"Stabilized Approach"
- Thread starter minitour
- Start date
MidlifeFlyer
Well-Known Member
I don't thinks there is one single place where it's defined, like in an FAR. It shows up in various FAA publications including instructional handbooks and a couple of ACs. One is AC 91-79 (Runway Overrun Prevention). Even talks about it with pictures.
Yeah it's all in the AC. We're trying to see if we can change up our SOPs a bit with the new training provider so we're not tooling along on a 35 mile final at ref+10 with everything hanging out clogging up the system.
Thanks guys.
-mini
Minuteman
I HAVE STRONG OPINIONS ABOUT AUTOMOTIVE LIGHTING!
Excellent! Thank you! THAT will help a lot.
Currently it's gear and flaps land, slow to Vref on base turn or 5 from the marker. Yuck! 1000' will help a bunch!
-mini
BajtheJino
I'm looking at you.
Wouldn't it just be easier to just do what you need to do vs. changing your op specs?
1) Profiles aren't an op spec.
2) We're going to a new training provider anyway ($), so we can just submit altered profiles to the POI with the new training center information. He needs to see them again anyway.
3) We're looking at ways to cut back on cost. We burn a lot more fuel than we need to with everything hanging out on the base leg.
4) The man that writes the checks asked for my help. I'm just doin ma jerb.
-mini
TFaudree_ERAU
Mashin' dem buttons
Sounds like someone may be in the running for a chief pilot spot.
Yay for -mini
Yay for -mini
SpiraMirabilis
Possible Subversive
At Mesa we consider stabilized being no FPM more than 1000ft, no unusual maneuvers and configured. So only up to 1000ft pm and normal bracketing maneuvers to stay on the localizer/whatever with the flaps and gear down.
Not for this certificate holder.
...and that's all I'm going to say about it.
-mini
meritflyer
Well-Known Member
I believe I read that even a GA plane shouldn't experience a rate of descent greater than 1000 FPM.
Can someone back me up on that?
Can someone back me up on that?
tgrayson
New Member
Airplane Flying Handbook, turboprops
A stabilized approach is an essential part of the approach and landing process. In a stabilized approach, the airplane, depending on design and type, is placed in a stabilized descent on a glidepath ranging from 2.5 to 3.5°. The speed is stabilized at some reference from the AFM/POH—usually 1.25 to 1.30 times the stall speed in approach configuration. The descent rate is stabilized from 500 feet per minute to 700 feet per minute until the landing flare.
Jets
THE STABILIZED APPROACH
The performance charts and the limitations contained in the FAA-approved Airplane Flight Manual are predicated on momentum values that result from programmed speeds and weights. Runway length limitations assume an exact 50-foot threshold height at an exact speed of 1.3 times VSO. That “window” is critical and is a prime reason for the stabilized approach. Performance figures also assume that once through the target threshold window, the airplane will touch down in a target touchdown zone approximately 1,000 feet down the runway, after which maximum stopping capability will be used.
There are five basic elements to the stabilized approach.
• The airplane should be in the landing configuration early in the approach. The landing gear should be down, landing flaps selected, trim set, and fuel balanced. Ensuring that these tasks are completed will help keep the number of variables to a minimum during the final approach.
• The airplane should be on profile before descending below 1,000 feet. Configuration, trim, speed, and glidepath should be at or near the optimum parameters early in the approach to avoid distractions and conflicts as the airplane nears the threshold window. An optimum glidepath angle of 2.5° to 3° should be established and maintained.
• Indicated airspeed should be within 10 knots of the target airspeed. There are strong relationships between trim, speed, and power in most jet airplanes and it is important to stabilize the speed in order to minimize those other variables.
• The optimum descent rate should be 500 to 700 feet per minute. The descent rate should not be allowed to exceed 1,000 feet per minute at any time during the approach.
• The engine speed should be at an r.p.m. that allows best response when and if a rapid power increase is needed.
