°. briefing completed and agreement on approach conditions.

The stabilization height should constitute a decision gate; if the required configuration and speed are not obtained or if the flight path is not stabilized when reaching the stabilization height, an immediate go-around should be initiated.
A callout should be performed by the PNF if a flight parameter exceeds the criteria for one of the elements of a stabilized approach, as described in Briefing Note 7.1 -Flying Stabilized Approaches.
Descent Profile Monitoring:
Descent profile should be monitored, using all available instrument and chart references:
.  
FMS vertical-deviation indication, as applicable;

.  
Navaids and instruments raw-data; and,

.  
Charted descent-and-approach profile.

Wind conditions and wind changes should be monitored closely to anticipate any reduction in head wind component or increase in tail wind component, and to adjust the flight path profile in a timely manner.
The descent profile may be monitored and adjusted based on a typical 3000 ft per 10 nm descent gradient (corrected for the prevailing head wind component or tail wind component), while complying with the required altitude and/or speed restrictions (i.e., ensuring adequate deceleration management).
The flight path vector, as available, can be used to monitor the descent profile by checking that the remaining track-distance to touchdown (in nm) is approximately equal to the FL divided by the flight-path-angle (FPA, in degrees):
Distance-to-go (nm) = FL / FPA (degrees)

Note :
In the above rule, the FL should be understood as
the FL difference (. FL) between the current
aircraft FL and the airfield FL.

Below 10 000 ft, flying at 250 kt IAS, the following guidelines may be used to confirm the descent profile and ensure a smooth transition between the various phases of the approach:
.  
9000 ft above airport elevation at 30 nm from touchdown; and,

.  
3000 ft above airport elevation at 15 nm from touchdown (to account for deceleration and slats/flaps extension).

Descent and Approach Profile Management
Page 2

Descent Profile Adjustment/Recovery:
If flight path is significantly above the desired descent profile (e.g. because of an ATC constraint or a higher-than-anticipated tail wind), to recover the desired flight path:
.  
Revert from FMS vertical navigation to a selected vertical mode, with an appropriate speed target;

.  
Maintain a high airspeed as long as practical;

.  
Extend speed brakes (as allowed by SOPs depending on airspeed and configuration, keeping one hand on the speed brakes handle until speed brakes are retracted); or,

.  
Extend landing gear, if the use of speed brakes is not sufficient; or,

.  
As a last resort, perform a 360-degree turn (as practical and cleared by ATC).

Maintain close reference to instruments throughout the turn to monitor and control the rate of descent, bank angle and position, to prevent:
°. loss of control;
°. CFIT; or,
°. overshoot of the localizer and/or of the extended runway centerline.

If the desired descent flight path cannot be recovered, notify ATC for timely coordination.
Refer to Briefing Note 4.2 -Energy Management during Approach for additional information.
Adverse Factors and Typical Errors
The following factors and working errors often are observed during transition and line training:
.  
Late and therefore rushed descent and approach preparation and briefing, resulting in the omission of important items;

.  
Failure to cross-check FMS data entries;

.  
Failure to account for differences between expected routing and actual routing (i.e., STAR versus radar vectors);
　
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