AA.VII.F.S13
SkillMaintain a stabilized final approach from the final approach fix (FAF) to the DA/DH allowing no more than ¼-scale deflection of either the vertical or lateral guidance indications and maintain the desired airspeed ±5 knots.
From the FAA library
- Chapter 4: Approaches › Final Approach Segment
Final Approach Segment The final approach segment for an approach with vertical guidance or a precision approach begins where the glideslope/glidepath intercepts the minimum glideslope/ glidepath intercept altitude shown on the approach chart. If ATC authorizes a lower intercept altitude ... final approach segment begins upon glideslope/glidepath interception at that altitude. For a non-precision approach, the final approach segment begins either at a designated FAF, which is depicted as a cross on the profile view, or at the point where…
- Chapter 4: Approaches › Approach Control
Approach Control Approach control is responsible for controlling all instrument flights operating within its area of responsibility. Approach control may serve one or more airports. Control is exercised primarily through direct pilot and controller communication and airport surveillance radar ... Prior to arriving at the initial approach fix (IAF), instructions will be received from the air route traffic control center (ARTCC) to contact approach control on a specified frequency. Where radar is approved for approach control service, it is used…
- Chapter 10: IFR Flight › Approaches › Approach to an Airport With an Operating Tower, With an Approach Control
altitude/flight levels are issued as required for spacing and separating aircraft; do not deviate from the headings issued by approach control. 4. Aircraft are normally informed when it becomes necessary to be vectored across the final approach course for spacing ... other reasons. If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course, the pilot should query the controller. The pilot is not expected to turn inbound…
- Chapter 4: Approaches › Stabilized Approach
This process is simplified by maintaining a constant approach speed, descent rate, vertical flight path, and configuration during the final stages of an approach. This is referred to as the stabilized approach concept. A stabilized approach is essential for safe ... turbojet operations and commercial turbojet operators must establish and use procedures that result in stabilized approaches. A stabilized approach is also strongly recommended for propeller-driven airplanes and helicopters. You should limit configuration changes at low altitudes to those changes…
- Chapter 9: Approaches and Landings › Faulty Approaches and Landings › High Final Approach
sudden decrease in lift and causes the airplane to sink more rapidly. If there is any doubt about the approach being safely completed, it is advisable to execute an immediate go-around. Figure 9-30. Right and wrong methods ... correction for low final approach. High Final Approach When the final approach is too high, the pilot may lower the flaps as required. Further reduction in power may be necessary, while lowering the nose simultaneously to maintain approach airspeed…
- Chapter 4: Approaches › NDB Approach
Additionally, the final approach course and the extended runway centerline angle of convergence cannot exceed 30° for straight-in approaches. This type of NDB approach is afforded a minimum of 350 feet obstacle clearance. When a FAF is established ... approach, the approach design criteria changes. It also takes into account whether or not the NDB is located on or off the airport. Additionally, this type of approach can be made both moving toward or away from the NDB facility…