Getting to Grips with Approach-and-Landing Accidents Reducti(131)

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equipment, the most appropriate level of automation 
and visual cues should be used to achieve and 
monitor the stabilization of the aircraft. 
When breaking-out of the cloud overcast and 
transitioning to visual references, the pilot’s 
perception of the runway and outside environment 
should be kept constant by maintaining the: 
. Drift correction, to continue tracking 
the runway centerline, resisting the tendency to 
prematurely align the aircraft with the runway 
centerline; 
. Aiming point (i.e., the touchdown zone), 
to remain on the correct flight path until flare 
height, resisting the tendency to move the aiming 
point closer and, thus, descend below the 
desired glide path (i.e., “duck-under”); and, 
. Final approach speed and ground speed, to 
maintain the energy level. 
Associated Briefing Notes 
The following Briefing Notes can be reviewed in 
association with the above information: 
. 4.1 - Descent and Approach Profile
 Management, 
. 4.2 - Energy Management during
 Approach, 
. 6.1 - Being Prepared to Go-around, 
. 7.2 - Flying Constant-angle Non-precision
 Approaches, 
. 8.2 - The Final Approach Speed, 

Flying Stabilized Approaches
Page 8

AIRBUS INDUSTRIE
 Flight Operations Support

Regulatory references
.  
ICAO – Annex 6 – Operations of Aircraft, Part I – International Commercial Air transport – Aeroplanes, Appendix 2, 5.18, 5.19.

.  
ICAO – Procedures for Air navigation services – Aircraft Operations (PANS -OPS, Doc 8168), Volume I – Flight Procedures (particularly, Part IX

- Chapter 1 - Stabilized Approach – Parameters, Elements of a Stabilized Approach and Go-around Policy).

.  
ICAO – Preparation of an Operations Manual (Doc 9376).

.  
FAA Document 8430.6A – Air Carrier Operation Inspector Handbook – Chapter 7 – paragraph 951.d.(4).(f): procedures for altitude and vertical speed monitoring.

.  
FAA Document 8400.10, stating that a sink rate of greater than approximately 1000 ft/mn is unacceptable below 1000 ft above airfield elevation.

Other References
.  U.S. National Transportation Safety Board (NTSB) – Report NTSB-AAS-76-5 –.Special Study: Flight Crew Coordination Procedure in Air Carrier Instrument Landing System Approach Accidents.
Getting to Grips withApproach-and-Landing Accidents Reduction

Flying Stabilized Approaches
Page 9

Introduction
Planning and conducting a non-precision approach (NPA) is certainly the most challenging and demanding part of a flight, this includes:
.  
Decision making on strategies and options;

.  
Effective task-sharing;

.  
Crew coordination (monitoring and callouts); and,

.  
CFIT awareness (response to GPWS or EGPWS / TAWS warning).

Various types of NPAs (also called non-ILS approaches) share common features but also involve specific techniques, depending on the navaid being used or on the strategy being adopted for:

.  
Lateral and vertical guidance;

.  
Descending from the final approach fix (FAF) down to the minimum descent altitude(height) MDA(H); and,

.  
Making the decision before or when reaching the MDA(H).

This Briefing Note describes the features common to all types of non-precision approaches and the specific features of each individual type of approach.
This Briefing Note highlights the technique of constant-angle (constant-slope) non-precision approach, as opposed to the traditional step-down technique.
　
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