I've noticed that there has been a few questions asked about approach and pattern procedures. This is just a quick guide that I hope will help some fly realistically. A close friend that I flew dc-10s with passed me some techniques for the NG. He currently flies C-40s. In this guide I will list some flying techniques and take you through setting up/flying a couple of approaches.First let's look at some techniques. I posted these a while back. Keep these in mind as we progress through the approaches.Before Every Approach• “AAABBCC”• A-TIS• A-pproach loaded in FMS• A-irspeed set in FMS• B-rief• B-rake setting (off, 1/2/3/Max)• C-hecklist• C-onfiguration (flap setting)• “CRAMPS”• C-ourses -- set/verify inbound course on MCP for FP & PM• R-adios -- set/verify correct frequency (ILS/VOR/Tacan/NDB)• A-ltimeters -- set/verify QNH/QFE as appropriate through transition• M-inimums -- set/verify for PF & PM• P-ush -- APP mode (or VOR/LOC or LNAV or Hdg Sel)• S-peeds -- set/verify Vref is set and displayed for flap settingPrecision Approach (use “CRAMPS” check technique)• Arm APP if cleared approach on intercept heading• G/S alive - “Gear down, flaps 15, Bug 15, landing checklist to flaps"• G/S intercept - “Flaps 30/40 (final flap), Landing checklist” slow to VREF + additiveNon-ILS Approach (VNAV is preferred for straight-inapproaches)• 3 NM -- Configure (Gear Down/Flaps 15, Bug 15, Landing checklist toflaps)• 2 NM -- or sooner/Set Next Lower Altitude (ensure VNAV if using)• 1 NM -- Flaps 30, Bug 30, complete Landing checklist• 0.2 NM -- V/S As Desired (unless using VNAV)Non-precision approach (non/VNAV)• Arm LNAV or use HDG SEL for lateral maneuvering• 3 miles prior - “Gear down, flaps 15, Bug 15, landing checklist to flaps”• 2 miles prior (or earlier) - Set MDA or step-down altitude in altitude alert window• 1 mile prior - “Flaps 30/40 (final flap), complete Landing checklist” slow to Vref + additiveNote: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go.Touch and go/pattern workMissed ApproachNote: Assumes intent for complete flap retraction to missed approach holdingpattern.• TO/GA (A/P will kick off under single-channel operation)• Set Go-around thrust• Set pitch to Go-around attitude• “Flaps 15”• Positive climb rate - “Gear up”• 400’ AGL - “LNAV” or “HDG SEL” (Note: for Non-Precisionapproaches your probably already at/above 400’ AGL or very close ifgoing missed from and DA/DDA/MDA)• Retract flaps on speed• 1000’ AGL - Set LVL/CHG or V/S + 1500’• After Takeoff checklist (Ops Man)Radar Pattern Climb Out From Touch & Go• PF rotates aircraft to 15 degrees nose high• Positive climb rate - “Gear up”• Flight directors - ON (if coming from VFR Pattern OR Recycle)• 400’ AGL- “Bug Up, flaps 5, LNAV or HDG SEL ”• 1000’ AGL - Technique: "V/S, Set 1500 fpm" or "LVL CHG"• Retract flaps on schedule to “Flaps Up”• After Takeoff checklist• Maintain flaps Up for downwindNote: PF re-establishes A/P and manually arms Auto throttles• PM rechecks weather, installs approach and helps tune nav radios(technique)• PF briefs approach, tunes radios and calls for the “Approach check”VFR Pattern Climb Out From Touch & Go• PF rotates aircraft to 15 degrees nose high• Positive climb - “Gear up”• Turn off FDs if not already off (technique)• 400’ AGL - “Bug 5, flaps 5” (technique)• 1000’ AGL - PF lowers nose to 10 degrees pitch and reduces thrust (atBug 5 speed) to approximately 75% N1 (technique)• PF levels off aircraft at 1500’ AGL or pattern altitude and maintains flaps 5 on downwindVFR Pattern• Enter downwind at flaps 5, speed Vref 30 + 40 (Bug 5 speed)• VFR pattern briefing - "30/40 Flap touch and go, Speed is ____"• Approaching abeam touchdown point - “Gear down, flaps 15, bug 15Landing checklist to flaps” slow to Bug 15• Before turning or during turn to base - “Flaps 30/40, Bug 30/40 + ___(additive), complete Landing checklist,” slow to Vref + additive• Descend as required (approximately 600-800 VSI as a guide)Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go.Technique for Establishing Automation After Pattern WorkNote: Technique used should be pre-briefed. Assumes the "gear up" and "flightdirector’s - ON " is already called/done.