Thanks for the replies.I may give the recomendation of getting down to the MDA early a try. I guess if you can't descend below that height until you have the runway in sight, and providing there are no obstacles to clear between the FAF and MDA, then it really isn't an issue. Also it will ensure that you are at a correct height and speed at the MDA, right?On another note are non-precision approaches still popular into big airports? surely most just use the ILS where it is available.Thanks again,L.Penchion

Thanks for the replies.I may give the recomendation of getting down to the MDA early a try. I guess if you can't descend below that height until you have the runway in sight, and providing there are no obstacles to clear between the FAF and MDA, then it really isn't an issue. Also it will ensure that you are at a correct height and speed at the MDA, right?On another note are non-precision approaches still popular into big airports? surely most just use the ILS where it is available.Thanks again,L.Penchion

Depends on your definition of a "Large Airport". In the US, there are many regional airports that are busy, fairly large and only have non-precision approaches for some of the runways.

Whenever possible, KJFK tends to use a VOR approach.Paul

Whenever possible, KJFK tends to use a VOR approach.Paul

Paul, why is this? surely precision approaches are safer, quicker, and all aircraft are in a consistent pattern on the G/S?Luke Penchion

The KJFK VOR13L/R approach is most likely what Paul is referring to. This is also has a GPS overlay published.The VOR approach brings you in over the Carlisle VOR on a base leg, avoiding the KLGA traffic that the ILS13L doesn't. It is a fun approach to fly in a heavy like MD11 or 747.

Thanks for the reply Dan, cleared that up nicely.was practicing VOR/DME into EGCC (manchester) before using LNAV.At first I thought LNAV had got the headings wrong, but checking the charts I noticed that yes, it was the correct heading toards the VOR. It's strange - the runway heading is 234 deg, yet a VOR/DME approach leaves you at 229 right until the threshold. Bit annoying trying to get the centreline, but fun none the less.Luke Penchion

Rarely does a VOR approach line up with runway centerline, think about it. That would mean the VOR is on an extended centerline of the runway.My home VOR approach uses a 191 radial to get to a runway heading 173. The fun part is dropping out of the cloud and not seeing the runway ahead, but after a few IMC approaches you get used to it.

Yes, I was referring to the "Canarsie" approach. VOR approaches don't usually line up perfectly, but the mins are high enough so that it's not a problem. If you want to try some easy VOR approaches, try:VORDME08 MWCRVORDME10 TNCMVORDME07 MKJSVORDME12 MKJPPaul

Brilliant! Think I will give those a go tomorrow.Actually rather fascinating how 'old-skool' a non-precision is. There must be quite some variation each time you do the same approach. Guess that must add to the fun.I have so many unanswered questions about the 747, of which I will post seperate topics.Thanks for the replies again.Luke Penchion

As the MD-11 has ground speed readout, to fly a 3 degree approach (near as damn it), take: (GS / 2) * 10 and that is your target rate of descent.e.g. 170 kts GS = 170 / 2 = 85 * 10 = 850 ft/min.Best regards,Robin.