an a300 captain’s failure to conduct a stabilized
approach or a go-around was cited by NTSB in its report on an accident that occurred in St. John’s, Antigua, on Feb. 6, 1997.29 The flight crew was conducting a nonprecision approach in daytime VMC when they established visual contact with
the runway 1,000 feet above ground level (agl) and observed that the airplane was “slightly high.” The crew said that at 500 feet agl, the airplane was “in the slot” (on the proper glide path) but
15 knots above the target approach speed. The engines were producing minimum thrust.
The captain (the pilot flying) increased the pitch at-titude from 0.5 degree nose-down to nine degrees nose-up. The descent rate decreased from 1,700 feet per minute to 1,000 feet per minute, and the glide path angle decreased from 5.8 degrees to 2.7
degrees. The captain said that he began the flare
about 30 feet agl, then “deepened” the flare just prior to touchdown to “cushion the landing.”
The airplane bounced. Pitch atti-tude was increased to 11 degrees, and the airplane’s tail struck the runway. Damage included five panels on the lower fuselage that were destroyed, three bro-ken landing-gear struts, a twist-ed floor beam and buckled or sheared frames and stringers in the tail area. none of the 170 oc-cupants was injured.
At the time of the accident, the airline’s operating manual in-cluded techniques for conduct-ing a stabilized approach but did not include information on what flight crews should do if an ap-
Table 2
Recommended Elements of a Stabilized Approach
All flights must be stabilized by 1,000 feet above airport elevation in instrument meteorological conditions (IMC) and by 500 feet above airport elevation in visual meteorological conditions (VMC). An approach is stabilized when all of the following criteria are met:
1.
The aircraft is on the correct flight path;
2.
Only small changes in heading/pitch are required to maintain the correct flight path;
3.
The aircraft speed is not more than VREF + 20 knots indicated airspeed and not less than VREF;
4.
The aircraft is in the correct landing configuration;
5.
Sink rate is no greater than 1,000 feet per minute; if an approach requires a sink rate greater than 1,000 feet per minute, a special briefing should be conducted;
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