Decision-making and Countermeasures
A company awareness program on approach-and-landing hazards should stress the following elements of effective crew coordination and decision-making:
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Comply with standard operating procedures (SOPs), published limitations, specific operational recommendations and flying techniques;
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Adjust and use the approach and go-around briefings to heighten the flight crew awareness of the specific hazards of the approach; and,
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Anticipate and be prepared for the worst case (i.e., “expecting the unexpected” by adopting a “What if ?” attitude);
Prepare options to counter approach-and-landing hazards, for example:
. Request a precision approach into the wind, whenever available;
. Define next targets and an approach gate that must be met for the approach to be continued;
. Wait for better conditions (fuel permitting); or,
. Divert to an airport with better weather conditions, wind conditions and/or runway conditions.
Approach Hazards Awareness – General
Page 4
Associated Briefing Notes
Dedicated Briefing Notes provide specific and expanded information on the following approach hazards:
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5.2 - Terrain Awareness,
.
5.3 - Visual Illusions Awareness,
.
5.4 - Windshear Awareness,
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6.1 - Being Prepared to Go-around,
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6.3 - Terrain Avoidance (Pullup) Maneuver.
Associated Documents
The following documents published by the Flight Safety Foundation should be considered also when developing a company awareness program on approach-and-landing hazards:
.
Approach and Landing Risk Awareness Tool/Checklist; and,
.
Approach and Landing Risk Reduction Planning Guide.
Approach Hazards Awareness – General
Page 5
Introduction
Terrain awareness is defined as the combined awareness and knowledge of:
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Aircraft position;
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Aircraft altitude;
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Applicable minimum safe altitude (MSA);
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Terrain location and features; and,
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Other hazards.
When and how to build and maintain terrain awareness ?
This Briefing Note provides a set of operational recommendations and training guidelines to establish and maintain the desired level of terrain awareness.
Statistical data
CFIT events account for approximately 45 % of approach-and-landing accidents but are the leading cause of fatalities.
The absence of acquisition or the loss of visual references is the most common causal factor in CFIT accidents occurring during approach-and-landing; this includes:
.
Descending below the MDA(H) or DA(H) without adequate visual references or with incorrect visual references (e.g., a lighted area in the airport vicinity, a taxiway or an other runway); or,
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Continuing the approach after the loss of visual references (e.g., visual references lost because of a fast moving rainshower or fog patch).
% of Events
Low visibility 71 %
Hilly or mountainous terrain 67 %
Non-precision approach 57 %
Areas of flat terrain ( often on runway extended-centerline and within 15 nm of runway threshold ) 29 %
Table 1
Terrain Factors in CFIT Events
CFIT events during initial / intermediate approach or during final approach usually result from a premature descent below the initial-approach minimum-safe-altitude or below the minimum-descent-altitude (MDA).
Navigation and Altitude Deviations
When referring to terrain awareness, the following definitions need to be kept in mind.
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