Advisory Circular (AC) No. 700-028

From: Transport Canada

Vertical Path Control on Non-Precision Approaches

Issuing Office: Standards Document No.: AC 700-028
File Classification No.: Z 5000-34 Issue No.: 01
RDIMS No.: 8193925-V13 Effective Date: 2013-04-22

Table of Contents

1.0 INTRODUCTION

  1. This Advisory Circular (AC) is provided for information and guidance purposes. It describes an example of an acceptable means, but not the only means, of demonstrating compliance with regulations and standards. This AC on its own does not change, create, amend or permit deviations from regulatory requirements, nor does it establish minimum standards.

1.1 Purpose

  1. The purpose of this AC is to promote the use of stabilized techniques during non-precision approach (NPA) procedures where such a technique would enhance the safety of the flight. It is intended that the updated language of this AC will make it clear that the stabilized techniques described herein are available to the entire Canadian civil aviation community. It is hoped that a greater number of flights will adopt the stabilized criteria inherent to these types of techniques, and that the level of safety will increase as a consequence.

  2. The purpose of this AC is to announce the related NPA chart depiction changes which will be introduced by NAV CANADA. NAV CANADA will include the publication of a constant descent angle on NPA charts in a joint effort to promote the use of a stabilized approach technique during the conduct of non-precision approaches.

1.2 Applicability

  1. This AC applies to all Canadian flight crew members (including general aviation), air operators holding an Air Operator Certificate issued under Part VII of the Canadian Aviation Regulations (CARs) and private operators holding a Private Operator Certificate issued under Subpart 604 of the CARs.

  2. This document is also applicable to all Transport Canada Civil Aviation (TCCA) employees, and to individuals and organizations when they are exercising privileges granted to them under an External Ministerial Delegation of Authority. The content of this document is also available to the aviation industry at large for information purposes.

  3. The guidance contained in this AC is specific to non-precision approaches. The vertical path control and guidance available during an approach with vertical guidance (APV) or precision approach does not fall within the scope of this AC.

1.3 Description of Changes

  1. Not applicable.

2.0 REFERENCES AND REQUIREMENTS

2.1 Reference Documents

  1. The following reference material may be consulted for information purposes:

    1. Part V of the Canadian Aviation Regulations (CARs)—Airworthiness;

    2. Part VI, subpart II of the CARs—Operating and Flight Rules;

    3. Part VI, subpart IV of the CARs—Private Operator Passenger Transportation;

    4. Part VII, subpart II of the CARs—Aerial Work;

    5. Part VII, subpart III of the CARs—Air Taxi Operations;

    6. Part VII, subpart IV of the CARs—Commuter Operations;

    7. Part VII, subpart V of the CARs—Airline Operations;

    8. Standard 722 of the Commercial Air Services Standards (CASS)—Aerial Work;

    9. Standard 723 of the CASS—Air Taxi;

    10. Standard 724 of the CASS—Commuter Operations;

    11. Standard 725 of the CASS—Airline Operations;

    12. Transport Canada Publication (TP) 308 —Criteria for the Development of Instrument Procedures;

    13. Flight Safety Foundation Approach and Landing Accident Reduction (ALAR) Toolkit;

    14. Federal Aviation Administration Advisory Circular 120-108—Continuous Descent Final Approach; and

    15. International Civil Aviation Organization (ICAO) Doc 8168, Procedures for Air Navigation Services/Aircraft Operations (PANS/OPS), Vol. I—Flight Procedures.

2.2 Cancelled Documents

  1. As of the effective date of this document, the following document is cancelled:

    1. Commercial and Business Aviation Advisory Circular (CBAAC) No. 0238, 2006-09-08—Stabilized Constant Descent Angle Non-Precision Approach.
  2. By default, it is understood that the publication of a new issue of a document automatically renders any earlier issues of the same document null and void.

2.3 Definitions and Abbreviations

  1. The following definitions are used in this document:

    1. Barometric Vertical Navigation (baro-VNAV): A function of certain area navigation (RNAV) systems which presents computed vertical guidance to the flight crew member, referenced to a specified vertical path. The computed vertical guidance is based on barometric altitude information and is typically computed as a geometric path between two waypoints or an angle based on a single waypoint.

    2. Constant Descent Final Approach (CDFA): A technique, consistent with stabilized approach procedures, for flying the final approach segment of a non-precision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 50 feet (ft.) above the landing runway threshold or the point where the flare manoeuvre should begin for the type of aircraft flown (ICAO).

