In case of go-around, the initial altitude loss and the time required for recovering the initial altitude are increased if airspeed is lower than the final approach speed and/or if thrust is not stabilized or set at idle.
Altitude Loss in Go-around
( Landing Configuration )
V APP / Stabilized thrust
30
20
Table 1
Thrust Required during GA Initiation
Table 1 and Figure 5illustrate the importance of being stabilized on speed and on thrust when
initiating a go-around.
Altitude Loss
( in feet from go-around initiation )
10 0 -10
-20 -30 -40 -50
Figure 5 Effect of Initial Speed and Thrust on Altitude Loss during Go-around
(Typical)
Energy Management during Approach
Page 6
AIRBUS INDUSTRIE
Flight Operations Support
Summary of Key Points
A deceleration below the final approach speed should be accepted only in the following cases:
.
GPWS terrain avoidance maneuver;
.
Collision avoidance maneuver; and,
.
Windshear procedure.
Nevertheless, in all three cases, the thrust levers must be advanced to the maximum thrust (i.e., go-around thrust) while initiating the maneuver.
Associated Briefing Notes
The following Briefing Notes should be reviewed along with the above information for a complete overview of the approach management:
.
6.1 - Being Prepared for Go-around,
.
7.1 - Flying Stabilized Approaches,
.
7.2 - Flying Constant-angle Non-precision Approaches,
.
8.2 – The Final Approach Speed.
Regulatory References
.
ICAO – Annex 6 – Operation 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.
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
Energy Management during Approach
Page 7
AIRBUS INDUSTRIE Getting to Grips with
Flight Operations Support Approach-and-Landing Accidents Reduction
Introduction
Factors that may contribute to approach-and-landing accidents include flight over hilly terrain, reduced visibility, visual illusions, adverse winds, contaminated runways and/or limited approach aids.
Flight crews should be aware of the compounding nature of these hazards during approach and landing.
Statistical data
Approach-and-landing is the most hazardous phase of any flight, as illustrated by the following data:
.
Over the past 40 years, approach-and-landing accidents accounted for 55 % of total hull losses.
This statistic does not show a downward trend.
.
The flight segment from the outer marker to the runway threshold averages only 4 % of flight time, but accounts for 45 % of hull losses.
Table 1, Table 2 and Table 3 illustrate the respective contributions of the factors involved in:
.
All approach-and-landing accidents;
.
CFIT events; and,
.
Runway excursions and overruns.
(Source: Flight Safety Foundation – ALAR Task Force)
% of Events
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