Fill in the blanks. A. stabilised approach B. pitch C. threshold D. final approach E. step down fixes F. visual reference G. missed approach point H. fuel efficiency I. extended level flight J. descend to K. noise level L. situational awareness M. MDA N. Unstabilized approaches O. visual flight P. obstacle clearance Q. pilot workload R. flare S. vertical guidance T. level-off Controlled flight into terrain ( CFIT ) is a primary cause of worldwide commercial aviation fatal accidents . 1 are a key contributor to CFIT events. If the NPA is flown in the traditional fashion, 2 will require multiple thrust, 3 , and altitude adjustments inside the final approach fix (FAF) . These adjustments increase both the 4 and the potential for error during a critical phase of flight. NPAs designed without step down fixes in the final segment allow pilots to immediately 5 the MDA after crossing the FAF. In both cases however, the aircraft must remain at the 6 until commencing final descent for the runway or reaching the 7 . This practice can result in 8 at altitudes as low as 250 feet above the ground in instrument meteorological conditions (IMC) and shallow or steep final approaches once the runway is in sight. The overall result is that a traditionally flown NPA makes it very difficult to achieve a 9 and smooth transition to 10 . Additionally, landing attempted at or near the missed approach point due to late runway acquisition could be extremely dangerous due to the excessively steep approach angle. CDFA is a technique, consistent with stabilized approach procedures, for flying the 11 segment of a non-precision approach (NPA) procedure as a constant descent, without 12 , from an altitude at or above the final approach fix altitude to a point approximately 15 m (50 ft) height above the landing runway 13 or the point where the 14 manoeuvre should begin for the type of aircraft flown. [International Civil Aviation Organization (ICAO) Doc 8168, Vol I, Part I, Amdt. 3,] CDFA offers the following advantages: 1. Increased safety by employing the concepts of stabilised approach criteria and procedure standardisation. 2. Improved pilot 15 and reduced pilot workload . 3. Improved 16 by minimizing the low-altitude level flight time. 4. Reduced 17 by minimising the level flight time at high thrust settings. 5. Procedural similarities to approach procedure with 18 (APV) and precision approach operations. 6. Reduced probability of infringement on required 19 during the final approach segment. 7. When flying at the published descent gradient or glide angle, the aircraft attitude makes it easier for the pilot to obtain the required 20 .