    3. Controlled Flight Into Terrain (CFIT): An occurrence in which an aircraft, under the control of the crew, is flown into terrain, water or an obstacle with no prior awareness on the part of the crew of the impending disaster.

  2. The following abbreviations are used in this document:
    1. AC: Advisory Circular;
    2. ALAR: Approach and Landing Accident Reduction;
    3. APV: Approach With Vertical Guidance;
    4. CDFA: Constant Descent Final Approach;
    5. CFIT: Controlled Flight Into Terrain;
    6. FAF: Final Approach Fix;
    7. FPM: Feet Per Minute;
    8. MAP: Missed Approach Point;
    9. MDA: Minimum Descent Altitude;
    10. NPA: Non-Precision Approach;
    11. SCDA: Stabilized Constant Descent Angle;
    12. WAAS: Wide Area Augmentation System.

3.0 BACKGROUND

  1. The material described in this Advisory Circular (AC) is based on the Flight Safety Foundation Approach and Landing Accident Reduction (ALAR) Toolkit and International Civil Aviation Organization (ICAO) Standards and Recommended Practises.
  2. Controlled Flight Into Terrain (CFIT) continues to be major threat to the safety of the civil aviation industry in Canada. The need for a stabilized final approach during non-precision approaches (NPAs) has been recognized by the ICAO CFIT Task Force as an aid to prevent CFIT accidents. The step-down technique presumed by the NPA procedure design may have been appropriate to early piston transport aircraft, but larger jet transport aircraft are less suited for this type of profile.
  3. In using the step-down technique, the aircraft flies a series of vertical descents during the final approach segment as it descends and levels off at the minimum Instrument Flight Rules (IFR) altitudes published for the approach. The descents and levels-off result in significant changes in power settings and pitch attitudes, and in some aircraft may prevent the landing configuration from being established until landing is assured. Using the step-down technique, the aircraft may be flown at the minimum altitudes, and consequently exposed to reduced obstacle separation, for extended periods of time. A premature descent or a missed level-off exposes the aircraft to a CFIT accident potential.
  4. Many air operators require their crews to use a stabilized approach technique which is entirely different from that envisaged in the original NPA procedure design. A stabilized approach is calculated to achieve a constant rate of descent at an approximate 3° flight path angle; with stable airspeed, power setting, and attitude; and with the aircraft configured for landing. The safety benefits derived from a stabilized final approach have been recognized by many organizations including ICAO, the Federal Aviation Administration, and Transport Canada Civil Aviation (TCCA). Those air operators not already doing so are encouraged to incorporate stabilized approach criteria into their Standard Operating Procedures (SOPs) and training syllabi.

3.1 Stabilized Approach

  1. An approach is considered stabilized when it satisfies the associated conditions, typically defined by an air operator in their Company Operations Manual (COM) or SOPs, as they may possibly relate to:
    1. range of speeds specific to the aircraft type;
    2. power setting(s) specific to the aircraft type;
    3. range of attitudes specific to the aircraft type;
    4. configuration(s) specific to the aircraft type;
    5. crossing altitude deviation tolerances;
    6. sink rate; and
    7. completion of checklists and flight crew briefings.
  2. Stabilized approach criteria should be defined for all approaches and may include:
    1. that flights shall be stabilized by no lower than 1,000 feet (ft.) above the threshold when in instrument meteorological conditions (IMC);
    2. that all flights shall be stabilized by no lower than 500 ft. above the threshold;
    3. that the flight remain stabilized until landing
    4. that if an approach is not stabilized in accordance with these requirements, or has become destabilized afterwards, a go-around is required.

