![]() Or they get vectored in high, and don’t know that some autopilots will only intercept from below slope. Some times atc vectors you inside a fix and then people dont know how to activate the proper leg. The GS or VNAV capture problems that lots of people have are either fat fingers, or assuming that the systems will switch off a selected altitude hold. ![]() Pilots need to know what their instruments are indicating, and how the autopilot works. If its RNP, again, you have to know what that means, and if your aircraft is capable. The different “versions” are partly holdover from when there were much wider discrepancies between GPS and ILS accuracy/reliability. LPV is essentially higher accuracy LNAV/VNAV, hence the lower minimums. If its LNAV only, altitude is 100% your problem to figure out. Upon reaching that altitude, a missed approach decision MUST be made.Īs for the approach type, you have to know what each approach actually means. That height is there so you don’t run into anything hard. All that means is you can’t descend lower. This sounds like massive over complication for no reason. There is a big disconnect between what is "required" and what us dumb monkey pilots actually do. "verify WAAS channel when executing LPV" - I've never even see a single pilot do that, and I don't know how. ILSs, LOC, VOR, etc all seem rather simple compared to going through a whole checklist to figure out if you can use DA in lieu of an MDA. Leads me to believe that either training is inadequate, or the whole system is just too confusing. What altitude should we set? MDA? DA? Missed?Ī lot of you probably have gone through better training programs or are old pros with some of this in the 121 world- but the fact that so many instructors on the 135 side are handing out homemade "clarifying" documents about this stuff. Why isn't it working? Press it a few more times. Then you figure out which approach you can actually do, and you both figure out together how to get the thing armed. You're flying along, and the ATIS says the ILS is out of service. How has this not been addressed as a safety problem? We all know it's an issue. I've had four separate instructors at different 135 training programs hand me home-made documents that try to desipher and clarify the differences between approach modes, MDA vs DA - VPTH and VGP, arming approaches, setting up approaches with different FMS software versions etc. FII - Flight Instructor Instrument (non-FAA Country).CFII - FAA Certified Flight Instructor Instrument. ![]()
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