(redirected from Vertical Descent Angle)
VDAVerband Der Automobilindustrie E.V. (German Automobile Industry Association)
VDAVilniaus Dailes Akademija (Lithuanian: Vilnius Academy of Fine Arts)
VDAVendor Driven Architecture
VDAVascular Disrupting Agent (oncology drug)
VDAVerband Der Automobilindustrie
VDAVideo Display Adapter
VDAVirtual Destination Application
VDAOvda, Israel (Airport Code)
VDAVirginia Department for the Aging
VDAVirtual Desktop Access (Windows)
VDAVariational Data Assimilation (meteorology)
VDAVoluntary Disclosure Agreement (taxes)
VDAVirginia Dental Association
VDAVisual Data Analysis
VDAVapor Diffusion Apparatus (US NASA)
VDAValve Driver Assembly (US NASA)
VDAVirginia Department of Agriculture
VDAVapor Deposited Aluminum
VDAViewer Discretion Advised
VDAVampire Dark Ages (roleplaying game)
VDAVacuum Deposited Aluminum
VDAVertical Descent Angle
VDAVampire/Donor Alliance
VDAVisual Discriminatory Acuity
VDAVertical Danger Angle
VDAVice-Dean / Academic
VDAVariable Depth Array
VDAVehicle Diagnostic Agent
VDAViewdata Corporation
References in periodicals archive ?
While this is primarily found in larger aircraft, if you have ever flown a non-precision RNAV (GPS) approach to LNAV minimums with advisory vertical guidance (LNAV+V) in a light aircraft, you are relying on data generated from the vertical descent angle.
According to the SAIB referenced in the sidebar on the opposite page, "The published vertical descent angle and navigation equipment-generated advisory vertical guidance offers no guarantee of meeting altitude constraints.
Until the avionics manufacturers can revise and distribute new operating system software, the FAA's SAIB strongly suggests "operators and pilots carefully review departure, destination and alternate airport IAPs during pre-flight" and, for IAPs lacking a vertical descent angle as charted above, using another IAP "not affected by this airworthiness concern.
With all the talk of continuous descent non-precision approach techniques and vertical descent angles, you might think there's no place for dive-n-drive.
Advisory glidepath guidance can be generated by some avionics systems based on the vertical descent angle (VDA) published for the procedure, which is the angle between the final approach fix at its crossing altitude and the runway at its threshold crossing height.
The first step taken by the FAA to mitigate the risk of following an advisory glidepath into an area with particularly hazardous visual area obstacles along the vertical descent angle was to simply remove the vertical descent angle.
The presence of vertical descent angles had previously been considered an unambiguous safety benefit, and tightly integrated into procedure coding and publication.
This has led to a lot of confusion as is well documented in Lee Smith's excellent articles on vertical descent angles in March and June.
As a result of an NTSB recommendation following the controlled flight into terrain of American 1572 on approach into Windsor Locks, Connecticut, (BDL) in 1995, the FAA began to add vertical descent angle information to instrument approaches in 1998 in order to encourage stabilized approaches.
On this approach, a typical GPS would give the pilot an LNAV+V indication, for which a computed glidepath based on the published vertical descent angle is provided for advisory purposes.
Full browser ?