.
Management of any warning or other unexpected occurrences.
If a warning is activated or if any other abnormal condition occurs during the go-around, the PF must concentrate his/her attention on flying the aircraft (i.e., vertical flight path and lateral flight path).
The manual go-around technique must:
.
Minimize the initial altitude loss;
.
Prevent an excessive pitch attitude by :
-following FD pitch commands (SRS orders), not exceeding 18-degrees pitch attitude ;
-considering a 25-degree pitch attitude as an ultimate barrier from which the pilot should return immediately.
Associated Briefing Notes
The following Briefing Notes should be reviewed to further expand the above inform ation:
.
1.3 - Operations Golden Rules,
.
1.4 - Standard Calls,
.
4.1 – Descent and Approach Management,
.
4.2 – Energy Management during Approach,
.
6.1 - Being Prepared for Go-around,
.
7.1 - Flying Stabilized Approaches.
Flying a Manual Go-around
Page 4
AIRBUS INDUSTRIE Getting to Grips with Flight Operations Support Approach-and-Landing Accidents Reduction
Regulatory References
.
ICAO – Annex 6 – Operation of Aircraft, Part I – International Commercial Air transport – Aeroplanes, Appendix 2, 5.14, 5.16, 5.18, 5.21 and 5.22.
.
ICAO – Preparations of an Operations Manual (Doc 9376).
Figure 1
Excessive Deviation Callouts in Go-around
Flying a Manual Go-around
Page 5
Introduction
A typical awareness and training program for the reduction of approach-and-landing accidents involving controlled-flight-into-terrain (CFIT) should include the following:
.
Educate flight crews on the factors that may cause CFIT;
.
Ensure that horizontal situational awareness and vertical situational awareness is maintained at all times (SOPs);
.
Ensure that flight crews attain proficiency in the execution of the approach procedures and techniques recommended for their aircraft type;
.
Provide pilots with an adequate understanding of the capability and limitations of the GPWS and EGPWS / TAWS installed on their aircraft; and,
.
Ensure that pilots are proficient in performing the terrain avoidance maneuver required in response to a GPWS or EGPWS / TAWS warning (Figure 3 and Figure 4 and applicable FCOM / QRH).
Statistical Data
CFIT events account for approximately 45 % of all approach-and-landing accidents and are the leading cause of fatalities.
Figure 1 shows that 70 % of CFIT events could have been avoided by:
.
Installation of a GPWS; or,
.
An immediate and adequate response to the GPWS warning.
% of Events
GPWS installed: - late crew response; or, - inadequate crew response 40 %
GPWS installed: - no warning 30 %
GPWS not installed 30 %
Table 1
GPWS Factors in CFIT Events
( Circa 1996 )
Training Program Outline
The transition training and recurrent training should emphasized the following, during descent and approach:
.
Strict adherence to SOPs (e.g., standard calls) to re-inforce the horizontal situational awareness and vertical situational awareness;
.
Optimum use of automated systems and cockpit displays.
The CFIT prevention-training program recommended hereafter further supports these objectives.
This program is designed to be integrated into the standard transition-training course and/or recurrent-training course developed by Airbus Industrie or developed by the airline’s training department.
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