Getting to Grips with Approach-and-Landing Accidents Reducti(152)

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To ensure an adequate energy margin, a minimum ground speed should be maintained at all times.
This minimum-ground-speed technique (known as GS mini) is implemented as follows:
.  
Conventional aircraft models:

.  By adjusting manually the thrust to maintain the GS not below V APP – 10 kt;

.  
Fly-by-wire aircraft models:

.  By selecting managed speed.

When and How To Combine Speed Increments and Corrections ?
The different speed corrections are added or not in order to equally distribute the safety margins related to the following objectives:
.  
Stall margin;

.  
Controllability / maneuverability; and,

.  
Landing distance.

In case of system malfunction(s) resulting in a configuration correction (CONF CORR) on V REF, the final approach speed becomes equal to:
V REF + CONF CORR + WIND CORR

The WIND CORR is limited to 15 kt.
The CONF CORR is determined by referring to the FCOM or QRH.
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction

The CONF CORR and WIND CORR are combined according to the following rules (or as directed by FCOM and QRH):
.  
If the CONF CORR is equal to or greater than 20 kt, no WIND CORR is applied;

.  
If the CONF CORR is lower than 20 kt, then the CONF CORR + WIND CORR is limited to 20 kt.

The 5-kt speed correction for the use of autothrottle/autothrust and the 5-kt or 10-kt speed correction for ice accretion (as applicable) may be disregarded if the other speed corrections exceed 5 kt.
The above strategies allow distributing and balancing the safety margins between the landing speed and the landing distance.
Note :
Speed configuration corrections for autoland are not discussed in this Briefing Note because in case of system malfunction requiring a CONF CORR, autoland usually is not permitted.
Summary of key points
The data and rules provided in the FCOM and QRH allow achieving a balanced distribution of safety margins between:
.  
The computed final approach speed; and,

.  
The resulting landing distance.

The applicable FCOM and QRH provide speed increments, speed corrections and rules for each individual aircraft model.
The Final Approach Speed
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