.
Distraction leading to or resulting from a two-heads-down situation;
.
Failure to resolve ambiguities, doubts or disagreements;
.
Failure to effectively monitor the descent progress using all available instrument references (e.g., failure to monitor wind conditions and/or wind changes); and/or,
.
Use of inappropriate technique to recover the descent profile.
Summary of Key Points
The following key points should be emphasized during transition training and line training as well as during line checks and line audits:
.
Timeliness of descent and approach preparation;
.
Strict adherence to SOPs for FMS setup;
.
Cross-check of all data entries by both crewmembers;
.
Use of PFD, ND and FMS CDU to support and illustrate the descent, approach and go-around briefings;
.
Confirmation of FMS navigation accuracy, before deciding the use of automation (i.e., use of FMS modes or selected modes) for the descent and approach;
.
Review of terrain information and other approach hazards; and,
.
Guidelines for descent planning, monitoring and adjustment.
Descent and Approach Profile Management
Page 3
Associated Briefing Notes
The following Briefing Notes may be referred to for a complete overview of the procedures, operational recommendations and techniques involved in the conduct of the descent and approach:
.
1.1 - Standard Operating Procedures,
.
1.3 - Operations Golden Rules,
.
4.2 - Energy Management during Approach,
.
5.2 - Terrain Awareness,
.
6.1 - Being Prepared for Go-around,
.
7.1 - Flying Stabilized Approaches.
Regulatory References
.
ICAO – Annex 6 – Operation of Aircraft, Part I – International Commercial Air Transport – Aeroplanes, Appendix 2 – Contents of Operations Manuals, 5.18, 5.19.
.
ICAO – Procedures for Air navigation Services – Aircraft Operations (PANS-OPS, Doc 8168), Volume I – Flight procedures.
.
FAA AC 120-71 – Standard Operating Procedures for Flightdeck Crew Members.
.
JAR-OPS 1.1045 and associated Appendix A,
2.1 – Operations Manuals – structure and contents.
Descent and Approach Profile Management
Page 4
AIRBUS INDUSTRIE Getting to Grips with
Flight Operations Support Approach-and-Landing Accidents Reduction
Introduction
Inability to assess or manage the aircraft energy level during the approach often is cited as a causal factor in unstabilized approaches.
Either a deficit of energy (being low and/or slow) or an excess of energy (being high and/or fast) may result in approach-and-landing accidents, such as:
.
Loss of control;
.
Landing short;
.
Hard landing;
.
Tail strike;
.
Runway excursion; and/or,
.
Runway overrun.
This Briefing Note provides background information and operational guidelines for a better understanding:
.
Energy management during intermediate approach:
- How fast can you fly down to the FAF or outer marker ?
.
Energy management during final approach:
-Hazards associated with flying on the backside of the power curve (as defined by Figure 2).
Refer also to Briefing Note 7.2 – The Final Approach Speed.
Statistical Data
Approximately 70 % of rushed and unstable approaches involve an incorrect management of the aircraft energy level, resulting in an excess or deficit of energy, as follows:
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