![]() Nobody flew those approaches as non-CDFA anymore anyways. ![]() It just doesn’t fit in with modern day stabilized approach concepts etc. Its just a very outdated technique to descent using stepdowns and level-off at an MDA to a MAPt on non-precision approaches. One question about CDFA: what is the reasoning behind this change from stepwise? Do they suppose that aircraft/pilots nowadays are better capable of correctly fly the continuous decent? This is where the Standard Instrument Arrival (STAR) starts. If you open Skyvector you can see the point PUMAL I’m using in the example below, is the point where you leave the en-route (airway) system. Where can you find each of those phases? En-route Segment The approach is then either continued to a landing if sufficient visual references are attained or a missed-approach is executed if not. The MAPt is usually the point where the glidepath intercepts the Decision Altitude. The final approach starts at the FAF or FAP and ends at the Missed Approach Point (MAPt). Intermediate approach is the usually straight segment between the IF and the FAP - Final Approach Point (Precision or APV approach) or FAF - Final Approach Fix (non-precision approach). The initial approach starts at the IAF and ends at the Intermediate Fix (IF) the IF is located on the extended centerline (point of localizer intercept) usually a few miles (minimum 2 nm) prior glideslope intercept or start of descent on non-precision approach. This segment is used to slow down the aircraft and descent for approach, it often ends in a holding pattern over the IAF. ![]() The Arrival segment starts from where the en-route segment (airway) is left and ends at the Initial Approach Fix (IAF). Missed Approach (which itself is split into the same phases above minus arrival)Įach of those phases serve a purpose in maneuvering, slowing down and configuring the aircraft for approach.The first thing to understand is that the arrival / approach to an airport is split into segments: I don’t know exactly from which direction you were approaching so I just took a random arrival. Some just have lower start points than others! Other than the full-on Cat III landings, all landings end with a visual approach. In the sim, fly it like you want, since there’s no FAA looking over your shoulder!! But if you’re going to simulate bad weather and low ceilings/visibility, then you might want to use the appropriate approach for the conditions. terminology, here for simplicity, but the concepts are the same, just minor terminology differences for the most part). The VOR MDA is 530’, whereas the DH for the ILS is 208’. That allows you to fly into lower weather ceilings and visibility than a VOR/localizer type approach. You fly the final altitude in level flight until you see the runway or hit the missed approach point and go around or go away! This Minimum Descent Altitude is virtually always higher than the Decision Height for ILS approaches, which give you a (normally) constant descent angle that gets you to a (normally) lower altitude DH. ![]() Those approaches normally entail several step-down altitudes as you get closer. VOR/DME, or localizer approaches are non-precision approaches, meaning they don’t have glide slope information. IRL, the biggest factors for commercial airlines are company policy, and the biggest real-life factor for everyone from PP to ATR is the weather and currency.
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