4.0 VERTICAL PATH CONTROL TECHNIQUES

4.1 General

  1. There are typically three vertical path control techniques available for an NPA:

    1. Step-Down;
    2. Constant Descent Angle; or
    3. Stabilized Constant Descent Angle (SCDA).

      Note. Constant Descent Angle is equivalent to ICAO’s Constant Angle Descent, and SCDA is considered a form of ICAO’s Constant Descent Final Approach (CDFA). In the interest of respecting terminology already in use in the Canadian civil aviation industry, and standardization with NAV CANADA charting, the above terminology has been adopted.
  2. While the NPA procedures themselves are not inherently unsafe, the use of the step-down descent technique to conduct an NPA is prone to error, and is therefore discouraged where other methods are available. In using the step-down technique during the final approach segment, the flight crew member flies an unstable vertical profile; descending and levelling off at the minimum altitudes published for the approach and then, if the required visual references have been acquired, descending from Minimum Descent Altitude (MDA) to a landing.
  3. The risks associated with conducting an NPA can be mitigated by using an angular vertical profile instead of the step-down technique described above. The use of an angular vertical profile increases the likelihood of the approach being conducted in a stabilized manner.
  4. When conducting an NPA using an angular vertical profile, the vertical path may be intercepted prior to the Final Approach Fix (FAF) at a higher altitude.
  5. The angle to be used for an angular vertical path is ideally obtained from the approach chart. If the approach chart does not contain a published constant descent angle, the angle may be calculated using a method approved as part of an air operator’s SOPs, or by means of tables as those found in Appendix 1 of this AC. Flight crew members must be aware of the risks associated with manually calculating the descent angle as a calculation error could lead to the use of the wrong descent angle. It is strongly recommended that flight crew members become comfortable and proficient with the manual calculation of the descent angle before doing so under high workload conditions.
  6. Regardless of the type of vertical path control technique that is used on an NPA, the lateral “turning” portion of the missed approach shall not be executed prior to the Missed Approach Point (MAP). However, the climb portion of a missed approach procedure may be commenced from any point along the final approach.
  7. Except in the case of an air operator conducting operations in accordance with an exemption to Paragraph 602.128(2)(b) of the Canadian Aviation Regulations (CARs), a flight crew member may not descend below the MDA if the visual references required to land have not been acquired. In order to respect this requirement, an additive to the MDA may be required to ensure the aircraft does not descend below MDA during the transition from a descent to the climb required by a missed approach procedure.
  8. Commencing in 2013, NAV CANADA will begin the publication of approach charts which include constant descent angle information in a tabular form and in the profile view. The inclusion of this information is intended to facilitate the use of the stabilized approach techniques described in this AC. Refer to Appendix 2 of the AC for examples.
  9. Regardless of the vertical path control technique used on an NPA, a temperature correction must be applied to all minimum altitudes during cold weather operations.
  10. To facilitate the stabilized descent, some avionics such as Barometric Vertical Navigation (baro-VNAV) and Wide Area Augmentation System (WAAS) capable systems generate a calculated vertical profile and the guidance to follow this profile. When conducting an NPA, the vertical guidance generated by the navigation system is advisory only. Flight crew members must use the barometric altimeter as the primary altitude reference to ensure compliance with any and all altitude restrictions. WAAS capable equipment requires special consideration when using advisory vertical guidance and flight crew members should refer to the manufacturer’s operating guides or limitations.
  11. Example: The following approach conditions will be used to demonstrate the techniques.
     

    Figure 1 - Sample approach conditions

4.2 Step Down Technique

  1. Characteristics:
    1. Inherently unstable;
    2. Higher workload during the approach;
    3. Multiple possible level flight segments;
    4. The rate-of-descent (descent angle) is inconsistent throughout the approach;
    5. Higher fuel consumption.
  2. Descent Profile – Step-Down Technique.
     

    Figure 2 – Illustration of Step-Down Technique
     
  3. Using the step-down technique, the aircraft is flown level at minimum altitudes for extended periods of time. Once inbound to the FAF on the intermediate segment, the aircraft is descended to and levelled at the minimum FAF crossing altitude. After crossing the FAF and on the final approach segment, the aircraft is descended to and levelled at the MDA, as well as any intermediate step-down altitudes between the FAF and the MAP. The aircraft is flown level at the MDA until encountering visual conditions sufficient to continue the approach to land, or it reaches the MAP where a missed approach is commenced. In order to improve the likelihood of completing a normal descent and landing after reaching the MDA in minimum weather conditions, the aircraft should be level at the MDA at a distance equal to or greater than the published visibility minima prior to the MAP.
  4. Careful attention to altitude control is required with this technique since it involves high rates of descent and a greater amount of time at an altitude which provides only the minimum separation from obstacles.

