the ride.

However I advise that when the new IFR pilot gets out into the real world, and especially if they are flying single pilot, that they not hang around at the MDA.

My personal experience has been that non precision approaches generally come in 2 varieties. You either break out of the clouds at or above the MDA and see the runway or you never see anything useful. The number of non precision approaches I have flown where driving at the MDA to the MAP, would be the difference between getting in or not, is IMO pretty small.

Finally what I said goes double at night. The number of non precision night circling approaches that have ended very badly is truly frightening.

I agree with everything trampbike has said.

But I agree with the point BPF is making.

I think the majority of pilots will fall between those two points - and they are pretty close to each other; separated only by a few seconds. Experience is the biggest factor in determining what a pilot will do in this case.

Wow did I start a war or just a new front of an old one?! Thanks for all the thoughtful responses. I think I'll just do the awkward math and use the GPS' GS to get my descent rate. If I am guilty of overthinking the issue, that's because the INRAT made me that way.
Appreciate the insight.

Note the distance where you should start the CDA from your present altitude according to the table on the approach plate. Just before you get to that distance, gear down and set a 600 FPM descent rate and you will find your flight path will be close enough to the CDA path that further figuring and fiddling is not worth the hassle. Mind the hard FAF crossing altitude and MDA and you are done.