AP.VII.F.S11
SkillEstablish a predetermined rate of descent at the point where vertical guidance begins, which approximates that required for the aircraft to follow the vertical guidance.
From the FAA library
- Chapter 4: Approaches › Maximum Acceptable Descent Rates
Descent Rates and Glidepaths for Nonprecision Approaches Maximum Acceptable Descent Rates Operational experience and research have shown that a descent rate of greater than approximately 1,000 fpm is unacceptable during the final stages of an approach (below ... that is independent of the type of airplane or helicopter. Therefore, the operational practices and techniques must ensure that descent rates greater than 1,000 fpm are not permitted in either the instrument or visual portions of an approach…
- Chapter 4: Approaches › Vertical Navigation
Terminal Procedures Publication. This rate of descent can be flown with the Vertical Velocity Indicator (VVI) in order to use the VDA as an aid to flying a stabilized descent. No special equipment is required. In rare cases, the LNAV ... nonprecision approach are applied at the MDA. When there are obstacles in the visual area that could cause an aircraft to destabilize the approach between the MDA and touchdown, the IAP will not show a vertical descent angle…
- Chapter 7, Section I: Airplane Basic Flight Maneuvers › Turns › Standard Rate Turns
Turns Standard Rate Turns A standard rate turn is one in which the pilot will do a complete 360° circle in 2 minutes or 3 degrees per second. A standard rate turn, although always 3 degrees per second, requires higher ... angles of bank as airspeed increases. To enter a standard rate level turn, apply coordinated aileron and rudder pressures in the desired direction of turn. Pilots commonly roll into turns at a much too rapid rate. During initial training…
- 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 3: Arrivals › Radar Vectors to Final Approach Course
Figure 3-22. Arrival instructions when not established. Aircraft 3: There are many times when it is desirable to position an aircraft onto the final approach course prior to a published, charted segment of an instrument approach procedure (IAP). Sometimes ... IAPs have no initial segment and require vectors. “RADAR REQUIRED” is charted in the plan view. Sometimes a route intersects an extended final approach course making a long intercept desirable. When ATC issues a vector or clearance to the final…
- Chapter 7, Section II: Airplane Basic Flight Maneuvers › Turns › Establishing A Standard Rate Turn
Establishing A Standard Rate Turn In order to initiate a standard rate turn, approximate the bank angle and then establish that bank angle on the attitude indicator. A rule of thumb to determine the approximate angle of bank ... amount is to divide the airspeed by 10 and add one-half the result. For example, at 100 knots, approximately 15° of bank is required (100/10 = 10 + 5 = 15); at 120 knots, approximately 18° of bank is needed…