• 400’ AGL "Bug Up, Flaps 5; HDG SEL or LNAV"• 1000’ AGL (or A/R) "Vert Speed + 1500’, Flaps 1" or "Level Change"(Flaps 1 above F5 speed and then flaps on schedule)• PF establishes A/P by selecting CMD and A/Ts -- ARMAfter having a quick look at the techniques, let's look at the first approach. For our set up, lets place the aircraft at KPHF on runway 25. Set your weather to overcast at 1000ft, vis at 5 miles with calm winds. Choose whatever weight you like as long as you are below max landing. Perf the aircraft for a cruise altitude of 2000ft. Load KPHF as the origin and destination. Drop ORF into the flight plan. Select runway 25 into the departure page and select RNAV 25 on the arrival page choosing HASBA as the transition. Once you are finished setting up, depart the field. At 1000ft turn direct ORF or proceed to HASBA. Once you are feet wet, proceed to HASBA. The aircraft will enter holding on arrival at HASBA. I have seen some interesting pattern entries by the PMDG NGX. I don't know how well this is modeled, but I've wondered where it was going a couple of times. Always check the holding parameters to ensure the plane does what it's expected to do. Check your speeds along the approach. If they are higher than your target adjust them. Remember that the aircraft slows easier at level flight, and requires some distance to do so. Max holding 6000ft and below is 200kts(FAA). I prefer to be at 180kts. Select your vref and let's look at the app.At HASBA, there is holding in lieu of procedure turn. On the Honeywell FMS that I use real world, the aircraft will make one turn in holding and commence the approach. This happens when ever the holding is part of the app. The FMS will indicate "EXITING HOLDING", with "RESUME HOLD" indicated by the bottom left select key. I'm not sure if this will happen in the real 737NG, but this could get you in trouble if you were told to make a couple of turns for sequencing. Lucky for you the PMDG 737 will stay in holding until you select exit on the holding page. In the real world, whenever I shoot a RNAV/FMS approach, I perform a S-C-A-R check. Select it from the data base. Check the waypoints, altitudes, GPA and missed approach against the approach plate. Activate the approach. Perform a RAIM check(checks for satellite coverage for the approach). Checking RAIM is similar to listening to a navaid ident before approach. In the real world, I must have RAIM by the FAF. Take a look on Google for more info.Cold weather- As the weather gets colder, remember your cold weather altimeter corrections. My ops requires that we make adjustments when the temp is below 0c. We make altitude adjustments inside the FAF and all altitudes in mountainous areas. Some ops make adjustments whenever the temp is below standard. The cold weather can cause your aircraft to be lower than expected so a correction is required. Just a thought though I don't think this is a issue in FSX.MINIMA- Shoot this approach using LNAV/VNAV, LNAV or IAN. The world is moving to constant descent approaches to minimums. Your mins are 486(BARO) for the L/V and 480 for LNAV. Keep in mind that if you VNAV down to a MDA, you have to create a derived decision altitude. This is accomplished by adding 50ft to the MDA. This keeps you from dipping below the MDA from a descending approach if you go missed. Your app category will be based on your app airspeed. C=121 to 140 and D=141 to 165, are the speeds you will normally see in the NG. Set your Minimums. If using the HUGS, set the TDZE of 40ftMISSED APP- Take a minute to review the missed app procedure. Cross check it against the chart.Once you are setup, exit the hold on the holding page and call for flaps 5. The aircraft will exit the hold after passing HASBA. Set your DA/MDA in the altitude select window. VNAV is great, but you will arrive precisely at minimums as opposed to the dive and drive that gives you a little more time to see the runway. The drawback to dive and drive is the potential to dip below the terps path if too aggressive. Set the next higher 100ft increment. If the altitude is 486, set 500. If you are in a situation in which the 100ft increment altitude keeps you in the weather, you can descend to the MDA and use alt hold. Approaching STEVE, set runway heading, call flaps 15, bug 15 and gear down. Complete the landing checklist up to flaps. If using IAN, set flaps to landing after GP intercept and slow to VREF + additives. Using VNAV, select flaps landing after the aircraft departs 2000ft passing STEVE.Once on the GP(IAN), set the missed app alt. Complete the landing checklist. Just remember that you should monitor the altitudes to ensure you meet altitude constraints. If you use vert speed for approaches, set the next lower altitude progressively. Aim to make the approach normal(600 to 900ft per min). 