– 2200 ft/mn, flight path angle up to 15 % gradient / 9-degree slope);
Steep approaches appear to be twice as frequent as shallow approaches;
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Shallow approach (i.e., below desired glide path);
.
Low airspeed maneuvering (i.e., inadequate energy management);
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Excessive bank angle when capturing the final approach course (up to 40-degree);
.
Activation of a GPWS warning:
- Mode 1 : SINK RATE;
- Mode 2A : TERRAIN (not full flaps);
- Mode 2B : TERRAIN (full flaps).
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Late extension of flaps or flaps load relief system activation (as applicable), resulting in the late effective extension of flaps;
.
Flight-parameter excessive deviation when crossing the stabilization height:
- Excessive airspeed (up to V REF + 70 kt);
-Not aligned (up to 20-degree heading difference);
- Excessive bank angle (up to 40 -degrees);
-Excessive vertical speed
(up to – 2000 ft/mn);
-Excessive glide slope deviation (up to 2 dots);
. Excessive bank angle, excessive sink rate or excessive maneuvering while performing a side-step;
Flying Stabilized Approaches
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AIRBUS INDUSTRIE
Flight Operations Support
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Speedbrakes being still extended when in short final (i.e., below 1000 ft above airfield elevation);
.
Excessive flight-parameter deviation(s) down to runway threshold;
.
High runway-threshold crossing (up to 220 ft);
.
Long flare and extended touchdown.
Company’s Prevention Strategies and Personal Lines-of-defense
Company’s prevention strategies and personal lines-of-defense to reduce the number of unstabilized approaches should:
.
Identify and minimize the factors involved;
.
Provide recommendations for the early detection and correction of unstabilized approaches.
The following four-step strategy is proposed:
.
Anticipate;
.
Detect;
.
Correct; and,
.
Decide.
Anticipate:
Some factors likely to result in a rushed and unstabilized approach can be anticipated.
Whenever practical, flight crews and controllers should avoid situations that may result in rushed approaches.
The descent-and-approach briefing provides an opportunity to identify and discuss factors such as :
. Non-standard altitude or speed restrictions requiring a careful energy management :
An agreed strategy should be defined for the management of the descent, deceleration and stabilisation (i.e., following the concepts of next targets and approach gate);
This strategy will constitute a common objective and reference for the PF and PNF.
Getting to Grips withApproach-and-Landing Accidents Reduction
Detect:
Defined excessive-parameter-deviation criteria and a defined stabilization height provide the PF and PNF with a common reference for effective:
.
Monitoring (i.e., early detection of deviations); and,
.
Back-up (i.e., timely and precise deviation callouts for effective corrections).
To provide the time availability and attention required for an effective monitoring and back-up, the following should be avoided:
.
Late briefings;
.
Unnecessary radio calls (e.g., company calls);
.
Unnecessary actions (e.g., use of ACARS); and,
.
Non-pertinent intra-cockpit conversations (i.e., breaking the sterile-cockpit rule).
Reducing the workload and cockpit distractions and/or interruptions also provides the flight crew with more alertness and availability to:
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