Before I go into detail on this let me set some parameters. First off, I am using only the original RTM version with NO fixes. Secondly, I have no idea whether the technique I am about to explain is possible in the real NG. This is all new stuff to me. I flew 727's for most of my career and we didn't have sophisticated flight computers, just good pilots! There have been several posts asking for procedural info for setting up an IAN approach and the only answers seem to come from non-pilots. The real world NG pilots in the forum have been silent on the issue. So its trial and error along with what little is in the FCOM. My first approach to LPFR was the VOR/DME and tho I was using FSX ATC it did offer the VFA transistion which I took so that ATC would leave me alone. The version of the approach which I preferred to fly was not present in the FMC database so I had to create it. I put in a hold fix 10nm from the VOR outbound on the inbound course radial and constructed the Right turn hold as depicted on the chart. I then added a 7 dme inbound fix as the FAF including an absolute alitude and crossing speed. I set GS to ON and the GP depicted on the legs page matched the chart. When inbound on the hold I armed EXIT in the FMC I activated APP button (I had already input VOR frequency and course in NAV 1) and the PFD annunciator armed "fac" and "gp" so I knew it was a "GO". I flew the VOR/DME using a localizer and glide slope down to MDA and conducted the published Miss approach procedure. This was textbook IAN. Once established in the published hold, I programmed my return approach as a LocBC. The chart did not have a published LocBC so instead I had to create it. This time I simply used the IIF localizer as my anchor fix and constructed again a hold point and an FAF such that the GP on the legs page agreed with the VOR/DME chart and I used the same crossing alitude/speed and MDA. This time when I activated APP, however, the PFD annunciator armed "loc/bc" and "Vnav" but would not give me a "GP". So I was able to fly the LocBC but had to set the ALT to the MDA in order for the plane to descend on the FMC Vnav path. I had selected GS=ON again and wonder if I had selected it to OFF instead. Would I have then gotten a "GP"? Have to give that variation a try. Anyway, I flew the Miss procedure for the Vor/dme again and once in the pattern reprogrammed for my re-entry. This time I elected the visual approach to runway 10 but before I selected it in the FMC, I set up the hold fix the same way I had done on the previous LocBC procedure thus assuring it would be lined up with the runway extension. I then selected 10 in the dep/app menu and input 7 dme extension and confirmed it was giving me the correct GP. I selected GS to ON and closed the discontinuties. I changed the frequency on NAV 1 to an inactive LOC frequency so that the radio was dead. This time when I was inbound in the hold I changed to HDG-Select and ALT HLD (instead of continuing in Lnav) and then activated APP. Lo and behold, to my utter suprise and excitement, the PFD annunciator armed "fac" and "gp" and intercepted the imaginary runway extension as though it were a NAV course and gave me both localizer and GS indications ( only on the PFD though since I had no active NAV frequency). I was able to complete a full IAN approach and this time to landing. The only anomally was that the FMC used its database heading for the runway and I was using default FSX so it was about a degree and a half off when I reached minimums. I apologize for going a bit overboard on the details here gang, but thought that someone else may want to give these procedures a try for themselves and, if so, didn't want them stumbling around needlessly making errors I had already made.

Hi Craig, Not to spoil you finger pushing fun, but a visual approach is just that. Take out all the fancy stuff that the team spend so long programming and fly her in Piper Cub mode. Which runway did you land on? If you approached runway 28 you could tune the ILS for help. for runway 10 you could set up an extended center line with a fix 10miles out. this will give you the "decend brick" on the ND Is this what you where looking for? I am not rated on the 737ng, but I am on the A320. Regards,

Hi, If I read correctly, you ended up creating an extended centerline to the runway, which the FMS could use for the IAN approach. Note that this is not flying visual, but actually a non-precision approach. Best regards,Robin.

Note that this is not flying visual, but actually a non-precision approach. Best regards,Robin.

Of course! The whole intent and purpose of my experimentation was to determine under what conditions setup in FMC, I would be able to perform an IAN. I am well aware that a visual approach is a VISUAL APPROACH!!!!! But, there are airports without any published instrument approaches that normally would require only VFR. The question is whether or not a non-precision IAN approach could be created if an emergency required landing at that airport in IFR conditons. I had already determined that by putting in a runway extension fix an Lnav/Vnav approach could be flown with the autopilot but the ultimate was whether it would allow a full IAN (which is considerably more precise) and, if so, under what circumstances. The pupose of the OP was simply to share with others what I had discovered so far and certainly not to debate the merits or procedure for a standard visual approach!

Well, as you know you shan't 'create' any IFR procedure on your own because obviously you can't be sure about terrain clearance etc. Then again (hypothetical), if it's REALLY an emergency, and we all know an emergency breaks any rule, you might be wise to do so. Although I still have to say it doesn't work for me. Will try again however.

Well, as you know you shan't 'create' any IFR procedure on your own because obviously you can't be sure about terrain clearance etc. Then again (hypothetical), if it's REALLY an emergency, and we all know an emergency breaks any rule, you might be wise to do so. Although I still have to say it doesn't work for me. Will try again however.

Interesting that you mentioned about terrain. But of course in the NGX we have a EFIS Terrain mode which can be active whilst on the created approach. Amazing all this new technology! As to the second part of your post, Etienne, I, too, found that it doesn't always work. I tried it on an airport that had no VOR or Localizer and only a visual offered by FSX ATC and the NGX database. Created everything as before, BUT when I pressed APP on intercept vector, NOTHING would arm. I had to reselect Lnav and Vnav and fly the approach that way. Sure nice to have the redundancy capability.

Ah ok, that was the way I tried it as well. So what was the difference then? You set up a radio, like a LOC, but on the FMS you set up a visual (RWY XX with an extension point), activated G/S, and then FAC/G/P would arm? Does it have to do with the radio? That's the only difference I can see.