Stabilized Constant Descent Angle NPA’s

1. Stabilized Constant Descent Angle NPA’s

2. Overview • What is a Stabilized Constant Descent Angle (SCDA) Non- Precision Approach (NPA)? • Why do we need it? • How do we fly it? • Considerations?

3. Legal-Applicability • CBAAC No. 0238 • applicable to operators under Subparts 703, 704 and 705 • Ops Spec 019, 303, or 503 • use the Minimum Descent Altitude (MDA) as a Decision Altitude (Height) DA(H).

4. SCDA Training Program • The operator should ensure that flight crews receive ground and simulator or flight training that addresses SCDA NPA procedure proficiency. • The operator should have SOPs incorporating SCDA NPA procedures.

5. Background • Precision Approach • An approach with both lateral and vertical information used to guide the aircraft to a Decision Height • Non Precision Approach • An approach with only lateral information used to guide the aircraft to a minimum descent altitude

6. Background • Stabilized approach • means a final approach flown to achieve a constant rate of descent, at an approximate 3 degree descent flight path angle, with stable airspeed, power setting, and attitude, with the aircraft configured for landing.

7. What is a SDCA? • means stabilized constant-descent-angle non-precision approach.

8. Traditional NPA • Dive and Drive

9. The Approach • Initial Approach • From the IAF to the IF (if defined) • Obstacle clearance 1,000 ft. • Intermediate Approach • From the IF to the FAF • Obstacle clearance 500 ft. • Final Approach • From the FAF to the MDA • Obstacle clearance 200 ft.

10. Traditional NPA FAF Final Approach Segment 3.3 nm

11. Constant Descent Final Approach FAF Final Approach Segment 3.3 nm

12. Advantages of the SDCA • Increased safety by employing the concepts of stabilized approach criteria and procedure standardization. • Improved pilot situational awareness (SA) and reduced pilot workload. • Improved fuel efficiency by minimizing the low-altitude level flight time.

13. Advantages of the SDCA • Reduced noise level by minimizing the level flight time at high thrust settings. • Procedural similarities to precision approach operations. • Reduced probability of infringement on required obstacle clearance during the final approach segment.

14. Statistics* *Flight Safety Foundation Approach and Landing Accident Reduction Task Force

15. Stabilized Approach • Aircraft on the correct flight path • Only minor changes required to maintain the correct flight path • Airspeed between Vref and Vref +20 and power properly set • Aircraft properly configured for landing • Sink rate no greater than 1,000 fpm • All briefings and checklists complete

16. SDCA Criteria • The approach is flown to straight-in minima. • The approach design should permit a final approach segment descent angle of 2.9 to 3.5 degrees. • The final approach course shall not be more than 15 degrees from runway centreline.

17. Approach Considerations • Don’t forget temperature corrections • Take minimum altitudes at step-down fixes into account when planning the final descent angle

18. Missed Approach • When flown correctly, the position where a missed approach is commenced following an SCDA NPA to MDA will occur before the published MAP. • The missed approach climb will normally occur some distance before reaching the published MAP.

19. Missed Approach • Missed approach can begin before the MAP • Missed approach must begin at the MAP • For obstacle clearance, delay any turns stated in the published missed approach procedure until the aircraft crosses the MAP

20. Missed Approach

21. Missed Approach

22. Missed Approach

23. Missed Approach • Time required for a decision (reaction time); • Rate of descent at commencement of the missed approach; • Pilot technique; • Aircraft performance; and • Baro altimeter lag.

24. CAP depiction

25. Questions???