Every approach should be evaluated at 500 feet. In a typical jet airplane, this is approximately 1 minute from touchdown. If the approach is not stabilized at that height, a go-around should be initiated. (See figure 15-24 on the next page.)
One that appears in various ACs:
l. Stabilized Approach Concept. The stabilized approach concept is one in which the pilot establishes and maintains a constant angle glide path, towards a predetermined point on the landing runway. It is based on the pilot’s judgment of certain visual cues, and depends on establishing and maintaining a constant final descent airspeed, a constant descent rate, and a specific aircraft configuration.
Here's another:
. STABILIZED APPROACH CONCEPT. A stabilized approach is the safest profile, and it is one of the most critical elements of a safe approach and landing operation. There are five basic elements to the stabilized approach:
FIGURE 1. STABILIZED APPROACH
a. Landing Configuration. The airplane should be in the landing configuration early in the approach. The landing gear should be down, landing flaps selected, trim set, and fuel balanced per the AFM or POH, as applicable. Landing checklist items should be completed. Ensuring that these tasks are completed will help keep the number of variables to a minimum during the final approach.
b. Stabilize on Profile. The airplane should be stabilized on profile before descending through the 1,000-foot window in inadvertent instrument meteorological condition (IMC) or through the 500 feet. above touchdown zone elevation (TDZE) window in VMC. Configuration, trim, speed, and glidepath should be at or near the optimum parameters early in the approach to avoid distractions and conflicts as the airplane nears the threshold window. The electronic or visual glide path or an optimum glide path angle of 3 degrees should be established and maintained. For the purposes of this AC, approaches that require a glidepath angle greater than 3 degrees as “special case.” The airplane must be in the proper landing configuration, on the correct track, on the correct lateral track, the correct vertical track and the airspeed within the acceptable range specified in the AFM or POH, as applicable. It should be noted, as it applies to stabilized approaches, that following lateral and vertical tracks should require only normal bracketing corrections. An approach that requires abnormal bracketing does not meet the stabilized approach concept, and a go-around should be initiated.
c. Descent Rate. The optimum descent rate should be 500-700 fpm. The descent rate should not be allowed to exceed 1,000 fpm at any time during the approach. Approaches that would require a descent rate greater than 1,000 fpm would qualify as “special case.”
d. Indicated Airspeed. Indicated airspeed should be not more than VREF + 5 and appropriate adjustment for wind or other factors, and never less than VREF. There is a strong relationship between trim, speed, and power and it is important to stabilize the speed in order to minimize those variables.
e. Engine Speed. The engine speed should be at a setting that allows best response when and if a rapid power increase is needed. The stabilized approach parameters should be confirmed at 500 feet (VMC) or 1,000 feet IMC above airport TDZE. This is approximately 1-2 minutes from touchdown. If the approach is not stabilized at that altitude, a go-around should be considered, if the approach is not stable and on all targets at 50 feet above airport elevation, a go-around should be immediately initiated. A go-around/balked landing should be executed at any time that the approach is determined to be unstable.
f. There may be specific, airport unique special cases that make transitioning to a stabilized approach difficult due to the unusual circumstances. Examples of special cases are ATC clearances that request airspeeds in excess of those airspeeds normally flown in the terminal area, an exceptionally steep glide slope, and ATC clearances that require an aircraft to remain at altitude to a point where intercepting the normal glide path is difficult to achieve. Operators should develop a SOP for such special cases. Additionally, operators should include the procedures developed to fly specific approaches to specific runways at specific airports in their crew training and checking events.
g. A stabilized approach SOP is vital to reducing the potential of a runway overrun during the landing phase of flight. If the pilot determines that a stabilized approach cannot be flown or if an ATC clearance results in the pilot’s inability to fly a stabilized approach from the final approach fix (FAF) to the airport, the approach should not be accepted and a go-around should be initiated.
