approach altitude of 5,000 feet to be selected in the altitude pre-selector window. This step is very important because accurate FD guidance is not available to the PF during a missed approach if the MDA is left in the window. 

Note: See“Maximum Acceptable Descent Rates”under the heading “Descent Rates and Glide paths for Non-precision Approaches. ” 

## Descents 

## Stabilized Approach 

In IMC, you must continuously evaluate instrument information throughout an approach to properly maneuver the aircraft or monitor autopilot performance and to decide on the proper course of action at the decision point (DA, DH, or MAP). Significant speed and configuration changes during an approach can seriously degrade situational awareness and complicate the decision of the proper action to take at the decision point. The swept wing handling characteristics at low airspeeds and slow engine response of many turbojets further complicate pilot tasks during approach and landing operations. You must begin to form a decision concerning the probable success of an approach before reaching the decision point. Your decision-making process requires you to be able to determine displacements from the course or glideslope/glidepath centerline, to mentally project the aircraft’s three-dimensional flight path by referring to flight instruments, and then apply control inputs as necessary to achieve and maintain the desired approach path. 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 that can be easily accommodated without adversely affecting your workload. For turbojets, the aircraft must be in an approved configuration for landing or circling, if appropriate, with the engines spooled up, and on the correct speed and flight path with a descent rate of less than 1,000 fpm before descending below the following minimum stabilized approach heights: 

• For all straight-in instrument approaches, to include contact approaches in IFR weather conditions, the approach must be stabilized before descending below 1,000 feet above the airport or TDZE. 

• For visual approaches and straight-in instrument approaches in VFR weather conditions, the approach must be stabilized before descending below 500 feet above the airport elevation. 

• For the final segment of a circling approach maneuver, the approach must be stabilized 500 feet above the airport elevation or at the MDA, whichever is lower. These conditions must be maintained throughout the approach until touchdown for the approach to be considered a stabilized approach. This also helps you to recognize a wind shear situation should abnormal indications exist during the approach. 

## 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 1,000 feet AGL). This is due to a human perceptual limitation 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 and landing operation. 

For short runways, arriving at the MDA at the MAP when the MAP is located at the threshold may require a missed approach for some aircraft. For non-precision approaches, a descent rate should be used that ensures the aircraft reaches the MDA at a distance from the threshold that allows landing in the TDZ. On many IAPs, this distance is annotated by a VDP. If no VDP is annotated, calculate a normal descent point to the TDZ. To determine the required rate of descent, subtract the TDZE from the FAF altitude and divide this by the time inbound. For example, if the FAF altitude is 2,000 feet MSL, the TDZE is 400 feet MSL and the time inbound is two minutes, an 800 fpm rate of descent should be used. 

To verify the aircraft is on an approximate three degree glidepath, use a calculation of 300 feet to 1 NM. The glidepath height above TDZE is calculated by multiplying the NM distance from the threshold by 300. For example, at 10 NM the aircraft should be 3,000 feet above the TDZE, at 5 NM the aircraft should be 1,500 feet above the TDZE, at 2 NM the aircraft should be 600 feet above the TDZE, and at 1.5 NM the aircraft should be 450 feet above the TDZE until a safe landing can be made. Using the example in the previous text, the aircraft should arrive at the MDA (800 

