an aSRS report by an a320 captain discussed
a late go-around that resulted in runway con-tact. The flight crew was following a B-767 on
approach, and the captain (the pilot flying) disconnected the autopilot about 800 feet agl
to fly the airplane slightly above the instrument
landing system (ilS) glideslope. The captain said that about 30 feet agl, the a320 encountered
wake turbulence from the B-767 and began to sink rapidly. The
a320 crew initiated a go-around.
As the engines accelerated, the airplane touched down with a high sink rate.
The crew completed the go-around and landed the airplane without further incident. None of the occupants was injured, and a postflight inspection revealed no airplane damage.40
An MD-11 captain’s failure to conduct a go-around when an
Figure 2
Examples of Descent Rates Required to Maintain Glideslope With a Tail Wind*
Rate of descent (feet per minute)
920
900
880
860
840
820
800
780
* Examples assume a constant approach speed of 145 knots, a three-degree glideslope and tail wind velocities measured at 33 feet (10 meters) above ground level.
Source: Gerard W.H. Van Es and Arun K. Karwal, from “Safety of Tailwind Operations” in Toward a Safer Europe: Proceedings of the 13th Annual European Aviation Safety Seminar; Alexandria, Virginia, U.S.: Flight Safety Foundation, 2001.
approach became unstabilized during the flare was cited by NTSB in its report on an accident
that occurred at newark (new Jersey, u.S.)
International Airport on July 31, 1997.41
The airplane was flown under the provisions of its minimum equipment list with an inopera-tive engine-thrust reverser. The report said that this — together with a miscalculation by the crew of required landing distance and recent malfunctions of the airplane’s autobrake system
— influenced the flight crew’s concern about the landing and created “a sense of urgency to
touch down early and initiate maximum braking immediately.”
The crew conducted an ILS approach to Runway
22R, which was 8,200 feet (2,501 meters) long, with 6,860 feet (2,092 meters) of runway remain-ing after the point at which the ILS glideslope intersects the runway. The crew had calculated
incorrectly that 800 feet (244 meters) of runway
would remain after the airplane was brought to
a stop using maximum autobraking. The report said that the correct figure was 2,730 feet (841 meters).
The weather was clear and surface winds were light when the captain hand-flew the nighttime approach. The approach was stabilized; the air-plane was in landing configuration and on the ILS glideslope and localizer, and airspeed was one knot
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