Here's one from AC 120-71A
APPENDIX 2
STABILIZED APPROACH: CONCEPTS AND TERMS
A stabilized approach is one of the key features of safe approaches and landings in air carrier operations, especially those involving transport category airplanes.
A stabilized approach is characterized by a constant-angle, constant-rate of descent approach profile ending near the touchdown point, where the landing maneuver begins. A stabilized approach is the safest profile in all but special cases, in which another profile may be required by unusual conditions.
All appropriate briefings and checklists should be accomplished before 1000' height above touchdown (HAT) in instrument meteorological conditions (IMC), and before 500' HAT in visual meteorological conditions (VMC)
Flight should be stabilized by 1000' HAT in IMC, and by 500' HAT in VMC.
An approach is stabilized when all of the following criteria are maintained from 1000 HAT (or 500 HAT in VMC) to landing in the touchdown zone:
The airplane is on the correct1 track.
The airplane is in the proper landing configuration.
After glide path intercept, or after the final approach fix (FAF), or after the derived fly-off point (per Jeppesen) the pilot flying requires no more than normal bracketing corrections2 to maintain the correct track and desired profile (3° descent angle, nominal) to landing within the touchdown zone. Level-off below 1000' HAT is not recommended.
The airplane speed is within the acceptable range specified in the approved operating manual used by the pilot.
The rate of descent is no greater than 1000 feet per minute (fpm).
• If an expected rate of descent greater than 1000 fpm is planned, a special approach briefing should be performed.
• If an unexpected, sustained rate of descent greater than 1000 fpm is encountered during the approach, a missed approach should be performed. A second approach may be attempted after a special approach briefing, if conditions permit.
Power setting is appropriate for the landing configuration selected, and is within the permissible power range for approach specified in the approved operating manual used by the pilot.
When no vertical guidance is provided: Vertical guidance may be provided to the pilot by way of an electronic glideslope, a computed descent path displayed on the pilot's navigation display, or other electronic means. On approaches for which no vertical guidance is provided, the flightcrew should plan, execute, and monitor the approach with special care, taking into account traffic and wind conditions. To assure vertical clearance and situation awareness, the pilot not flying should announce crossing altitudes as published fixes and other points selected by the flightcrew are passed. The pilot flying should promptly adjust descent angle as appropriate. A constant-angle, constant-rate descent profile ending at the touchdown point is the safest profile in all but special cases.
Visual contact. Upon establishing visual contact with the runway or appropriate runway lights or markings, the pilot should be able to continue to a safe landing using normal bracketing corrections, or, if unable, should perform a missed approach.
No visual contact. The operator may develop procedures involving an approved, standard MDA buffer altitude or other approved procedures to assure that descent below MDA does not occur during the missed approach. If no visual contact is established approaching MDA or an approved MDA buffer altitude, or if the missed approach point is reached, the pilot should perform the published missed approach procedure. (OpSpec paragraph C073 provides for special authorization under certain conditions to go below the MDA while executing a missed approach.) Below 1000' HAT, leveling off at MDA (or at some height above MDA) is not recommended, and a missed approach should be performed.
A stabilized approach is an essential part of the approach and landing process. In a stabilized approach, the airplane, depending on design and type, is placed in a stabilized descent on a glidepath ranging from 2.5 to 3.5°. The speed is stabilized at some reference from the AFM/POH—usually 1.25 to 1.30 times the stall speed in approach configuration. The descent rate is stabilized from 500 feet per minute to 700 feet per minute until the landing flare.
Jets
THE STABILIZED APPROACH
The performance charts and the limitations contained in the FAA-approved Airplane Flight Manual are predicated on momentum values that result from programmed speeds and weights. Runway length limitations assume an exact 50-foot threshold height at an exact speed of 1.3 times VSO. That “window” is critical and is a prime reason for the stabilized approach. Performance figures also assume that once through the target threshold window, the airplane will touch down in a target touchdown zone approximately 1,000 feet down the runway, after which maximum stopping capability will be used.
There are five basic elements to the stabilized approach.
