Maybe I should have posted this with the other topic. Ah well.I have read on numerous forums, and spent a lot of time reading up on, what is supposedly the correct procedure for VOR/DME or any non-precision approach (instrument) into an airport, on the 747.I have recieved mixed feedback. One theory is to use LNAV all the way down to your MDA, and also VNAV from the FAF to MDA, (whilst cross checking with solid VOR indications), as this will be more precise than hand flying or using HDG SEL, for example.What techniques are being used by people on here?

Please sign you name to posts in this forum. Using LNAV/VNAV for a non-precision approach is very similar to flying a GPS overlay approach, just have to be careful that you have an eye on her and there are no altitude busts. My preference is to have hands on the controls below 1000 agl (for VOR approaches).

Please sign you name to posts in this forum. Using LNAV/VNAV for a non-precision approach is very similar to flying a GPS overlay approach, just have to be careful that you have an eye on her and there are no altitude busts. My preference is to have hands on the controls below 1000 agl (for VOR approaches).

I think it also depends what technique you prefer for flying non-precision approaches. I was taught to have a pretty aggressive descent down between fixes in hopes of getting under the scmoo. I know plenty of guys, though, that still like a more normalized descent rate. And my impression is that that techique is not recommended in the heavy stuff. What I do on the iron for these approaches is set the altitude use V/S to get down at a good clip and hold at the next fix. After the FAF, I'll usually hand fly, but if you don't want to, you could set it to the MDA.

I think most of the guys out there would prefer the constant descent rate method. I was taught "get her down early" in my instrument training in the early 80's, which affords the opportunity to get below MDA early if the visibility down there affords it but there have been several line pilots contributing here that make a good case to the constant descent angle. Nice thing about the MD11 is it's ability to set the A/P to a 3-deg descent rate. Pretty cool.

I think most of the guys out there would prefer the constant descent rate method. I was taught "get her down early" in my instrument training in the early 80's, which affords the opportunity to get below MDA early if the visibility down there affords it but there have been several line pilots contributing here that make a good case to the constant descent angle. Nice thing about the MD11 is it's ability to set the A/P to a 3-deg descent rate. Pretty cool.

Not sure what the airline profiles instruct for a non-precision approach, but I was taught the same way as Dan for my instrument training. I have been on a Falcon 50 that flew a VOR approach this way.

Nice thing about the MD11 is it's ability to set the A/P to a 3-deg descent rate.

Speaking of the MD11, PROFILE does a terrible job on approaches. It gets very close to the fix before sequencing it, and starts to level off. Then there's a delay after the waypoint is sequenced before it resumes descent. What happens is you end up WAY too high on final in the MD11. Is this how the real thing behaves?Paul

Not sure what the airline profiles instruct for a non-precision approach, but I was taught the same way as Dan for my instrument training. I have been on a Falcon 50 that flew a VOR approach this way.

Yup, we were all trained the classic way. Your Falcon experience is interesting as well. But, as you highlight, I'm going to bet that airlines have some sort of weasel words in their manuals about not diving in when there are passengers aboard. I know I'll be flying the B41 and Dash that way.

to set the A/P to a 3-deg descent rate.

Going down in V/S at a -750 fpm rate is always a very good compromise when you are in the 150 kts range.That gives a very close to the 3 degree profile (if the wind is not strong enough to spoil your beautiful calculations).

I know I'll be flying the B41 and Dash that way

One of my personal goals has been to fly KDEN-KASE (Aspen) and successfully fly the LOC/DME-E approach in the J41. Sure, I've flown the approach but not yet to my satisfaction. The descent angle on this beauty is 6.59 deg, IAF at 13000 then a quick 84 deg turn to the left to intercept the localizer and down you go into the valley with 11000 peaks overlooking the airport. Add clouds and ice and you've got a busy hour flight. Sure is fun, you guys are going to love this airplane.

Thanks Dan, Cant wait to try this one out. How do you create the Icing conditions?Peter Osborn

Thanks Dan, Cant wait to try this one out. How do you create the Icing conditions?Peter Osborn

Yeah, that would be my question too. I've flown in plenty of virtual ice, but all it seems to do is freeze the pitot if I don't turn the heat on. I don't think I've ever seen actual rime ice in FS.

The J41 has ice, which appears until you activate the boots and prop heat.

The J41 has ice, which appears until you activate the boots and prop heat.

Awesome. I think I read in another thread that it goes "whomp" when the boots toss the ice onto the cabin, just like they tend to do in real life. Can anyone post some pictures of the icing? I would love to see that.

See pic in post#12: http://forums1.avsim.net/index.php?showtopic=255119

See pic in post#12: http://forums1.avsim.net/index.php?showtopic=255119

Thanks, Dan, I obviously missed that one.