.
Comply with an unanticipated ATC request (e.g., runway change or visual approach);
.
Adapt to changing weather conditions or approach hazards; and,
.
Manage a system malfunction (e.g., flaps jamming or gear failing to extend or downlock).
Correct:
Positive corrective actions should be taken before deviations develop into a challenging or a hazardous situation in which the only safe action is a go-around.
Corrective actions may include:
.
The timely use of speed brakes or the early extension of landing gear to correct an excessive altitude or an excessive airspeed;
.
Extending the outbound leg or downwind leg.
Flying Stabilized Approaches
Page 6
AIRBUS INDUSTRIE
Flight Operations Support
Decide:
An immediate go-around must be performed if:
.
The approach is not stabilized when reaching the minimum stabilization height; or,
.
Any flight parameter exceeds the related excessive-deviation criteria (other than transiently) when below the minimum stabilization height.
The following behaviors often are involved in the continuation of an unstabilized approach:
.
Confidence in a quick recovery (i.e., postponing the go-around decision when parameters are converging toward target values);
.
Overconfidence because of a long and dry runway and/or a low gross-weight, although airspeed and/or vertical speed are excessive;
.
Inadequate readiness or lack of commitment to conduct a go-around;
A change of mindset should take place from:
- “We will land unless …”; to,
-“Let’s be prepared for a go-around and we will land if the approach is stabilized and if we have sufficient visual references to make a safe approach and landing”.
.
Go-around envisaged but not initiated because the approach was considered being compatible with a safe landing; and,
.
Absence of decision due to fatigue or workload (i.e., failure to remember the applicable excessive deviation criteria).
Getting to Grips withApproach-and-Landing Accidents Reduction
Next Target and Approach Gate
Throughout the entire flight a next target should be defined to stay ahead of the aircraft at all times.
The defined next target should be any required combination of:
.
A position;
.
An altitude;
.
A configuration;
.
A speed;
.
A vertical speed or flight path angle; and,
.
A power setting.
During the approach and landing, the successive next targets should be achieved for the approach to be continued.
If the crew anticipates that one of the elements of the next target will not be achieved, the required corrective action(s) should be taken without delay.
The minimum stabilization height constitutes a particular gate along the final approach; a go-around must be initiated if:
.
The required configuration and speed is not obtained or the flight path is not stabilized when reaching the stabilization height;
or,
.
The aircraft becomes unstabilized below the stabilization height.
Flying Stabilized Approaches
Page 7
AIRBUS INDUSTRIE Getting to Grips with
Flight Operations Support Approach-and-Landing Accidents Reduction
Summary of Key Points . 8.3 - Factors Affecting Landing
Distances.
Three essential parameters need to be stabilized for
a safe approach:
. Aircraft track;
. Flight path angle; and,
. Airspeed.
Depending on the type of approach and aircraft
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