Stabilized Constant Descent Angle NPA's
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VitaliiStabilized Constant Descent Angle NPA's
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VitaliiStabilized Constant
Descent Angle NPA’s
Overview
• What is a Stabilized Constant Descent Angle
(SCDA) Non- Precision Approach (NPA)?
• Why do we need it?
• How do we fly it?
• Considerations?
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).
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.
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
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.
What is a SDCA?
• means stabilized constant-descent-angle
non-precision approach.
Traditional NPA
• Dive and Drive
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.
Traditional NPA
FAF
Final Approach Segment
3.3 nm
Constant Descent Final Approach
FAF
Final Approach Segment
3.3 nm
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.
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.
Statistics*
*Flight Safety Foundation Approach and Landing Accident Reduction Task Force
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
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.
Approach Considerations
• Don’t forget temperature corrections
• Take minimum altitudes at step-down fixes
into account when planning the final descent
angle
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.
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
Missed Approach
Missed Approach
Missed Approach
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.
CAP depiction
Questions???