4.3 Constant Descent Angle

  1. Characteristics:
    1. Inherently stable until MDA level-off;
    2. Lighter workload during the approach than the step-down technique;
    3. One possible level flight segment;
    4. Better fuel efficiency.
  2. Descent Profile – Constant Descent Angle
     

    Figure 3 – Illustration of Constant Descent Angle
  3. The descent shall be flown to pass at or above the minimum altitude at any step-down fix. This technique involves achieving a constant angular descent profile from the FAF, or optimum point on procedures without a FAF, to a reference datum above the runway threshold (typically 50 ft.). When the aircraft approaches the MDA, a decision shall be made, dependent on visual conditions, to either continue on the constant descent angle to the runway without any intermediate level-off; or:
    1. level off at or above the MDA; and
    2. continue inbound until:
      1. encountering visual conditions sufficient to continue the approach to land; or
      2. reaching the published MAP and commencing a missed approach procedure.

4.4 Stabilized Constant Descent Angle

  1. Characteristics:
    1. Inherently stable;
    2. Lighter workload during the approach;
    3. No level flight segment. The descent continues to a landing or to the climb portion of a missed approach;
    4. Better fuel efficiency.
  2. Descent Profile – Stabilized Constant Descent Angle (SCDA)
     

    Figure 4 – Illustration of Stabilized Constant Descent Angle
     
  3. The SCDA technique simplifies the final segment of the NPA by incorporating techniques similar to those used when flying a precision approach procedure or an approach procedure with vertical guidance. This technique improves flight crew member situational awareness and is entirely consistent with the “stabilized approach” criteria.
  4. An operations specification (Ops Spec) is not required to use the SCDA technique. However, private operators and air operators should address SCDA in their training programs and COMs in order to ensure the technique is applied uniformly within their operation.
  5. The descent shall be flown to pass at or above the minimum altitude at any step-down fix. The rate of descent is selected and adjusted to achieve a continuous descent to a point approximately 50 ft. above the landing runway threshold or the point where the flare manoeuvre should begin for the type of aircraft flown. This technique requires a continuous descent, without levels-off, to be flown based on the descent angle obtained from the approach chart or the descent angle determined by the flight crew member.
  6. When the aircraft approaches the MDA, a decision shall be made, dependent on visual conditions, to either continue on the constant angle to the runway or commence the vertical (climbing) portion of the missed approach. At no time is the aircraft flown in level flight at or near the MDA.
  7. The use of the SCDA technique may be required as a condition to Ops Specs 019, 303 and 503 Approach Ban Operations, which authorize the use of lower approach ban minima than those found in Section 700.10 of the CARs. When using the SCDA technique in an activity permitted by these Ops Specs, additional regulatory requirements as found in Sections 703.41, 704.37 and 705.48 of the CARs must be met.

5.0 FLIGHT CREW MEMBER DETERMINATION OF THE ANGULAR VERTICAL PROFILE

  1. This section describes how a flight crew member may determine the descent gradient, descent angle or descent rate from the tables found in Appendix 1 of this AC, when an approach chart does not contain a constant descent angle.

  2. Interpolation and extrapolation are permitted in the use of these tables.

    Note. Whenever possible, the required descent angle should be obtained from the approach chart. The calculation, or determination from a table, of the constant descent angle or descent gradient should only be done in flight by flight crew members who are comfortable and proficient with the process.

5.1 Determination of constant descent angle or gradient from the tables

  1. Determine the altitude difference between the FAF crossing altitude and the step down fix altitude (Example: 1500 ft. – 1200 ft. = 300ft). If there is no step down fix between the FAF and the runway, determine the altitude difference between the FAF crossing altitude and the runway elevation.

  2. Determine the distance between the FAF and the step-down fix (Example: 2 Nautical Mile(s) (NM)). If there is no step-down fix between the FAF and the runway, determine the distance between the FAF and the runway threshold.

  3. On Table 1 for the constant descent angle or Table 2 for the descent gradient, locate where the column related to the above-described distance intersects the row related to the above-described altitude.

5.2 Determination of descent rate from the tables

  1. Determine the required constant descent angle from the approach chart. If the approach chart does not contain a published constant descent angle, determine the required constant descent angle or descent gradient using the procedure described above.
  2. Locate on Table 3 where the row related to the above-described constant descent angle or descent gradient intersects the column related to the aircraft ground speed during the approach.

