An example of DME / Altitude table for Bangalore is given for R/W 09.
From the Approach chart it can be noticed that the VOR/DME is not near the 09 threshold. It is in fact 1.6 NM ahead of touch down point. In other words at 1.6 DME the aircraft should be at 2872' which is the touch down elevation. Working backwards from here at 2 DME the altitude should be 3000', 3 DME 3300', 4 DME 3600', 5 DME 3900, 6 DME 4200 ft, 7 DME 4500 ft and so on using standard 300 ft per NM. Now crosscheck the Altitudes calculated from the DME Altitudes given in the Approach chart. It can be seen that our altitude are in fact coincident and safely 10' above those given in the chart. There are mandatory Minimum Altitudes of 4500' at 7 DME and 3590 at 4 DME which we mark in our table. The table would therefore look like this.
DME ALTITUDE
12 6000
11 5700
10 5400
9 5100
8 4800
7 MANDATORY 4500
6 4200
5 3900
4 MANDATORY 3600
3 MDA 3300
2 MAP MAP
In a non-precision approach the following procedure is recommended:
1) Identify the Nav Aid for which the Approach is published
2) Initial Approach with flaps 20 and landing checklist down to the line completed.
3) At the latest by 2 NM to FAF - Gear Down, Slats/ Flaps(30/40), Vapp+10kts, Landing
lights On, LANDING CHECK LIST BELOW THE LINE completed
4) At the FAF, call and set Missed Approach Altitude on FCU, commence descent using V/S mode to coincide with DME altitude table. Maintain the VOR Inbound Radial. PNF to call out DME Altitudes and Standard Callouts
5) Use Auto pilot till Approach lights / Runway in sight.
6) If visual contact take over manually and land, so as to maintain a nominal 3 deg descent.
7) If not Visual "ALT HOLD TO MAINTAIN MDA". At VDP/MAP, "Go Around". Carry out Missed Approach as explained earlier.
GENERAL: From an airmanship. point of view, and as a fuel conservation measure, a descent with a minimum or ideally no level segment is best. This can be achieved by adjusting ROD even if late / or early ATC clearance for descent is given. To get an ideal descent always use distance to touchdown as reference. This can be easily calculated by putting BRG/ DIS to coarse fix on FMS and adding this to distance of CF from R/W. Distance of CF from R/W varies from R/W to R/W and may range from 6 to 11 NM and this could be found out from the FMS. To adhere to the descent path the following easy to remember heights above airport may be noted. Add airport elevation to these to get altitudes. ( see table):
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