Thread: UPS Birmingham crash video
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Old 06-08-2015 | 01:05 PM
  #61  
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Originally Posted by kronan
Caveat-it requires FAA opspec approval (C073 to be precise) to use MDA as a DA. Requires VNAV capability, so if accomplishing a V/S CDFA approach-would have to use a DDA such that descent below MDA doesn't occur.

AC 120-108 - Continuous Descent Final Approach ? Document Information
However, in order to use an MDA as a DA under C073, there are some specific requirements regarding the IAPs serving the runway in question.

Basically, the runway has to be served by a precision approach and the non-precision approach to be flown must have the exact same final as the precision and a publish glide path that is no steeper. Since KBHM does not have a precision approach to 18, this is N/A.

The other method is if the runway is served by a RNAV or GPS (in the title) IAP with a published LNAV/VNAV DA/DH. The non-precision to be flown must also have the exact same final as this RNAV or GPS approach with a published glide path no steeper. This did not apply either because the RNAV (GPS) to Rwy18 does not have an LNAV/VNAV DA - only an LNAV MDA published (which is the same 1200 MSL as the LOC).

Not that it probably would have made a difference in this accident, but from what I can tell, they should have been using a DDA that would ensure they did not descend below the published MDA in the event of a MAP.
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