Getting to Grips with Approach-and-Landing Accidents Reducti(145)

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Crew-induced or ATC-induced circumstances resulting in insufficient time or distance to plan and execute the approach;

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Excessive altitude or airspeed (i.e., inadequate energy management) early in the approach;

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Too short downwind leg (circuit pattern), too short outbound leg (teardrop pattern) or too close interception (direct base leg interception);

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Lack of awareness of tail wind and/or crosswind component or failure to account for prevailing wind component;

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Incorrect anticipation of aircraft deceleration characteristics in level flight or on a 3-degree glide path;

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Failure to recognize deviations or to remember the excessive-parameter-deviation criteria;

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Belief that the aircraft will be stabilized at the stabilization height or shortly thereafter;

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PNF excessive confidence in the PF in achieving a timely stabilization or reluctance to challenge the PF;

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PF and PNF excessive reliance on each other to call excessive deviations or to call for a go-around;

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Visual illusions (e.g., black hole, runway slope, off-airport light patterns such as brightly lighted parking lots or streets);

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Inadvertent (unconscious) modification of the aircraft trajectory to maintain a constant perception of visual references; and,

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Loss of ground, airport or runway vi sual references, with both PF and PNF looking outside to reacquire visual references.

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Steep approach (i.e., high and fast, with excessive rate of descent);

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Shallow approach (i.e., below desired glide path);

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GPWS activation :

- Mode 1 : SINK RATE;
- Mode 2A : TERRAIN (less than full flaps);
- Mode 2B : TERRAIN (full flaps);
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Final-approach-course interception too close to the runway threshold because of an insufficient outbound teardrop leg or downwind leg;

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Laterally unstable final approach due to lack of crosswind awareness and correction;

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Excessive bank angle and maneuvering to capture the extended runway centerline (overshoot) or to perform a side-step maneuver;

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Unstabilized approach with late or no go-around decision; and,

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Inadvertently descending below (“ducking-under”) the 3-degree glide path.

Summary of Key Points
The following key points should be discussed during flight crews training for enhancing safe visual approaches:
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Assessing the company or personal exposure (i.e., operating environment);

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Developing company prevention strategies and personal lines-of-defense;

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Weighing the time saved against the possible risk;

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Awareness of and accounting for all weather factors;

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Awareness of surrounding terrain and obstacles;

Flying Visual Approaches
Page 4

AIRBUS INDUSTRIE Getting to Grips with
 Flight Operations Support                Approach-and-Landing Accidents Reduction

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Awareness of airport environment, airport and runway hazards (i.e., black hole effect);

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Use of a published visual approach chart or visual circuit pattern;

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Tuning and monitoring all available navaids;

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Optimum use of automation with timely reversion to hand flying;

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Adherence to defined PF/PNF task sharing:

-PF should fly and look outside (i.e., being head up), while,
- PNF should monitor instruments (i.e., being head down);
　
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