5.3 Calculation of descent gradient and rate

  1. Determine the altitude difference between the FAF crossing altitude and the step down fix altitude (Example: 1500 ft. – 1200 ft. = 300 ft.). If there is no step down fix between the FAF and the runway, determine the altitude difference between the FAF crossing altitude and the runway elevation.
  2. Determine the distance between the FAF and the step-down fix (Example: 2 NM). If there is no step-down fix between the FAF and the runway, determine the distance between the FAF and the runway.
  3. To determine the descent gradient, divide the altitude difference by the distance to be flown (Example: 300 ft. ÷ 2NM = 150 ft./NM).
  4. If calculation of the descent rate is desired, multiply the descent gradient by the ground speed in NM/minute.
    1. Example 1: 120 Knot ground speed equates to 2 NM/minute. 150ft/NM x 2 NM/minute = 300 Feet per Minute (FPM) required descent rate.
    2. Example 2: 180 Knot groundspeed equates to 3 NM/minute. 150’/NM x 3 NM/minute = 450 FPM required descent rate.

5.4 Effect of Temperature on the Vertical Profile

Note. The following does not apply to aircraft which use WAAS or compensated baro-VNAV as the basis for vertical navigation.

  1. The tables and calculations described above rely on a barometric change to measure the vertical component of the descent profile. This barometric change will not be consistent as the ambient temperature varies from the International Standard Atmosphere (ISA). If the ambient temperature is colder, the air will be denser which will result in the target barometric change occurring in a smaller actual altitude change. The result will be a shallower than targeted profile. For example, a nominal 3° glide path may be closer to 2.5° at very low temperatures. The opposite occurs when the ambient temperature is higher than ISA.
     
    Table 1 - Effect of temperature on descent angle (sea level)
    Deviations from Target 3° Descent Angle

    Aerodrome Temperature

    True Descent Angle

    +30˚C

    3.2˚

    +15˚C

    3.0˚

    0˚C

    2.8˚

    -15˚C

    2.7˚

    -31˚C

    2.5˚

6.0 KNOWLEDGE AND TRAINING REQUIREMENTS

  1. Not applicable.

7.0 DOCUMENT HISTORY

  1. Not applicable

8.0 CONTACT OFFICE

For more information, please contact the:
Chief, Commercial Flight Standards - AARTF

E-mail:   AARTInfoDoc@tc.gc.ca

Suggestions for amendment to this document are invited, and should be submitted via:
AARTinfoDoc@tc.gc.ca

Original signed by Aaron McCrorie on April 19, 2013

Aaron McCrorie
Director, Standards
Civil Aviation
Transport Canada

Transport Canada documents or intranet pages mentioned in this document are available upon request through the Contact Office.

