Jumping in without having read the whole thread - but does it help that the FAA recommends professional operators fly a continuous descent final approach? Found this whilst studying and thought it was appropriate:
http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC 120-108.pdf
I fly equipment the way my operator wants it to be flown, and I do what the FAA tells me to do (even if it is just a "suggestion" a la an Advisory Circular). They generally have the best ideas about whether something is safe, not safe, or safer.
Thank you.
Boris, isn't it interesting that the points below are the same ones that people on here have been saying? How strange...
BACKGROUND. Controlled flight into terrain (CFIT) is a primary cause of worldwide commercial aviation fatal accidents. Unstabilized approaches are a key contributor to CFIT
AC 120-108 1/20/11
events. Present NPAs are designed with and without stepdown fixes in the final approach segment.
Stepdowns flown without a constant descent will require multiple thrust, pitch, and altitude adjustments inside the final approach fix (FAF). These adjustments increase pilot workload and potential errors during a critical phase of flight. NPAs designed without stepdown fixes in the final segment allow pilots to immediately descend to the MDA after crossing the FAF. In both cases, the aircraft remains at the MDA until descending for the runway or reaching the missed approach point (MAP).
This practice, commonly referred to as “dive and drive,” can result in extended level flight as low as 250 feet above the ground in instrument meteorological conditions (IMC) and shallow or steep final approaches. Figure 1A, Approach Example Without Using Continuous Descent Final Approach, Appendix 1,
illustrates the disadvantages of the “dive and drive” technique.
Definition of CDFA. CDFA is a technique for flying the final approach segment of an NPA as a continuous descent. The technique is consistent with stabilized approach procedures and has no level-off. A CDFA starts from an altitude/height at or above the FAF and proceeds to an altitude/height approximately 50 feet (15 meters) above the landing runway threshold or to a point where the flare maneuver should begin for the type of aircraft being flown. This definition harmonizes with the ICAO and the European Aviation Safety Agency (EASA).
d.
Advantages of CDFA. CDFA offers the following advantages:
(1)
Increased safety by employing the concepts of stabilized approach criteria and procedure standardization.
(2)
Improved pilot situational awareness (SA) and reduced pilot workload.
(3)
Improved fuel efficiency by minimizing the low-altitude level flight time.
(4)
Reduced noise level by minimizing the level flight time at high thrust settings.
(5)
Procedural similarities to APV and precision approach operations.
(6)
Reduced probability of infringement on required obstacle clearance during the final approach segment.
