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»» If the go-around has been
initiated, it must be completed.
»» Reversing a go-around
decision can be hazardous
(e.g., F/O initiating a late
go-around; captain overriding
and trying to land the
aircraft).
Related material for further
reading is available from:
»» Flight Safety Foundation
(http://www.flightsafety.
org/cfit_reading1.html)
»» Airbus Industries (http://
www.airbus.com/en/corporate/
ethics/safety_lib/)
Found from website
Modify logo & PMS
the landing after visual contact with the
runway environment was lost was most
often the final condition leading to the
accident.
4 Reducing Incursions, Excursions, and Confusion
The information contained in the following two articles is excerpted
directly from the Flight Safety Foundation (FSF) Approach-and-Landing
Accident Reduction (ALAR) Tool Kit
Flight Safety Foundation (FSF) Approach Hazards
Overview – Section 5.1 The Flight Safety Foundation (FSF)
took on approach and landing
accidents as a dedicated mission
after determining it was such a significant
cause of accidents and technology
existed to avoid them. It analyzed 76 accidents
of this type occurring from 1984
to 1997 and found that:
53%
occurred in non-precision
instrument approaches or
visual approaches
50% occurred where no radar
service was available
67% occurred in hilly or mountainous
terrain
59% occurred in instrument meteorological
conditions
53% occurred in darkness or
twilight
33% involved adverse wind conditions
21% involved flight crew disorientation
or visual illusions
29% involved failure to equip
available safety equipment
(GPWS)
18% involved runway conditions
21% involved inadequate ground
aids
The lesson here is that it is important to
increase awareness that these hazards
increase the risk to a flight. Anticipate
the approach, by asking, “What if…?”
and being prepared to respond to the
possible situations. The use of Standard
Operating Procedures, including confirming
the approach is stabilized, is important.
The following criteria should be
part of the check:
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 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 fpm, a special briefing should
be conducted.
6. Power setting is appropriate for
the aircraft configuration and is
not below the minimum power for
approach as defined by the aircraft
operating manual.
7. All briefings and checklists have
been conducted.
8. Specific types of approaches are
stabilized if they also fulfill the following:
»» ILS approaches must be within
one dot of glide slope and
localizer.
»» A Category II or III ILS approach
must be flown within the expanded
localizer band.
»» During a circling approach,
wings should be level on final
when the aircraft reaches 300
feet above airport elevation.
9. Unique approach procedures or
abnormal conditions requiring a
deviation from the above elements
of a stabilized approach require a
special briefing. An approach that
becomes unstabilized below 1,000
feet above airport elevation in IMC,
or below 500 feet above airport
elevation in VMC, requires an immediate
go-around.
Flight Safety Foundation, Flight Safety Digest,
August–November 2000
“Failure to recognize the need
for a missed approach and to
execute a missed approach is a
major cause of approach-andlanding
accidents.”
Flight Safety Foundation Flight Safety Digest,
August–November 2000
Reducing Incursions, Excursions and Confusion 5
ALPA has developed a
special website dedicated
solely to runway safety. There
you will find links to runway
safety educational material
and video re-creations
of several high-profile
incidents. Material on this
website is being added on
a regular basis, so stop by
for the latest information
on runway safety. Previous
issues of this newsletter can
also be found there. The
website address is
　
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