APPENDIX 1 – VERTICAL PROFILE TABLES

Table 2 – Descent Angle Table
DESCET ANGLE TABLE (°)
Altitude
(ft)		 Distance (NM);
  2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0 4.2 4.4 4.6 4.8 5.0 5.2 5.4 5.6 5.8 6.0 6.2 6.4 6.6 6.8 7
5000 22.4 20.5 18.9 17.6 16.4 15.3 14.4 13.6 12.9 12.2 11.6 11.1 10.6 10.1 9.7 9.3 9.0 8.7 8.4 8.1 7.8 7.6 7.3 7.1 6.9 6.7
4500 20.3 18.6 17.1 15.9 14.8 13.9 13.0 12.3 11.6 11.0 10.5 10.0 9.6 9.1 8.8 8.4 8.1 7.8 7.5 7.3 7.0 6.8 6.6 6.4 6.2 6.0
4000 18.2 16.7 15.3 14.2 13.2 12.4 11.6 11.0 10.4 9.8 9.3 8.9 8.5 8.1 7.8 7.5 7.2 7.0 6.7 6.5 6.3 6.1 5.9 5.7 5.5 5.4
3500 16.1 14.7 13.5 12.5 11.6 10.9 10.2 9.6 9.1 8.6 8.2 7.8 7.5 7.1 6.8 6.6 6.3 6.1 5.9 5.7 5.5 5.3 5.1 5.0 4.8 4.7
3000 13.9 12.6 11.6 10.8 10.0 9.3 8.8 8.3 7.8 7.4 7.0 6.7 6.4 6.1 5.9 5.6 5.4 5.2 5.0 4.9 4.7 4.6 4.4 4.3 4.2 4.0
2500 11.6 10.6 9.7 9.0 8.4 7.8 7.3 6.9 6.5 6.2 5.9 5.6 5.3 5.1 4.9 4.7 4.5 4.4 4.2 4.1 3.9 3.8 3.7 3.6 3.5 3.4
2000 9.3 8.5 7.8 7.2 6.7 6.3 5.9 5.5 5.2 5.0 4.7 4.5 4.3 4.1 3.9 3.8 3.6 3.5 3.4 3.2 3.1 3.0 2.9 2.9 2.8 2.7
1900 8.9 8.1 7.4 6.9 6.4 6.0 5.6 5.3 5.0 4.7 4.5 4.3 4.1 3.9 3.7 3.6 3.4 3.3 3.2 3.1 3.0 2.9 2.8 2.7 2.6 2.6
1800 8.4 7.7 7.0 6.5 6.0 5.6 5.3 5.0 4.7 4.5 4.2 4.0 3.9 3.7 3.5 3.4 3.3 3.1 3.0 2.9 2.8 2.7 2.7 2.6 2.5 2.4
1700 8.0 7.2 6.6 6.1 5.7 5.3 5.0 4.7 4.4 4.2 4.0 3.8 3.6 3.5 3.3 3.2 3.1 3.0 2.9 2.8 2.7 2.6 2.5 2.4 2.4 2.3
1600 7.5 6.8 6.3 5.8 5.4 5.0 4.7 4.4 4.2 4.0 3.8 3.6 3.4 3.3 3.1 3.0 2.9 2.8 2.7 2.6 2.5 2.4 2.4 2.3 2.2 2.2
1500 7.0 6.4 5.9 5.4 5.0 4.7 4.4 4.2 3.9 3.7 3.5 3.4 3.2 3.1 2.9 2.8 2.7 2.6 2.5 2.4 2.4 2.3 2.2 2.1 2.1 2.0
1400 6.6 6.0 5.5 5.1 4.7 4.4 4.1 3.9 3.7 3.5 3.3 3.1 3.0 2.9 2.7 2.6 2.5 2.4 2.4 2.3 2.2 2.1 2.1 2.0 1.9 1.9
1300 6.1 5.6 5.1 4.7 4.4 4.1 3.8 3.6 3.4 3.2 3.1 2.9 2.8 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 2.0 1.9 1.9 1.8 1.8
1200 5.6 5.1 4.7 4.3 4.0 3.8 3.5 3.3 3.1 3.0 2.8 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 2.0 1.9 1.8 1.8 1.7 1.7 1.6
1100 5.2 4.7 4.3 4.0 3.7 3.5 3.2 3.0 2.9 2.7 2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.9 1.9 1.8 1.7 1.7 1.6 1.6 1.5 1.5
1000 4.7 4.3 3.9 3.6 3.4 3.1 2.9 2.8 2.6 2.5 2.4 2.2 2.1 2.0 2.0 1.9 1.8 1.7 1.7 1.6 1.6 1.5 1.5 1.4 1.4 1.3
900 4.2 3.9 3.5 3.3 3.0 2.8 2.7 2.5 2.4 2.2 2.1 2.0 1.9 1.8 1.8 1.7 1.6 1.6 1.5 1.5 1.4 1.4 1.3 1.3 1.2 1.2
800 3.8 3.4 3.1 2.9 2.7 2.5 2.4 2.2 2.1 2.0 1.9 1.8 1.7 1.6 1.6 1.5 1.5 1.4 1.3 1.3 1.3 1.2 1.2 1.1 1.1 1.1
700 3.3 3.0 2.7 2.5 2.4 2.2 2.1 1.9 1.8 1.7 1.6 1.6 1.5 1.4 1.4 1.3 1.3 1.2 1.2 1.1 1.1 1.1 1.0 1.0 1.0 0.9
600 2.8 2.6 2.4 2.2 2.0 1.9 1.8 1.7 1.6 1.5 1.4 1.3 1.3 1.2 1.2 1.1 1.1 1.0 1.0 1.0 0.9 0.9 0.9 0.9 0.8 0.8
500 2.4 2.1 2.0 1.8 1.7 1.6 1.5 1.4 1.3 1.2 1.2 1.1 1.1 1.0 1.0 0.9 0.9 0.9 0.8 0.8 0.8 0.8 0.7 0.7 0.7 0.7
400 1.9 1.7 1.6 1.5 1.3 1.3 1.2 1.1 1.0 1.0 0.9 0.9 0.9 0.8 0.8 0.8 0.7 0.7 0.7 0.7 0.6 0.6 0.6 0.6 0.6 0.5
300 1.4 1.3 1.2 1.1 1.0 0.9 0.9 0.8 0.8 0.7 0.7 0.7 0.6 0.6 0.6 0.6 0.5 0.5 0.5 0.5 0.5 0.5 0.4 0.4 0.4 0.4
200 0.9 0.9 0.8 0.7 0.7 0.6 0.6 0.6 0.5 0.5 0.5 0.4 0.4 0.4 0.4 0.4 0.4 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
