Recommendations:
.
Operators should define the parameters of a stabilized approach in their flight operations manuals (policy manual) and/or in their aircraft operating manual (AOM), including at least the following elements:
. Intended flight path;
. Speed;
. Power setting;
. Attitude;
. Sink rate;
. Configuration; and,
. Crew readiness.
.
All flights should be stabilized by 1000-ft (300m) height above airfield elevation in instrument meteorological conditions (IMC) and by 500-ft (150m) above airfield elevation in visual meteorological conditions (VMC).
.
The approach should be considered stabilized only if: . The aircraft is on the correct flight path; . Only small changes in heading and pitch are required to maintain that path; . The airspeed is:
°. not more than V APP + 10 kt IAS; and, °. not less than V APP – 5 kt;
Note :
The above recommendation has been adapted to reflect the Airbus V APP concept.
. The aircraft is in the proper landing configuration;
. The sink rate is not greater than 1 000 ft/mn;
If an approach requires a sink rate greater than 1 000 ft/mn, a special briefing is required;
Flight Safety Foundation ALAR Task Force – Conclusions and Recommendations
Page 3
. The power setting is appropriate for the configuration and not below the minimum power for approach, as defined in the aircraft operating manual, as applicable; and,
. All briefings and checklists have been performed; and,
. In addition, LOC-only and ILS approaches are considered stabilized if they also fulfill the following:
. LOC-only approaches must be flown within one dot of the localizer;
. CAT I ILS approaches must be flown within one dot of the glide slope (GS) and localizer (LOC); and,
. CAT II or CAT III ILS approaches must be flown within the glide slope and localizer excessive deviation warnings;
Note :
The above recommendation has been adapted
to reflect the Airbus LOC and GS excessive
deviation warnings.
.
During visual approaches, wings must be level on final when the aircraft reaches 500 ft above airfield elevation;
.
During circling approaches, wings must be level on final when the aircraft reaches 300 ft airfield elevation;
.
Unique approaches may require a special briefing;
.
Company policy (policy manual or SOPs) should state that a go-around is required if the aircraft becomes unstabilized during the approach;
.
The implementation of certified constant-angle procedures for non-precision approaches should be expedited globally;
.
Flight crews should be trained on the proper use of constant-angle, stabilized approach procedures;
.
Flight crews should be educated on the approach design-criteria and minimum obstacle-clearance requirements (i.e., for each segment of the approach); and,
.
Flightcrews should “take time to make time” whenever cockpit situation becomes confusing or ambiguous.
Pilot / Controller Communications:
Conclusions:
Improving communication and mutual understanding between air traffic control services and flight crews of each other’s operational environment will improve approach and landing safety.
Incorrect or inadequate:
.
ATC instructions;
.
Weather or traffic information; and/or,
.
Advice/service in case of emergency,
are causal factors in more than 30 % of approach-and-landing accidents.
Approximately 70 % of altitude deviations are the result of a breakdown in the controller / pilot communication loop.
Recommendations:
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本文链接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(19)
