When I started IOE, I was not prepared to fly approaches in real life. The methods I had developed in the sim didn't work in the real world of controllers, traffic, and busy airports. This article attempts to bridge the gap.
In the sim, we find ourselves in a CRJ200, fully briefed on the downwind, clean, 200kts, and 44,000lbs.
We are instructed to descend all the way down to the glideslope intercept altitude. We select flaps 8 and 20, and slow to the minimum speed of 158kts. We are vectored onto base and then to intercept final already at the FAF altitude.
We perform the following sequence at glideslope movement:
Unfortunately, this is not how an approach at a large airport will really go. Approach control is going to mandate much faster speeds to optimize their spacing and airport throughput. You often intercept the localizer at altitudes higher than the FAF so the the glideslope movement cue is going to come too early.
Transitioning from the end of the arrival to the stable at 1000' at a Class B follows a typical format. Success is achieved by following a configuration plan. The following is the typical script from a Class B approach controller and my personal configuration plan.
Downwind
A common setup is an arrival the puts us on a downwind track at 10,000' and 250kts.
Descend
Approach instructs us to descend a couple thousand feet. Descend at 1500fpm or at least idle . Fuel savings don't matter below 10,000', assertive descents make configuring easier if the controller wants to maneuver us in for a close base.
Slow and Descend
Approach instructs us to slow to 210kts and descend another couple thousand feet. Flaps 1, 8 when/if able.
Turn Base
Approach gives us a vector onto base. Select flaps 20 if able. Have the pilot monitoring 'straighten the box'. This will make the final approach course the 'Active Leg'. It can be done two ways, the first is to put a fix behind the aircraft by putting it in LSK 1. The other way is to go direct to a fix along the final approach course, and verify/enter the final approach course in the DIR INT field in the bottom right.
Intercept Final
"Turn heading 123, intercept localizer, cleared ILS..." Turn to the heading and arm NAV mode.
Course Alive
Monitor the localizer capture.
Switch to Green Needles
Heading sync, heading mode, change the navigation source to VOR/LOC, wait a second or two for it to catch up, and then select APR mode.
The speed reduction
"170kts until FAF." This happens usually 5nm from the FAF.
Glideslope Alive
Monitor the aircraft capture the glideslope. Set the missed approach altitude.
The 'Sequence'
(using FMS distance on the MFD)
A visual approach will be exactly the same as an ILS until you call 'field in sight'. They usually elicit 'field in sight' from you after the base turn and before the intercept instruction. Be prepared, once cleared for the visual, you might be responsible for initiating your own descent to capture the glideslope, and occasionally a turn to intercept.
In VMC conditions, they are permitted to vector your closer to the FAF.
Most small airports are not busy enough for a controller to care what speed you fly, you can fly however you like. Small airports are places where you can fly just like the sim, and for non precision approaches, that's how most pilots do it.
But you are going to get so comfortable flying an ILS/Visual via the script above, that when you come across a non towered airport with an ILS, 170kts to the FAF is just how you always do it.
Some pilots prefer to switch the navigation source to VOR/LOC during the base turn and intercepting in APR mode. While permitted, it is poor form at a large airport with parallel approaches. The autopilot will sometimes overshoot final when intercepting using the VOR/LOC source. It takes very little overshoot to get a callout from a controller.
You might hear this at O'Hare or Los Angeles. Not a big deal, just move the flaps 30 call until after passing the FAF.