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OFFICE OF THE
DIRECTOR GENERAL OF CIVIL AVIATION
OPP. SAFDARJUNG AIRPORT, NEW DELHI – 110 003
TELEPHONE: 091-11-4635261
4644768
FAX: 091-11-4644764
TELEX: 31-74127
TELEGRAMS: AIRCIVIL Reference: No.: Av.22016/15/2002-FID
st
Dated: 21 March, 2005
1. Background
Contd…..P/2
--2--
approach track. An optimum landing maneuver requires the aircraft to reach the
decision altitude or point in a stabilized state, in order to allow sufficient time for
the pilot to assess the visual cues for the decision to land or to go-around. The
aircraft attitude and position relative to the runway should be similar in each
approach, to the greatest extent possible, in order to permit the pilot to utilize
similar Standard Operating Procedures for all types of instrument approaches.
Airlines all over the world have started to use a technique called CANPA.
CANPA stands for Constant Angle Non-Precision Approach. The idea of
CANPA is to fly a constant angle approach even if a glide slope or visual slope
indicator such as a VASI or PAPI is unavailable. CANPA involves making a
stabilized constant angle descent rather than a quick descent to the MDA
followed by flying level at the MDA until the runway environment is in sight.
2. CANPA procedures
CANPA would allow the aircraft to be flown on the published descent path from
the final approach fix (FAF) to the DDA(H). The DDA(H) is a point from which a
stabilized approach can be continued visually to a landing; or, if visual reference
not established, a point from which a missed approach can be initiated and
conducted with the assurance that the aircraft will not descend below the
MDA(H) or below the state published OCA(H), whichever is higher. Flight crews
need to confirm that the descent path will remain at or above all step-down fixes
published on the approach chart. An example of a typical CANPA profile is
depicted in Figure 1.
Contd….P/4
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Flight technique
The continuous descent approach technique can be flown using almost any
published non-precision approach when the control of the descent path is aided
by either:
In order to facilitate the requirement above, the operator should either provide
charts that depict the appropriate crosscheck altitude/height with the
corresponding range information, or such information should be calculated and
provided to the flight crew in an appropriate and usable format.
If the required visual reference is not established at the DDA(H), the missed
approach procedure must be executed without delay and there should be no
level flight segment. Any turning maneuver associated with the missed
approach should not be initiated before reaching/overflying the MAPt. If the
aircraft is above the optimum flight path, the published missed approach point
could be reached prior to the DDA(H). In such a case, an immediate missed
approach should be initiated.
Where a FAF is not defined in the chart, a pseudo FAF can be worked out on
the inbound track, based on the initial approach/intermediate altitude. From this
point, a rate of descent can be computed, ideally for a 3 deg glide path.
Contd….P/6
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A straight-in approach may be conducted if the pseudo FAF and the distance of
the aircraft from touchdown can be determined using any of the following aids:
• DME
• FMS
• GPS
• ATC Radar
Contd….P/7
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The coded vertical angle may not intersect the final approach fix at the final
approach fix altitude and hence the aircraft may have to fly a short level
segment after passing the FAF. Flight crews should verify that the VNAV
function is operating in the ‘path’ mode as opposed to the ‘speed’ mode to
ensure that the FMS will fly the vertical angle contained in the database. Vertical
deviation should be monitored using the indication on the map display and the
FMS CDU progress page. The acceptable vertical deviation criteria should be
determined by the operator for the purpose of deviation alerting. Though the
required callouts on approach will be identical to those used for an ILS
approach, it should be kept in mind that automatic lateral or vertical deviation
alerting may not be available from the aircraft instrumentation.
VNAV approaches are based on the use of barometric vertical path
computations and as a result subject to the effect of temperature deviation from
the standard. Under extreme cold temperature conditions (ISA-45deg), the
vertical path angle can decrease by as much as 0.5 deg. Applying a correction
to FAF crossing altitude will not correct this problem. Hence it may not be
possible to use VNAV under extreme temperature conditions.
Air operators must validate the navigation database integrity of every approach
procedure which they intend to use by conducting at least one trial approach
and establishing a suitable system for fault reporting by flight crews to monitor
effectiveness and refine operational procedures.
Contd….P/8
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The overall responsibility for respecting the minimum altitudes lies with the crew.
If the position of the aircraft cannot be determined with reasonable accuracy, the
crew may revert to conventional approach procedures.
In order to gain proficiency pending approval, flight crews should be encouraged
to practice CANPA approaches using ILS (Glide Slope Out) and other non-
precision approach procedures in VMC.
The operator’s proficiency check should include at least one CANPA to a
landing or go around as appropriate. The approach should be operated to the
applicable DDA(H); and if conducted in a simulator the approach should be
conducted to the lowest approved weather minima.
Contd….P/9
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• Understanding the need for prompt go around action when at DDA(H) and the
required visual reference has not been established;
• Understanding the significance of flying a CANPA to a DDA(H) with an
associated MAPt;
• Understanding the technique of flying an early go around maneuver when flying
a CANPA to a DDA (H) with an associated MAPt; and
• Procedures for airplane types that may require a late change of
configuration/speed during final approach.
4. Conclusion
Sd/-
(Capt. Dilip Kharkar)
Chief Flight Operations Inspector
For Director General of Civil Aviation