100 0.5 0.4 0.4 0.4 0.3 0.3 0.3 0.3 0.3 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.1 0.1 0.1 0.1
Table 3 – Descent Gradient Table
DESCENT GRADIENT TABLE (ft/NM)
Altitude (ft) Distance (NM)
  2 2.2 2.4 2.6 2.8 3 3.2 3.4 3.6 3.8 4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6 6.2 6.4 6.6 6.8 7
5000 2500 2273 2083 1923 1786 1667 1563 1471 1389 1316 1250 1190 1136 1087 1042 1000 962 926 893 862 833 806 781 758 735 714
4500 2250 2045 1875 1731 1607 1500 1406 1324 1250 1184 1125 1071 1023 978 938 900 865 833 804 776 750 726 703 682 662 643
4000 2000 1818 1667 1538 1429 1333 1250 1176 1111 1053 1000 952 909 870 833 800 769 741 714 690 667 645 625 606 588 571
3500 1750 1591 1458 1346 1250 1167 1094 1029 972 921 875 833 795 761 729 700 673 648 625 603 583 565 547 530 515 500
3000 1500 1364 1250 1154 1071 1000 938 882 833 789 750 714 682 652 625 600 577 556 536 517 500 484 469 455 441 429
2500 1250 1136 1042 962 893 833 781 735 694 658 625 595 568 543 521 500 481 463 446 431 417 403 391 379 368 357
2400 1200 1091 1000 923 857 800 750 706 667 632 600 571 545 522 500 480 462 444 429 414 400 387 375 364 353 343
2300 1150 1045 958 885 821 767 719 676 639 605 575 548 523 500 479 460 442 426 411 397 383 371 359 348 338 329
2200 1100 1000 917 846 786 733 688 647 611 579 550 524 500 478 458 440 423 407 393 379 367 355 344 333 324 314
2100 1050 955 875 808 750 700 656 618 583 553 525 500 477 457 438 420 404 389 375 362 350 339 328 318 309 300
2000 1000 909 833 769 714 667 625 588 556 526 500 476 455 435 417 400 385 370 357 345 333 323 313 303 294 286
1900 950 864 792 731 679 633 594 559 528 500 475 452 432 413 396 380 365 352 339 328 317 306 297 288 279 271
1800 900 818 750 692 643 600 563 529 500 474 450 429 409 391 375 360 346 333 321 310 300 290 281 273 265 257
1700 850 773 708 654 607 567 531 500 472 447 425 405 386 370 354 340 327 315 304 293 283 274 266 258 250 243
1600 800 727 667 615 571 533 500 471 444 421 400 381 364 348 333 320 308 296 286 276 267 258 250 242 235 229
1500 750 682 625 577 536 500 469 441 417 395 375 357 341 326 313 300 288 278 268 259 250 242 234 227 221 214
1400 700 636 583 538 500 467 438 412 389 368 350 333 318 304 292 280 269 259 250 241 233 226 219 212 206 200
1300 650 591 542 500 464 433 406 382 361 342 325 310 295 283 271 260 250 241 232 224 217 210 203 197 191 186
1200 600 545 500 462 429 400 375 353 333 316 300 286 273 261 250 240 231 222 214 207 200 194 188 182 176 171
1100 550 500 458 423 393 367 344 324 306 289 275 262 250 239 229 220 212 204 196 190 183 177 172 167 162 157
1000 500 455 417 385 357 333 313 294 278 263 250 238 227 217 208 200 192 185 179 172 167 161 156 152 147 143
900 450 409 375 346 321 300 281 265 250 237 225 214 205 196 188 180 173 167 161 155 150 145 141 136 132 129
800 400 364 333 308 286 267 250 235 222 211 200 190 182 174 167 160 154 148 143 138 133 129 125 121 118 114
700 350 318 292 269 250 233 219 206 194 184 175 167 159 152 146 140 135 130 125 121 117 113 109 106 103 100
