2D, 3D instrument approach operations

Marco I agree with you , 2D approach is when the pilot manually selects VS and is closely monitoring the descent rate and the control points during descent until MDA+50 ft

Hi
I usually have to fly a LOC-DME approach for the required 2D approach. So it will be flown in NAV & VS mode with x-checking of DME/ALT by PM.
Our FMS can not provide a vertical path / guidance when using a conventional NAV source (e.g. LOC tuned on CDI for lateral + FMS guidance for vertical).
For the 3D approach performed a LPV approach, as one of the 2 approaches needs to be an RNAV approach as well.
On some avionic systems (even modern ones) a VOR/DME approach still needs to be flown the "classic" way....NAV mode & VS, as there will be no FMS guidance for the vertical path. That could also depend on the installed software version.

Regards

Markus

To be accurate to renew your ir ,you need to perform at least 2 APCH, one 2D one 3D and one NPA and one precision APCH and to renew your pbn one of them must be a RNP APCH.
As examineur most of the time we do an ILS apch which is precision and 3D and we do one RNP APCH LNAV which is a 2D NPA. As Fernado said above ,a 2D apch is flown using VS mode...even you have VDEV indicator available.
note
1) for the cdfa about add to MDA it depends first on your NAA and second on your operator policy.
i.e. In France for aircraft cat B add is only 35" for french authority..but french operator can decide to add 50"
2) LPV APCH are only precision APCH if named LPV cat 1..other LPV are APV APCH

I'm not an instructor, but I'd like to add from my experience.

As an expansion to the previous points: any approach operation that doesn't calculate its vertical rate from an onboard system is 2D. On the Airbus, that would include the Flight Path Angle. The angle that the aircraft will fly is calculated by the FMS, but since its entered manually on the MCDU, it has the same restrictions as V/S, i.e. 2D.
Subsequently, I normally fly the 2D approach in NAV/FPA.

@ Steve Roesli
i think using constant FPA doing NPA apch is not the more easy way to conduct 2D APCH....as nobody compute the true FPA otherwise you have to change FPA every NM to adjust your gradient.

Does AIRBUS correct delta isa Temp on FPA ? ...ATR does not.

On NPA 2D ,delta temperature can be a big penalty or trigger EGPWS on finale.

If you use a constant FPA to perform a NPA , difference of altitude between true altitude and indicated altitude will be maintain til MDA , while out of ISA conditions.

EXAMPLE (for ATR pilots)
if your temperature delta ISA temperature is +30 like some hot countries (india, saudia etc.. ) at 3000" FAF/FAP your true altitude is 3360"

At FAF/FAP if you descend using constant FPA 3° :
- you'll arrive at your normal DA point ( CDFA ) at 610" too bad if your ceiling is 500".
- If you continue to descend to 250" you will be almost at threshold.

In this case to descent from your FAF to MDA correcting delta temp you need to increase your FPA by 0.3° FPA should be set at 3.3°
Now you can imagine what will happen if temperature delta isa is -30° like most of polar countries ....maybe you'll do your descent below your OCH.

that is why LNAV/VNAV APCH have low temperature limit and sometimes a high temperature limit.

It reminds to me when i was flying in Indonesia , most of my trainees asked to me why we have at FAF 3 whites on PAPI ... and 2 whites close to MDA