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Descent Initiation
If descent initiation is delayed by ATC, reduce speed as appropriate to minimize  the impact on the descent profile (i.e. to be in a better position to recapture  the nominal descent profile).
Navigation Accuracy Check
If FMS navigation accuracy does not meet the applicable criteria for terminal area navigation or approach, no descent should be made below the MEA or below the sector MSA without prior confirmation of the aircraft position, using navaids raw-data.  Then, the descent will be continued using raw-data as aircraft position reference  (e.g. navaids, DME, …).
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 of thumb, the FL should be understood as the FL difference (Δ FL) between the current aircraft FL and the airfield FL.
Below 10 000 ft, flying at 250 kt IAS, the following rules of thumb may be used to confirm the descent profile and ensure a smooth transition between the various phases of the approach:
　
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