I could use some guidance in emplying a VOR approach with the MD-11. The situation is this:I'm inbound to an airport (TNCM) with no ILS approaches...they're all VOR approaches. I've entered the VOR approach into the FMS, which then prompts me for a MIN PROF entry, usually the published MDA for the airport. I've then armed the approach and have gotten the VOR TRACK indication in the FMS. All's well and good, and the plane beautifully captures and tracks the proper VOR radial for the approach. I've got the runway visual from 5000 feet or more in altitude and I'm on my descent, of course.Forgive my ignorance here, but what should I do when I reach the MIN PROF altitude on that approach? What happened to me the first time was my MD-11 leveled off and majestically flew right down the heading of the runway but several hundred feet above it! Clearly, I'm missing a key step here in order to land this lovely beast. To put it plainly, I'm not sure of the right procedure to continue my descent to the threshold.Any advice would be gratefully appreciated, thanks.

I could use some guidance in emplying a VOR approach with the MD-11. The situation is this:I'm inbound to an airport with no ILS approaches...they're all VOR approaches (TNCM). I've entered the VOR approach into the FMS, which then prompts me for a MIN PROF entry, usually the published MDA for the airport. I've then armed the approach and have gotten the VOR TRACK indication in the FMS. All's well and good, and the plane beautifully captures and tracks the proper VOR radial for the approach. I've got the runway visual from 5000 feet or more in altitude and I'm on my descent, of course.Forgive my ignorance here, but what should I do when I reach the MIN PROF altitude on that approach? What happened to me the first time was my MD-11 leveled off and majestically fly right down the heading of the runway but several hundred feet above it! Clearly, I'm missing a key step here in order to land this lovely beast. To put it plainly, I'm not sure of the right procedure to continue my descent to the threshold.Any advice would be gratefully appreciated, thanks.

I think that when reaching the MDA you either disconnect the Autopilot and land the plane manually or execute a go-around.HTHMike Richter

Forgive my ignorance here, but what should I do when I reach the MIN PROF altitude on that approach?

You are flying a non-precision approach and the aircraft behaves correctly as you described it.When you reach MDA and you have runway in sight you should then disconnect AP and manually continue descent and land.Per IFR rules you can only go below MDA if you can normally land the aircraft using the normal rate of descent. But if you can't see the runway and you already reached the Missed Approach Point (MAP) which is marked on approach plates - you have to perform a missed approach which again is described on your approach plate. How do you know if you reached MAP - it depends on the approach, you can either use timing or alternate methods.

I've got the runway visual from 5000 feet or more in altitude and I'm on my descent, of course.

EDIT: I just realized you are flying the approach in perfect weather. In such case I would not even bother with any VOR approach, you justfly the whole thing manually - a visual approach.

Best to see the postion in the windshield 0f the runway during an autoland approach first; then BEFORE the MDA is reached disconnect the autopilot in a VFR approach, else the plane will level out. Just keep the same descent rate and keep an eye on the runway postion till touchdown.practice, practice, practice... it'll all fall into place in the end.John Ellison

Best to see the postion in the windshield 0f the runway during an autoland approach first;

He is flying to TNCM airport, there is no ILS there so he can't even use the ILS/autoland to bring him to MDA.

Thanks, guys, and I think I've got it. Now, I'll have to work on that manual descent from the MDA...

I'm in the process of learning non-precision approaches. I'm looking at the TNCM VOR DME r/w 9 chart, and I believe you would cross PJM (St Maarten VOR) at 2500ft, heading 318.....at 7 miles out you start your left turn (remaining 9 miles from PJM), and intercept the 096 radial (or is it the 276 radial?....duh). At 7 miles out, you should be fully configured for landing. Gear down, flaps at your planned landing config (35 or 50), and at your planned final landing speed. At that point, multiply your final approach speed by 5, and that should be your vertical speed. So, for example, if your final approach speed is 145kts, your v/s should be 725fpm. At the DH (600ft) you must see the runway to continue the approach. NOW.....having said all of the above....notice that my first words were "I'm in the process of learning non-precision approaches". Therefore, I would wait for other, more experienced pilots to chime in here. If you follow my directions, those plane spotters at the beach might be running for cover, and getting very panicky!!!!

Question, Ron...if your flightplan brought you in from the NW (from a USA departure, say), why would you bother doing the overflight of PJM? Why not fly straight in on the approach's VOR radial?

why would you bother doing the overflight of PJM? Why not fly straight in on the approach's VOR radial?

You can't do that, such shortcut would be illegal. In this case you must overfly PJM because it is your IAF (initial approach fix). If TNCM had some approach radar service then it is possible to get vectored straight for the final approach course however like I said - you would need controller's/radar help. Pilot(self-navigation) flown approach requires that you start with PJM.

Thanks, Michael, and given that, should I presume that, when arriving at PJM from the WNW, a procedure turn is necessary in order to overfly PJM at 3500 on a course of 318 degrees?Thanks for tolerating these questions...your answers are very helpful in getting me straight in terms of proper procedures.

Thanks, Michael, and given that, should I presume that, when arriving at PJM from the WNW, a procedure turn is necessary in order to overfly PJM at 3500 on a course of 318 degrees?

Correct, in this case it is really not a procedure turn but a holding pattern - as depicted on the chart. You would overfly PJM then most likely you would make a teardrop entry into the holding pattern and overfly PJM again this time following the 318 radial (after overflying) and proceed to fly the DME arc....This is a good exercise to learn how to setup your HSI correctly for every phase of this approach.

Forgive my ignorance here, but what should I do when I reach the MIN PROF altitude on that approach?

LandPaul

LandPaul

:(

To put it plainly, I'm not sure of the right procedure to continue my descent to the threshold.

:(

Ok fine. You dragged it out of me. Disconnect the autopilot, THEN land.Paul

Too funny.