Is GREYZ a fly over waypoint or a fly by waypoint and what is the speed restriction?

Question

BlackTom AI · Accepted Answer

Question restatement: The query asks about the nature of the waypoint GRYZ on the RNAV (RNP) RWY 19 procedure at Ronald Reagan Washington National (DCA) and the applicable speed restriction.
Option A: 'Fly over, below 200kts' — This would require the aircraft to cross the waypoint GRYZ exactly, then continue the path. On many RNAV (RNP) procedures, some waypoints are designated fly-by to optimize flight efficiency and spacing; unless a specific hardover is published, expecting a fly-over can lead to unnecessary level-offs and path deviations. Here, the charting conventions typically show fly-by waypoints along the final approach path when no explicit hold or level-off is required at that fix.
Option B: 'Fly over, above 200kts' — A fly-over requirement implies crossing the waypoint precisely and may include higher speeds that can complicate precise sequencing for the subsequent turn or segment. Most RNAV (RNP) procedures specify a lower, controlled speed near final approach. The combination 'fly over' with 'above 200 knots' is uncommon for a final approach fix close to the airport, where tighter speed control is necessary for accurate turn anticipation.
Option C: 'Fly by, below 200kts' — A fly-by design means the flight path is rounded at the waypoint to anticipate the next segment, reducing bank and turn initiation latency. The speed restriction below 200 knots is a typical protective limit on final approach segments to ensure controllability and proper angle of descent; it also aligns with standard RNAV/RNP practice where lower speeds are required near the threshold and in the vicinity of final approach fixes.
Option D: 'Fly over, above 200kts' — Crossing the waypoint rather than turning early (fly-by) generally demands a higher speed that can degrade the ability to execute subsequent turns smoothly and within protected airspace. In many published RNAV procedures, speeds near the final approach are constrained to keep sequence integrity; this option violates that approach‑path optimization and standard speed controls near the final approach.

Additional notes on reasoning trends:
- The distinction between fly-by vs fly-over affects how the aircraft transitions onto the next segment; fly-by is preferred to maintain continuous descent and smoother geometry at the fix.
- The speed threshold of 200 knots is a common divider in instrument procedures, where speeds below 200 knots are chosen to maintain adequate maneuver margins and compliance with protected airspace during the final approach and initial turn.
- The combination of 'fly by' with 'below 200 knots' tends to be consistent with approach design aimed at reducing path interruption and ensuring safe navigation through constrained terminal airspace.

Summary of potential misconceptions:
- Assuming a fly-over at a close-in final approach fix can be acceptable when the procedure is designed for tight turn anticipation; in RNAV (RNP) charts, many fixes are designated fly-by to optimize the path.
- Reading speed limits as absolute values without considering turn anticipation and protected airspace can lead to selecting an option that is too aggressive or misaligned with the final approach design.
- Ignoring the absence of a published hold or course reversal at this fix could lead to assuming a more complex or restrictive maneuver than the procedure actually requires.

FA_221 Lesson 23 Quiz

Is GREYZ a fly over waypoint or a fly by waypoint and what is the speed restriction?

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