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    Continuous Descent Final Approach

    Uploaded by

    Jehan Ichhaporia
    The document discusses continuous descent final approach (CDFA) procedures, including past dive-and-drive approaches and recommendations for safer constant angle and rate of descent procedures using vertical speed or vertical navigation guidance. It notes that unstable approaches and descent below minimum descent altitude were common causes of controlled flight into terrain accidents. The present procedures aim to provide more stabilized approaches using autopilot and vertical guidance to track the optimal glide path angle into the runway.

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    Attribution Non-Commercial (BY-NC)
    Download as DOC, PDF, TXT or read online from Scribd

    Continuous Descent Final Approach

    Uploaded by

    Jehan Ichhaporia
    426 views5 pages
    The document discusses continuous descent final approach (CDFA) procedures, including past dive-and-drive approaches and recommendations for safer constant angle and rate of descent procedures using vertical speed or vertical navigation guidance. It notes that unstable approaches and descent below minimum descent altitude were common causes of controlled flight into terrain accidents. The present procedures aim to provide more stabilized approaches using autopilot and vertical guidance to track the optimal glide path angle into the runway.

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    The document discusses continuous descent final approach (CDFA) procedures, including past dive-and-drive approaches and recommendations for safer constant angle and rate of descent procedures using vertical speed or vertical navigation guidance. It notes that unstable approaches and descent below minimum descent altitude were common causes of controlled flight into terrain accidents. The present procedures aim to provide more stabilized approaches using autopilot and vertical guidance to track the optimal glide path angle into the runway.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as DOC, PDF, TXT or read online from Scribd
    Download as doc, pdf, or txt
    426 views5 pages

    Continuous Descent Final Approach

    Uploaded by

    Jehan Ichhaporia
    The document discusses continuous descent final approach (CDFA) procedures, including past dive-and-drive approaches and recommendations for safer constant angle and rate of descent procedures using vertical speed or vertical navigation guidance. It notes that unstable approaches and descent below minimum descent altitude were common causes of controlled flight into terrain accidents. The present procedures aim to provide more stabilized approaches using autopilot and vertical guidance to track the optimal glide path angle into the runway.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as DOC, PDF, TXT or read online from Scribd
    Download as doc, pdf, or txt
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    The key takeaways are that CDFA approaches using constant angle descent and VNAV provide more stabilized approaches compared to traditional approaches with high rates of descent. Recommendations include adhering to SOPs, defining parameters for stabilized approaches, and implementing constant angle descent procedures.

    CDFA approaches using constant angle descent and VNAV provide more stable final approaches compared to traditional approaches with high rates of descent. They allow pilots to avoid having to manually calculate visual descent points and result in more stabilized final approaches with less terrain closure rates and better aircraft configuration.

    Recommendations for stabilized approaches include establishing and adhering to standard operating procedures, having operators define parameters for what constitutes a stabilized approach, implementing constant angle and rate of descent procedures, and training flight crews on proper use of constant angle procedures.

    Continuous Descent Final Approach (CDFA)

    THE PAST-DIVE AND DRIVE APPROACHES:


    1.Normally a 1000 fpm or more rate of descent is established.

    2. DISADVANTAGE: Pilots have to calculate the VDP (Visual Descent Point) by determining the height above the airport

    (HAA) of the MDA(H) and use 300ft per NM distance to the runway.

    Unstable Final Approach. Terrain Closure Rate. Runway Alignment. Aircraft Configuration Changes.

    3. ( CFIT ) CONTROLLED FLIGHT INTO TERRAIN APPROACH ACCIDENTS:

    Most Common Causes: Un-stabilized Approaches. Descent below MDA. Establishing and adhering to SOPs. Operators should define parameters for a stabilized approach. Implement Constant-Angle and Rate-of-Descent procedures. Train flight crews in proper use of Constant-Angle procedures.

    4. RECOMENDATIONS:

    THE PRESENT-V/S (CONSTANT ANGLE):


    1. INSTRUMENT APPROACH USING VERTICAL SPEED.

    Set desired V/S to descend to MDA(H). Use a V/S that results no level flight segment at MDA(H). Using 300 feet per mile for a 3 path(3 NM 2NM etc ) example: 900 feet - 3NM, 600 feet -2NM, etc.

    THE PRESENT-VNAV:
    1.

    LANDING Use autopilot to during the approach to give: Autopilot alerts and mode fail indications. More accurate course and glide path tracking. Lower RNP limits. This procedure is not authorized using QFE.

    PROCEDURE INSTRUMENT APPROACH USING VNAV.

    2. APPROACH USING VNAV.

    INSTRUMENT

    VNAV is the preferred method for accomplishing non-ILS approaches that have an appropriate vertical path defined on the FMC LEGS page. Automatic flight is the preferred method of flying non-ILS approaches. Note: Currently, the VNAV PTH mode contains no path deviation alerting. For this reason, the autopilot should remain engaged until suitable visual reference has been established. An approach procedure selected through the FMC ARRIVALS page provides the simplest method of selecting proper waypoints. Procedures in the database comply with obstruction clearance criteria for non-ILS approaches No waypoints may be added or deleted between the FAF and the MAP why? FMC on approach logic is partially or completely disabled. VNAV obstacle clearance may be adversely affected.
    3. TWO TYPES OF APPROACHES IN THE NAVIGATION DATABASE. Approaches with a glide path (GP) angle displayed on the final approach segment of the LEGS page Complies with final approach step down altitudes.

    Approaches where no GP angle is published and where the approach end of the runway is defined by a runway waypoint (RWxx) or a missed approach point fix (MXxx or a named waypoint) exists Normally a 50-ft threshold crossing altitude is used.

    4.

    GP PUBLISHED.
    Approach diagram shows glide path angle and VNAV compatibility.

    5.

    GP NOT PUBLISHED.

    6.

    TYPES OF APPROACHES THAT ARE NOT VNAV PTH-COMPATIBLE Approaches that do not have a GP angle, and There is no or appropriate RWxx MXxx waypoint with an path terminating at approximately 50ft above the runway threshold, or The missed approach point is beyond the runway Threshold. Circling-only approaches (e.g., VOR-A).

    7. USE OF MDA(H)s as DA(H)s When VNAV PTH is used, a slight momentary descent below the published DA(H) during the missed approach is acceptable. RNP 0.3 capability or less is required. Without a published DA(H), the MDA(H) may be used as a DA(H). Restricted minima will be used for CDFA Approaches and 50ft will be added to the restricted MDA/DA.

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