In the 737NGX does VNAV work in an RNAV approach?

You would use the APR button on an RNav approach, and the plane will follow a computed glidepath, if one exists. This the IAN (integrated approach navigation) feature. Described in the docs.* Orest

You would use the APR button on an RNav approach, and the plane will follow a computed glidepath, if one exists. This the IAN (integrated approach navigation) feature. Described in the docs.* Orest

You can use either IIRC.

sorry for being thick here, but in the docs it says to fly an RNAV app exactly the same way as ILS..is that EXACTLY the same, bar the fact that there is no ILS beam to ride?So, as long as you have the relevant APP vectors on the route for the specific RNAV approach, and activate APR mode, it will, as you say, just ride an "imaginary" beam down? Can you Autoland in RNAV?Also, do we have to tune the NAV radios into anything specific to do an RNAV app (other than any VOR/NDB we maty be using as NAVAIDS)Thanks, and please don't roast me, I'm not an NGX driver!

No autoland with RNAV approaches. Autoland requires an ILS. Since RNAV approaches are GPS (IRS) derived, there are no ground stations to tune to. Much like RNAV departures and arrivals, select the proper procedure within the CDU and fly it.

So, as long as you have the relevant APP vectors on the route for the specific RNAV approach, and activate APR mode, it will, as you say, just ride an "imaginary" beam down? Can you Autoland in RNAV?Also, do we have to tune the NAV radios into anything specific to do an RNAV app (other than any VOR/NDB we maty be using as NAVAIDS)

Currently, no RNAV equipment is certified for automated approaches to touchdown.RNAV uses no land-based navaids, technically. You can use them as aids to situational awareness, and the FMC uses them to update the computed position, but the entire reason we're trying to increase RNAV and decrease land-based is that it requires less facilities maintenance (ever wonder why NDBs are decommed when they break, and are slowly disappearing?).

No autoland with RNAV approaches. Autoland requires an ILS.

Exactly. At least currently.

Exactly the answers I needed. Thanks guys :)

Most companies required you to monitor "raw data" if it's available. So, if you're doing the VOR-23, then you'd still probably tune up the VOR and the CRS. If you were doing an RNAV approach that wasn't based on an overlay, then you'd probably still dial in something raw data, if it's available.IAN behaves like an ILS. Some companies didn't purchase that option, so they use LNAV/VNAV.

You would use the APR button on an RNav approach, and the plane will follow a computed glidepath, if one exists. This the IAN (integrated approach navigation) feature. Described in the docs.* Orest

LNAV/VNAV is far more common for RNAV approaches since almost no airlines have the IAN option.

Most companies required you to monitor "raw data" if it's available. So, if you're doing the VOR-23, then you'd still probably tune up the VOR and the CRS. If you were doing an RNAV approach that wasn't based on an overlay, then you'd probably still dial in something raw data, if it's available.

RNAV doesn't require raw data - that's the whole point of RNP and stuff like that. As long as your ANP is within the RNP limits for the procedure and you don't go below minimums, you're good. If it's an overlay it's probably a good idea to tune the VOR or LOC or whatever just as a sanity check, but those RNAV approaches definitely are designed and certified to be flown without any raw data by definition.

Most companies required you to monitor "raw data" if it's available.

RNAV doesn't require raw data - that's the whole point of RNP and stuff like that. As long as your ANP is within the RNP limits for the procedure and you don't go below minimums, you're good. If it's an overlay it's probably a good idea to tune the VOR or LOC or whatever just as a sanity check, but those RNAV approaches definitely are designed and certified to be flown without any raw data by definition.

Didn't say the data is required. I said if it's available, it's required to monitor it.Boeing FCTM:

Raw Data Monitoring RequirementsRaw Data Monitoring Requirements - Non-ILSDuring localizer-based approaches; LOC, LOC-BC, LDA, SDF, and IGS,applicable raw data must be monitored throughout the approach.During non-localizer based approaches where the FMC is used for course or pathtracking (VOR, TACAN, NDB, RNAV, GPS, etc.), monitoring raw data isrecommended, if available.

My company's policy is "ensure map display agrees with raw data (if available)." I'd say that's pretty much standard industry wide. If simmers want to be accurate, they'll dial raw data if it's available.