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Glide Path to a Decision Altitude (DA) and is considered “precision-like.” They offer minimums comparable to tra- ditional ILS minimums. This is possible due to some help from the Wide Area Augmentation System (WAAS) that improves the accuracy, integrity, and availability of the GPS signals. LPV minimums can be as low as 200 feet AGL, and 1800 RVR.
A couple of challenges to keep in mind.
Some approaches still have step-down fixes along their path.
The FAA cautions that pilots are still responsible for crossing any step-down fixes. If the FMS provides an ad- visory glide path and the step-down fix is in the database, the glide path should clear the step-down fix. But confirm with your avionics manufacturer to be sure.
Another is to learn the technique of “Predicted Monitoring.” With a 3-degree glide path, the airplane will descend 300 feet per mile. The Pilot Monitoring (PM) should crosscheck the airplane altitude one mile before the step-down fix. If the airplane is 300 feet or more above the step-down altitude, and you are using the proper descent rate, the airplane will cross at or above the step-down fix altitude.
Oh, and this only applies if the approach path is straight. Pilots may only conduct a CDFA approach when it is a straight-in approach (no circling). Like any approach, you must also have a local altimeter setting.
This methodology only applies when the approach chart displays the descent angle and the glide path is within established restrictions. For example, the glide path angle for a category C airplane must be within 2.75 to 3.77 de- grees. You cannot do this with a 2000fpm descent rate on a 6-degree glide path.
All right, enough details. The simple fact is that there is a reason that professional passenger-carrying opera- tions such as airlines and Part 135 carriers have adopted CDFA procedures for their flight operations and that EASA and the FAA recommend adoption. Adding Continuous Descent Final Approach (CDFA) to your standard operat- ing procedures will significantly reduce your chance of a Controlled Flight Into Terrain (CFIT) accident while conduct- ing a non-precision approach. It’s just safer to have a more stabilized approach. If you have questions, make them a part of your next recurrent training and figure out how to best implement them in your own flying.
Ed Verville is an experienced FAA instructor and examiner for business jet pilots and aircrew programs. He has more than 15,000 flight hours in 98 different makes and models, and holds type ratings in the Bombardier CL-65, CL-30, CL-604 and Boeing 747. Ed has been instructing RNP-AR Approaches for the past three years.
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September 2023 / TWIN & TURBINE • 7