Getting to Grips with Approach-and-Landing Accidents Reducti(132)

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Statistical Data
Almost 60 % of CFIT incidents and accidents occur during step-down non-precision approaches.
The constant-angle non-precision approach (CANPA) technique, described in this Briefing Note, should be implemented and trained worldwide for preventing CFIT and other approach-and-landing accidents.
Defining Non-Precision Approaches
A non-precision approach is an instrument approach that does not incorporate vertical guidance (i.e., not using a glide slope beam).
The navaid being used is therefore primarily used for lateral guidance.
Non-precision instrument approaches include the use of the following navaids:
.  NDB, VOR, LOC-only, VOR-DME, LOC-DME, LOC BCK CRS.
Note 1:
The LDA (LOC-type Directional Aid), SDF
(Simplified Directional Facility)approaches share most of the procedures applicable to otherapproaches.  and Circling features and  non-precision 
Note 2: 
GPS  approaches  performed  in  overlay  to  a 

conventional non-precision approach and RNAV/RNP approaches, with or without GPS PRIMARY, also share most of the strategies and procedures described in this Briefing Note.
Flying Constant-Angle Non-Precision Approaches
Page 1
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Instrument approaches usually consist of three approach segments:
.  
Initial approach : . From an initial approach fix (IAF) to the

intermediate fix (IF), if defined; . Minimum obstacle clearance: 1000 ft;

.  
Intermediate approach : . From the IF to the final approach fix (FAF); . Minimum obstacle clearance: 500ft; and,

.  
Final approach: . From the FAF to the MDA(H) and visual

descent/decision point (VDP) or MAP; . Minimum obstacle clearance: 250 ft.

For non-precision approaches, the intermediate approach is a transition segment during which the aircraft is configured for the final approach:
.  
Landing gear extended;

.  
Landing flaps configuration established;

.  
Speed stabilized on the final approach speed;

.  
Aircraft aligned with the final approach course; and,

.  
Landing checklist and briefings completed.

Decision
.
Limit
Go-Around
V M
MDA(H)
FAF ( or FDF )  MAP
Figure 1
Step-down Final Approach
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction

Notes :
The charted MDA(H) is referenced to the touchdown
zone elevation (TDZE), to the runway (RWY) or the
airport reference point (APT or ARP).

The ICAO PANS-OPS define the MDA(H) as a
function of the obstacle clearance altitude (height)
[OCA(H)]:

MDA(H) = OCA(H) + 30 ft

VDP Concept
The Visual Descent/Decision Point (VDP) is a point in the approach, at the MDA(H), where the aircraft is approximately on a 3-degree glide path, as illustrated by Figure 2.
Decision at VDP :
- Descent from VDP . or
-Go-around
　
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