1200ft per minute is pushing it, but may be required on steep approaches.Always take time to do a quick safety check and look for flaps, spoilers and gear in proper configuration(spoilers/ABS should be disarmed for the T/G).At minimums, disconnect AP/AT if used and land or go-around if runway environment is not in sight.Touch n Go- After the mains touchdown, lower the nose to the runway and set 45 to 50% N1. Call for flaps 15 and check trim in the green. Once configured, set 85% up to GA power. At no less than VREF flown, rotate to 15 degrees and climb at ref plus 15 to 25. At 400ft agl, call "flight directors reset-bug up- flaps 5- HDG select". Passing 1000ft agl lower nose to 10 degrees, set 85 to 95%, and call "altitude 3000-1500 up V/S". Clean up on schedule.Next approach- Turn on the AP/AT and get ready to do some quick hand jamming on the FMC. Re-init the FMC and drop KPHF in the departure field and KRIC in the arrival. We will hop over at 3000ft. Drop HPW into the flight plan and load VOR RWY 25. Set up the box to take us direct HPW and to JUNIT for the app. This will be a VOR app to 25 circle 34. Once again, this will be a FMS approach so run a SCAR check.I've done this circling app many times real world at KRIC. why circle? there are situations in which the instrument app for one runway, is the only to get a visual on the landing runway. It's not often, but a good thing to practice.One thing to note is that we will use flaps 15 and bug speed for the circle. This can easily put us in CAT D minima. The obstruction radius from runways for CAT C=1.7 miles and 2.3 for CAT D(FAA). During the maneuver we need to stay within the radius. Notice that the visual descent point puts us about 1.2 miles from the runway. If I'm CAT D, I want to start my turn just after 2.3. This puts me in closer than I want to be. In situations like this, request to over fly the field for a easy left turn to downwind.A good technique is to use 10% of your true for displacement timing. I find that 15 seconds works well. Since we are RNP capable, timing for the MAP is not necessary(but a good idea). So if your ground speed is 150, we are looking at 2:12.Set up- Our MDA is 720 with 2 mile vis. In this case we will set 800 in the window. The TDZE for 34 is 161, set this if you are using the HUGS. Set your heading to the app course. Tune RIC and check the ident. Select your needle to VOR. Have your co-pilot fly in VOR as a backup to your FMS approach. Now you are tuned, monitoring, and have a back up.Missed app- Review the missed app. In the event you go missed during the circle, turn towards the rwy25-7 to pick up the missed app track.The app-Start your descent to arrive at JUNIT at 2000. Once you have setup the app, check your speeds along the approach. We want to arrive at the FAF with flaps 15 at flaps 15 maneuver speed.Approaching JUNIT, slow to 180. Configure the aircraft on schedule. We will fly this in LNAV/VNAV or LNAV vert speed if you like. Use the green arc for reference while using vert speed.At GRATT, ensure you are flaps 15 and select gear down. Complete the landing checklist up to flaps. When you reach 800ft and have ALT hold, set missed app altitude.When visual, select HDG select and proceed to cross rwy34-16. As you pass the runway, time for 15 secs and then left turn to 156.A good technique is to start your base turn when the threshold is at a 45 degree angle from your shoulder. Before your turn or as you initiate your turn, select flaps landing and slow to ref + additives. Complete the landing checklistTo avoid overshooting, adjust your turn to final initially aiming for the inside edge of the threshold. Do not depart MDA until intercepting the visual flight path. If using the HUGS, rake the 3 degree line onto the runway and park it. As you depart MDA, disconnect AP/AT. Cycle the FD for both sides to clear distracting commands and to set them up in case of a go-around. Once again, do a safety check and complete the landing.

GREAT POST - THANK YOU!

Thumbs up for you!Bert Van Bulck

I know what I'm doing this weekend! Awesome post.....

Thank you, awesome info.

Anytime gents. Hope you find it useful.

The best poster on AVSim

I will add more approaches along the way.

Very informative. Thank you very much!