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WARNING:  Obstacle clearance protection is not provided when the aircraft is below MDA.  Operation of the aircraft below DDA prior to reaching the Visual Descent Point (VDP), if present, or before intercepting the normal 2-1/2 to 3 degree glideslope is prohibited unless dictated by operational requirements.
If adequate visual reference (see DA(H)/DDA this section) is attained at or prior to the DDA, the PF may continue the approach.  Adjust descent rate as required to maintain a normal glidepath to the runway.  If a VASI is visible, adjust descent rate to intercept the VASI descent path.  Ensure autopilot is disconnected after passing DDA.  (No lower than 50’ below MDA.)
Monitored Non-Precision Approach Procedures
Crew Actions / Callouts
Non-Precision Monitored Approach 
Condition / Location  ACTION / CALLOUT 
Captain  First Officer 
FAF to DDA  Monitor and advise F/O on aircraft altitude and position in relation to: Stepdown fixes, crossing restrictions, VDP & DDA. Monitor aircraft position relative to final approach course, advise F/O of any deviations. Make standard altitude callouts.  Adjust aircraft track as required to maintain centerline of final approach course. Adjust vertical speed as necessary to: Meet stepdown fixes, crossing restrictions, and arrive at VDP at DDA. 
100’ above DDA  “Approaching minimums, I’m going heads up.”  Is prepared to accomplish missed approach at DDA. 
At DDA  Monitor F/O missed  “Minimums, going 
(Baro Altimeter)  approach.  around” accomplish 
If Captain has not  missed approach. No 
taken control of the  turns until reaching 
aircraft.  MAP. 
At or prior to DDA  “I have the aircraft.”  Relinquish control of 
If adequate visual  Assume control of the  aircraft to Captain. 
reference is acquired  aircraft. Autopilot and 
and aircraft is in a  autothrottles should be  Monitor instruments and 
position to make a  left on if operational.  flight path. 
safe landing.  Adjust descent rate as required to maintain a normal glidepath to the runway.  Make standard altitude callouts. 
Passing DDA  Disconnect the autopilot. Autothrottles as desired.  “Minimums” 
DDA to Touchdown  Maintain normal glidepath and track to runway or go around.  Make standard altitude callouts. 

Visual Descent Point
A Visual Descent Point (VDP) is a point prior to the MAP from which a normal descent (approximately 3. slope) can be made from DDA to the touchdown zone. This is about 300 feet of altitude loss for every mile traveled. VDP should be calculated prior to all non-precision approaches.
The altitude to use for VDP calculation is always the DDA HAT. Determine this by adding 50 feet to the published MDA HAT.
VDP calculation when DME is available: 1) Multiply .3 times the hundreds of feet of altitude in the DDA HAT. This figure is the distance in NM from the VDP to the threshold. 2) Determine the DME indication for the threshold of the runway. (Sometimes, but not always, the MAP.) 3) Add or subtract the distance from step 1) to the DME indication from step 2). The result is the DME indication for the VDP.
VDP calculation when DME is not available: 1) Determine 10% of the DDA HAT. This figure is the time in seconds from the VDP to the threshold.
2)  Calculate the time to the MAP. At the expiration of MAP timing the aircraft would be over the threshold of the runway. (If the MAP point is not at the threshold, adjust the timing accordingly based on 25 seconds/NM.)
3)  Subtract the step 1) time from the step 2) time. The result is the time from the FAF to the VDP.
Localizer Only, VOR or NDB
These approaches are basically the same, varying only with the type of navigation aid utilized for course guidance. The flight guidance system should be used in VOR/LOC or HDG SEL mode.
Back Course
When flying a back course approach, the published inbound ILS course is set in the course window. The localizer is extremely sensitive due to the close proximity of the localizer transmitter. Course corrections must be small. The flight guidance system may be used in HDG SEL mode only.
Airport Surveillance Radar
On an ASR approach, a controller provides guidance in azimuth only.  The pilot will be advised when to commence descent to the MDA. If requested by the pilot, recommended altitudes will be given at each mile.
Procedure Turn with No Depicted FAF
The Final Approach Point (FAP) is the point where the aircraft is established inbound on the final approach course from the procedure turn. The FAP serves as the FAF and identifies where the final approach descent may be commenced. The following guidelines should be used when flying a non-precision approach with no depicted FAF.
　
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