![]() However, there are situations where you must be careful to respect the MAWP. You would for the most part be focused on the pseudo-DA. The calculated pseudo-DA and the MAWP generally coincide, and any difference is normally negligible in the real world. The solution is that on an SCDA with a published MDA, you MUST add some amount of altitude to the MDA to get your pseudo-DA so that at no point during the transition do you descend below the MDA (the IFR flight test guide recommends a 50’ buffer). A true DA is assessed for obstacles such that at the DA, if you don’t have the runway environment in sight and commence an overshoot, the “dip” in altitude you experience below the DA is accounted for as you transition to your climb.Īn MDA is assessed only for a LEVEL-OFF, not for any sort of dip. With respect to the go-around, keep in mind that it is a pseudo-DA on an SCDA, not a true DA. Here is a quick review of where the approach is terminated, and we MUST go-around:ġ – Precision Approach (ILS, LPV, LNAV/VNAV): Start the missed approach when you reach the decision altitude.Ģ – Non-Precision Approach (everything else – LNAV, LOC, VOR, etc): Start the missed approach at the missed approach point (DME, GNSS waypoint, radial, time, etc). One of the main issues seen by IFR instructors and examiners is confusion from students about when to start the missed approach if the candidate does not establish visual reference with the runway environment. You can also reference the IFR Flight Test Guide for additional information. If you would like to learn more about SCDA basics before continuing on, check out Advisory Circular 700-028. This is why on the IFR flight test, you are expected to do an SCDA whenever possible (if you don’t it will be recorded as a major error). ![]() The benefits of SCDA are significant as we eliminate multiple power changes, level-offs, and ultimately “chop and drop” events, which have led to many accidents over the years. The SCDA is a method by which we no longer “step down” on a non-precision approach (NPA) rather we calculate or create a pseudo glide path that respects all minimum altitudes on the approach plate. Most instrument rated pilots are now familiar with the philosophy and procedures for conducting Stabilized Constant Descent Angle ( SCDA) approaches – sometimes referred to as a Constant Descent Final Approach (CDFA).
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