• The airplane should be in the landing configuration early in the approach. The landing gear should be down, landing flaps selected, trim set, and fuel balanced. Ensuring that these tasks are completed will help keep the number of variables to a minimum during the final approach.
• The airplane should be on profile before descending below 1,000 feet. Configuration, trim, speed, and glidepath should be at or near the optimum parameters early in the approach to avoid distractions and conflicts as the airplane nears the threshold window. An optimum glidepath angle of 2.5° to 3° should be established and maintained.
• Indicated airspeed should be within 10 knots of the target airspeed. There are strong relationships between trim, speed, and power in most jet airplanes and it is important to stabilize the speed in order to minimize those other variables.
• The optimum descent rate should be 500 to 700 feet per minute. The descent rate should not be allowed to exceed 1,000 feet per minute at any time during the approach.
• The engine speed should be at an r.p.m. that allows best response when and if a rapid power increase is needed.
Every approach should be evaluated at 500 feet. In a typical jet airplane, this is approximately 1 minute from touchdown. If the approach is not stabilized at that height, a go-around should be initiated. (See figure 15-24 on the next page.)
One that appears in various ACs:
l. Stabilized Approach Concept. The stabilized approach concept is one in which the pilot establishes and maintains a constant angle glide path, towards a predetermined point on the landing runway. It is based on the pilot’s judgment of certain visual cues, and depends on establishing and maintaining a constant final descent airspeed, a constant descent rate, and a specific aircraft configuration.
Here's another:
. STABILIZED APPROACH CONCEPT. A stabilized approach is the safest profile, and it is one of the most critical elements of a safe approach and landing operation. There are five basic elements to the stabilized approach:
FIGURE 1. STABILIZED APPROACH
a. Landing Configuration. The airplane should be in the landing configuration early in the approach. The landing gear should be down, landing flaps selected, trim set, and fuel balanced per the AFM or POH, as applicable. Landing checklist items should be completed. Ensuring that these tasks are completed will help keep the number of variables to a minimum during the final approach.
b. Stabilize on Profile. The airplane should be stabilized on profile before descending through the 1,000-foot window in inadvertent instrument meteorological condition (IMC) or through the 500 feet. above touchdown zone elevation (TDZE) window in VMC. Configuration, trim, speed, and glidepath should be at or near the optimum parameters early in the approach to avoid distractions and conflicts as the airplane nears the threshold window. The electronic or visual glide path or an optimum glide path angle of 3 degrees should be established and maintained. For the purposes of this AC, approaches that require a glidepath angle greater than 3 degrees as “special case.” The airplane must be in the proper landing configuration, on the correct track, on the correct lateral track, the correct vertical track and the airspeed within the acceptable range specified in the AFM or POH, as applicable. It should be noted, as it applies to stabilized approaches, that following lateral and vertical tracks should require only normal bracketing corrections. An approach that requires abnormal bracketing does not meet the stabilized approach concept, and a go-around should be initiated.
c. Descent Rate. The optimum descent rate should be 500-700 fpm. The descent rate should not be allowed to exceed 1,000 fpm at any time during the approach. Approaches that would require a descent rate greater than 1,000 fpm would qualify as “special case.”
d. Indicated Airspeed. Indicated airspeed should be not more than VREF + 5 and appropriate adjustment for wind or other factors, and never less than VREF. There is a strong relationship between trim, speed, and power and it is important to stabilize the speed in order to minimize those variables.
e. Engine Speed. The engine speed should be at a setting that allows best response when and if a rapid power increase is needed. The stabilized approach parameters should be confirmed at 500 feet (VMC) or 1,000 feet IMC above airport TDZE. This is approximately 1-2 minutes from touchdown. If the approach is not stabilized at that altitude, a go-around should be considered, if the approach is not stable and on all targets at 50 feet above airport elevation, a go-around should be immediately initiated. A go-around/balked landing should be executed at any time that the approach is determined to be unstable.
