. 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 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, if necessary, from FMS vertical navigation to a selected vertical mode, with an appropriate speed target;

. Maintain a high airspeed as long as practical and possible (e.g., in accordance with ATC speed constraint);

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

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

. Notify ATC, for timely coordination, that the aircraft is unable to recover the desired flight path, as soon as it is ascertained;

. As a last resort, perform a 360-degree descending 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.

Refer to the Flight Operations Briefing Note Aircraft Energy Management during Approach for additional information. Concept of Next Target and Decision Gates
Throughout the entire flight a next target should be defined, in order to stay ahead of the aircraft at all times.
The next target should be any required combination of one or more of the following elements:

. A position;

. An altitude;

. A configuration;

. A speed;

. A vertical speed (as applicable); and,

. A power setting (e.g. thrust is stabilized, usually above idle, to maintain the target approach speed along the desired final approach path).
　
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