Question to Eric or other B767 pilots.When flying an non-precision approach in LNAV/VNAV, do you set the altitude selector to each altitude constraint on the approach including MDA when approprate, or do you set the selector down to zero (00000) to preclude mode change from VNAV to ALT HLD?Was practicing some approaches and noticed the constant changing from VNAV to ALT HLD and back to VNAV throughout the approach. I also had to open the speed intervention window each time VNAV was reselected since it went to estimated constraint speed (usually 200-plus knots). That got to be tedious at times.Suggesstions, airline procedures, or comments please?Rich Boll

If your in the right seat. . .Use your left hand to fly, and your right hand to control the Throttles :)Just gotta hit G at sometime :) lol

But I doubt anyone flies a non-precision approach in VNAV. Why would you?Lee Hetherington (KBOS)

Lee,Actually, Air Canada, for one, flies some non-precision approaches using the VNAV mode on their 76's (horizontal nav is by LNAV, LOC, LOC/BC).Once cleared for the approach they set MDA on the MCP. Select VNAV at the calculated descent point and then speed intervene. If not VNAV then then it is flown with V/S mode.Cheers,Kevin in CYOW

this is what some 767 pilot posted awhile ago on the subject ...Michael J.G'Day all!I'll try and give a bit of a run-down on how to fly a non-precision approach, but this does come with the warning that procedures will vary greatly between companies.First thing I'll say is the aircraft is fitted with a lot of high tech gismo's (FMC, Nav displays etc), they are the to be USED! My companies policy is to use all available automatics (LNAV, VNAV included), provided the raw data from the nav aid is being monitored to ensure the automatics are doing a good job.I'll start with the VOR DME approach.Now in the real aircraft all the approaches will be in the FMC, DME arcs included. In PIC I have to build the approaches myself, not sure if you can download them from somewhere?Anyway, just enter the runway, then all the bearning/distances from the VOR, if there is an arc involved just use the fix page to create a ring around the VOR at the given distance.Now the policy in my company is to always fly a 3 degree approach, and to treat the MDA as a DA. So for each of the legs you've created work out how far from the runway it is, and enter in the altitude for a 3 degree approach (320ft/nm). In effect what you're doing is creating your own VNAV glidepath, to replace the ILS glidepath.Ok, now to explain how to fly this I'll just use an average approach, where the STAR puts you onto the 12DME arc, which brings you round to the final approach course.Depending on winds and how long you have to follow the arc for, I'd try to be configured at flap 5, either just as, or slightly after I get on the arc.Once you're cleared for the approach you set the MCP altitude window to the lowest altitude you can descend to on the approach, this continues the whole way down to the MDA.Once you get on the approach the PNF will switch his ND to expanded VOR. PF will remain in Map mode, provided the map is accurate.During the turn onto final you will asses if LNAV is doing a good job or not, depending on how accurate the map is. Do this by cross-checking the magenta line with the VOR on the PNF's screen. If all is accurate then let LNAV do its work, if its more than one dot out on the VOR scale, then go heading select and fly it down that way.Once you're established inbound gear down flaps 20, and then flaps 30 landing checklist when the speed comes back enough.And from there down you go in VNAV, which will fly a nice 3 degree approach that you programmed in. When at the MDA the PNF will call minima visual or no contact. If no contact do the missed approach, If visual have a look outside, and disconnect the autopilot by 50ft below MDA. In the event you become visual before the MDA, you could disconnect early if you like. There is nothing to say you cant disconnect while still IMC, but its not a very smart move.Well, my fingers hurt hehehe. I hope this helps? I wont say much about the NDB, other than its basically the same, except you both remain in MAP mode, and use the green needles on the MAP for your tracking.Just ask any q's you have...

I stand corrected.Lee Hetherington (KBOS)

Sounds like a pretty good explanation to me ;-)

"Sounds like a pretty good explanation to me" I don't think you could have said it better yourself, HP :-hah

Our company policy is to set constraint altitudes on the MCP up to the Final Approach Fix, then the MDA. To avoid ALT CAP the dynamic arc is used to verify that the constraint will not be breached by all crew, then the MCP is set to the next constraint before ALT CAP. If the MDA is an odd figure, like 830 feet, the MCP is set to 800 and ALT HOLD used if not visual at the minima.Due to map shift VNAV/LNAV approaches quite often have to be abandoned in favour of V/S and HDG SEL. The exception is in the birds fitted with GPS, which nail it!

A great explanation. Thank you for posting it Michael!