f. There may be specific, airport unique special cases that make transitioning to a stabilized approach difficult due to the unusual circumstances. Examples of special cases are ATC clearances that request airspeeds in excess of those airspeeds normally flown in the terminal area, an exceptionally steep glide slope, and ATC clearances that require an aircraft to remain at altitude to a point where intercepting the normal glide path is difficult to achieve. Operators should develop a SOP for such special cases. Additionally, operators should include the procedures developed to fly specific approaches to specific runways at specific airports in their crew training and checking events.
g. A stabilized approach SOP is vital to reducing the potential of a runway overrun during the landing phase of flight. If the pilot determines that a stabilized approach cannot be flown or if an ATC clearance results in the pilot’s inability to fly a stabilized approach from the final approach fix (FAF) to the airport, the approach should not be accepted and a go-around should be initiated.
Here's one from AC 120-71A
APPENDIX 2
STABILIZED APPROACH: CONCEPTS AND TERMS
A stabilized approach is one of the key features of safe approaches and landings in air carrier operations, especially those involving transport category airplanes.
A stabilized approach is characterized by a constant-angle, constant-rate of descent approach profile ending near the touchdown point, where the landing maneuver begins. A stabilized approach is the safest profile in all but special cases, in which another profile may be required by unusual conditions.
All appropriate briefings and checklists should be accomplished before 1000' height above touchdown (HAT) in instrument meteorological conditions (IMC), and before 500' HAT in visual meteorological conditions (VMC)
Flight should be stabilized by 1000' HAT in IMC, and by 500' HAT in VMC.
An approach is stabilized when all of the following criteria are maintained from 1000 HAT (or 500 HAT in VMC) to landing in the touchdown zone:
The airplane is on the correct1 track.
The airplane is in the proper landing configuration.
After glide path intercept, or after the final approach fix (FAF), or after the derived fly-off point (per Jeppesen) the pilot flying requires no more than normal bracketing corrections2 to maintain the correct track and desired profile (3° descent angle, nominal) to landing within the touchdown zone. Level-off below 1000' HAT is not recommended.
The airplane speed is within the acceptable range specified in the approved operating manual used by the pilot.
The rate of descent is no greater than 1000 feet per minute (fpm).
• If an expected rate of descent greater than 1000 fpm is planned, a special approach briefing should be performed.
• If an unexpected, sustained rate of descent greater than 1000 fpm is encountered during the approach, a missed approach should be performed. A second approach may be attempted after a special approach briefing, if conditions permit.
Power setting is appropriate for the landing configuration selected, and is within the permissible power range for approach specified in the approved operating manual used by the pilot.
When no vertical guidance is provided: Vertical guidance may be provided to the pilot by way of an electronic glideslope, a computed descent path displayed on the pilot's navigation display, or other electronic means. On approaches for which no vertical guidance is provided, the flightcrew should plan, execute, and monitor the approach with special care, taking into account traffic and wind conditions. To assure vertical clearance and situation awareness, the pilot not flying should announce crossing altitudes as published fixes and other points selected by the flightcrew are passed. The pilot flying should promptly adjust descent angle as appropriate. A constant-angle, constant-rate descent profile ending at the touchdown point is the safest profile in all but special cases.
Visual contact. Upon establishing visual contact with the runway or appropriate runway lights or markings, the pilot should be able to continue to a safe landing using normal bracketing corrections, or, if unable, should perform a missed approach.
No visual contact. The operator may develop procedures involving an approved, standard MDA buffer altitude or other approved procedures to assure that descent below MDA does not occur during the missed approach. If no visual contact is established approaching MDA or an approved MDA buffer altitude, or if the missed approach point is reached, the pilot should perform the published missed approach procedure. (OpSpec paragraph C073 provides for special authorization under certain conditions to go below the MDA while executing a missed approach.) Below 1000' HAT, leveling off at MDA (or at some height above MDA) is not recommended, and a missed approach should be performed.