Sorry for the NOOB question but I just can’t work this out. Can someone help me understand the nzqn rnav approaches? I’m trying these in the ATR where by the time I hit the final waypoint of the approach (fix I think?) I’m still around 4000ft above the runway with around 1mile to go. Why is this? Should I escalate my descent once I can see the airport? I also notice that the RNP Approach charts have a more graded descent but they don’t appear in msfs.
Personal Comments and Observations
All the RNAV approaches are RNP, requires a higher precision level of navigation equipment capability. If you can’t see them in the approach list, the ATR isn’t equipped as such. You’re limited to the VOR DME ones.
I have actually the same noob question as the author, and couldn’t find answer to that here or other forums. Why the chart for RNP F brings you down to 4120 feet at 1mn from the runway (1171 elevation), and force you to nose dive. We can select the approach for ATR so not sure to understand your reply and if that answer the question.
Someone doing this flight to NZQN with ATR might help us to understand what I miss.
thanks
Every note on charts is important and should be reviewed and understood. The RNP F approach is a “circle to land” approach which have higher minimums than other approaches. This approach is designed to bring the aircraft down to 4,120 ft, no lower. Yes, this would be very high for a straight-in which it isn’t. If a runway isn’t in sight at MDA, then the missed approach is executed. If the runway is visible, the aircraft is supposed to start the circling procedure and not descend below 4,000 ft until cleared by ATC. Usually “circle to land” is a visual procedure meaning the aircraft enters the traffic pattern visually to finish the approach. However, this circling is not visual but uses a specific pattern shown in the chart and controlled by ATC. That is, no aircraft is going to be diving to any runway because ATC is guiding their descent. This is the same for the VOR approaches. Note that the circling patters for the approaches are different.
These are unusual approaches probably because of the terrain and the amount of traffic.
I have no idea how these approaches work with MSFS ATC since vectors would be needed after reaching the MDA. If MSFS ATC doesn’t give vectors, assume their vectors would guide you using the circling procedure while descending which would have to be flown manually without autopilot.
Agree with what @PacificSet90456 pointed about visual RNAV approaches with high MDAs. What I do is check arrivals on FlightRadar to see the pattern and altitudes, and then try to follow them on the sim (SKMD for example, which is one of my preferred visual approaches because it’s a very confined space and very difficult).
The charts for SKMD for example do not mark a specific path, but I noticed on FlightRadar24 all aircraft do the same pattern (and I saw them live on the airport while plain spotting a little bit), so I “guessed” there’s either a company approach or a non documented approach but there is something.
Nevertheless, I’m checking the RNAV 23-Y approach and you shouldn’t be THAT high above the runway. LARAV (which is FAF -Final Approach Fix) is at 3300’, so you should be approx 2000’ above the airport. I’m flying it now on the ATR to check if everything goes correctly (the chart I’m checking is here).
Just if you wanna try, my flight is NZTU RWY2, BIDN1P 02, ELRU4B 23, RNAV23 Y
NZQN @ FL13900 (I’m using AIRAC 2203 because I fly with friends that use SimBrief but unfortunately on this side of the world subscription is too expensive for us).
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Whoa beautiful approach! RNAV was flown perfectly by the ATR AP, which is a surprise since the amount of bugs it has:
Just showing off because it is actually a really nice approach, visually speaking. Wanna fly it with the A320FBW now 
Thanks @PacificSet90456 and @SebastianJ7210 for the detailed answers! I am away from the Sim for the next days but the photos make want to test this asap.