Approaches

How to fly a VOR/DME approach in an

airliner with CDAP (Constant Descent
Approach)
 General
• Why fly a VOR/DME approach?
– If there is no ILS (Instrument Landing System)
available.
• For example, Brussels, RWY07R.

• Use the Constant Descent Approach

Procedure.
– It allows you to fly a stable VOR/DME
approach in an easy way without the need of
a FMC.
 What you need
• An aircraft with VOR/DME equipment
– Display of distance from beacon
– Display of Ground Speed
• A pilot who can use them
• A chart
• A VOR/DME beacon
• A plan:
– Know what to do.
– Know when to do it.
Conditions for VOR/DME app RWY 25L: 2
1
• 1) Set NAV1 on VOR/DME freq. 5
– Here: BUB 114.60
• 2) Set Course on approach track
4
– Here 251º
• 3) Set NAV1-standby on beacon for missed
approach
3
– Here: FLO 112.05
• 4) Set ADF at OM freq (if applicable, it’s not
essential for this approach)
– Here Brussels 293.0 OB
• 5) Make sure you are at the correct altitude to start
your descent
– For this approach : 3000’
• 6) Set your minima: 560’

6
 Prepare for descent
• Fly a Constant
Descent Approach
Procedure (CDAP)
– at 3 miles before FAF
(Final Approach Fix)
• Target speed --set
• Landing Flaps --set
• Gear down --set
• Watch the distance to
the VOR/DME.
– At 8.2 DME BUB
(FAF) we will have
started the descent.
 All radios set
All other parameters set
We are ready for the VOR/DME approach.
 ATC vectors you to intercept the radial.
(same way as to intercept the ILS localizer)

APP: OOVGT turn left heading 280,

descend to 3000’
Cleared VOR/DME approach RWY 25L

Left heading 280,

descend to 3000’
Cleared VOR/DME
approach RWY25L, OOVGT
You are intercepting Brussels Radial 071 inbound track 251, while
descending to 3000. Now the VOR/DME approach procedure can
start…
As soon as established on the radial and altitude acquired, set altitude to
MDA and select V/S, set at 0 ft/min
If you fly the Constant Descent Approach: 3nm before FAF:
Target speed, Landing Flaps, Gear Down
Time to calculate Computed Descent Rate: 5 * 149 = 745’/min
We will select 750’/min
 According to the chart, we need to be descending at 8.2 DME
from BUB. Your ACFT needs time to start descending, so start
the descent a bit sooner. (depending on type of ACFT. B737, typically 0.3nm before FAF)
• Altitude checks:
– During descent, cross check
your altitude with your distance
from the beacon.
• Do this to make sure your
glidepatch is 5,2% or 3º.
• This is necessary to make sure
you end up for a good landing.
– The first check is at 5 DME BUB.
Our altitude should be 2000’
– The second is at 4 miles with an
altitude of 1670’
– And so on…
– If needed: make corrections by
adjusting your rate of descend:
First altitude cross check, 5 DME BUB. Our altitude is 2060’
instead of 2000’. No correction so far
 Second altitude cross check, 4 DME BUB.
Altitude is 1760’ while it should be 1670’. Increasing rate of
descent to 800’/min
 3th altitude cross check, 3 DME BUB.
Altitude is 1410 while it should be 1350. Keeping 800’/min.
 4th altitude cross check, 2 DME BUB.
We are at 1070 feet, while it should be 1040’: OK
PAPI in sight and looking good
 Appendix
• The main factor for adjusting Rate of Descent is the wind

• Target Speed = Vref + wind correction

– Wind correction: ½ of reported steady wind + difference between steady wind and gust.
• Example:
– Vref = 132
– Wind = 12 kts gusting to 20kts
– Wind correction = 6 (12/2) + 8 (20-12) = 14kts
» Maximum wind correction is limited to type of ACFT (B738 limited to 15kts)
– Target speed = 132 (vref) + 14 (wind correction) = 146 kts
– Minumum Target Speed (no wind) = Vref + 5kts

• If you have to adjust the rate of descent too much (for B737, typically +/- 300’/min), something is wrong!
– Go Around!

• This is a non-precision approach

– That is why the minima are a lot higher than for an ILS approach

• Minimum Descent Altitude (MDA) = Obstacle Clearance Altitude (OCA) + margin.

– The margin is Company dependant, based on:
• Crew qualifications
• Aircraft performance
• Meteorological conditions
• …
– Check you VA policy!
– At IVAO, if no margin is specified: MDA = OCA

• Rate of descent
– groundspeed * 5 + glideslope correction
• Glideslope correction = +50’ for each 0,25º more than 3º

• Starting descent just before the FAF is ONLY to achieve a correct descent angle.
– It is not an excuse to fly the procedure below the prescribed procedure altitude!
 Appendix
• Don’t assume that a VOR/DME
approach always brings you straight
in line with the RWY
– Have a look a this one!