600 300 273 250 231 214 200 188 176 167 158 150 143 136 130 125 120 115 111 107 103 100 97 94 91 88 86
500 250 227 208 192 179 167 156 147 139 132 125 119 114 109 104 100 96 93 89 86 83 81 78 76 74 71
400 200 182 167 154 143 133 125 118 111 105 100 95 91 87 83 80 77 74 71 69 67 65 63 61 59 57
300 150 136 125 115 107 100 94 88 83 79 75 71 68 65 63 60 58 56 54 52 50 48 47 45 44 43
200 100 91 83 77 71 67 63 59 56 53 50 48 45 43 42 40 38 37 36 34 33 32 31 30 29 29
100 50 45 42 38 36 33 31 29 28 26 25 24 23 22 21 20 19 19 18 17 17 16 16 15 15 14
Table 4 – Descent Rate Table
DESCENT RATE TABLE
Groundspeed (Knots)
CDA(°) Gradient (ft/NM) 60 75 90 105 120 135 150 165 180 195 210 225 240 255 270 285 300
1 106 106 133 159 186 212 239 265 292 318 345 371 398 424 451 477 504 530
1.5 159 159 199 239 278 318 358 398 438 477 517 557 597 636 676 716 756 796
2 212 212 265 318 371 424 477 530 583 637 690 743 796 849 902 955 1008 1061
2.5 265 265 332 398 464 531 597 663 730 796 862 928 995 1061 1127 1194 1260 1326
2.7 287 287 358 430 501 573 645 716 788 860 931 1003 1075 1146 1218 1289 1361 1433
2.8 297 297 371 446 520 594 669 743 817 891 966 1040 1114 1189 1263 1337 1412 1486
2.9 308 308 385 462 539 616 693 769 846 923 1000 1077 1154 1231 1308 1385 1462 1539
3 318 318 398 478 557 637 716 796 876 955 1035 1115 1194 1274 1353 1433 1513 1592
3.1 329 329 411 494 576 658 740 823 905 987 1069 1152 1234 1316 1399 1481 1563 1645
3.2 340 340 425 510 594 679 764 849 934 1019 1104 1189 1274 1359 1444 1529 1614 1699
3.3 350 350 438 526 613 701 788 876 963 1051 1139 1226 1314 1401 1489 1577 1664 1752
3.4 361 361 451 541 632 722 812 902 993 1083 1173 1263 1354 1444 1534 1624 1715 1805
3.5 372 372 465 557 650 743 836 929 1022 1115 1208 1301 1394 1486 1579 1672 1765 1858
3.6 382 382 478 573 669 765 860 956 1051 1147 1242 1338 1434 1529 1625 1720 1816 1911
3.7 393 393 491 589 688 786 884 982 1081 1179 1277 1375 1473 1572 1670 1768 1866 1965
3.8 404 404 504 605 706 807 908 1009 1110 1211 1312 1412 1513 1614 1715 1816 1917 2018
3.9 414 414 518 621 725 828 932 1036 1139 1243 1346 1450 1553 1657 1760 1864 1968 2071
4 425 425 531 637 744 850 956 1062 1168 1275 1381 1487 1593 1700 1806 1912 2018 2124
4.5 478 478 598 717 837 956 1076 1195 1315 1435 1554 1674 1793 1913 2032 2152 2271 2391
5 532 532 664 797 930 1063 1196 1329 1462 1595 1728 1861 1993 2126 2259 2392 2525 2658
5.5 585 585 731 878 1024 1170 1316 1463 1609 1755 1901 2048 2194 2340 2486 2633 2779 2925
6 639 639 798 958 1118 1277 1437 1597 1756 1916 2075 2235 2395 2554 2714 2874 3033 3193
6.5 692 692 865 1038 1211 1385 1558 1731 1904 2077 2250 2423 2596 2769 2942 3115 3288 3461
7 746 746 933 1119 1306 1492 1679 1865 2052 2238 2425 2611 2798 2984 3171 3357 3544 3730
7.5 800 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000
8 854 854 1067 1281 1494 1708 1921 2135 2348 2562 2775 2989 3202 3416 3629 3843 4056 4270

APPENDIX 2 – APPROACH CHART EXAMPLES

 

 

 

AC 700-028 - Vertical Path Control on Non-Precision Approaches
(PDF, 274 KB)

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