Briefing Notes Summary
Page 8

AIRBUS INDUSTRIE
    Flight Operations Support

6 - Readiness and Commitment to     Go-around
6.1 - Being Prepared to Go-around
Failure to recognize the need for and/or to execute a go-around and missed-approach, when appropriate, is a major cause of approach-and-landing accidents.
More than 70 % of approach-and-landing accidents contained elements which should have been recognized by the crew as improper and which should have prompted a go-around.
Because a go-around is not a frequent occurrence, the importance of being go-around-prepared and go-around-minded should be emphasized.
If the criteria for a safe continuation of the approach are not met, the crew should initiate a go-around and fly the published missed-approach.
6.2 - Flying a Manual Go-around
A safe go-around should prioritize the elements of the following 3-Ps rule :
.  Pitch : 
. Establishing and maintaining the target pitch attitude; 
.  Power : 
. Setting go-around thrust and checking that the required thrust is achieved; and, 
.  Performance : 
. Confirming aircraft performance: ° positive rate of climb; 
° gear up; ° speed at or above V APP (V LS); ° speed brakes retracted; ° flaps as required; ° radio-altimeter and baro-altimeter indications increasing; and, ° wings-level. 

                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction
Strict adherence to defined PF / PNF task sharing and optimum use of crew resources management are of paramount importance during a go-around. (e.g., for monitoring and callout of any flight parameter excessive-deviation)
The manual go-around technique must:
.  
Minimize the initial altitude loss;

.  
Prevent an excessive pitch attitude by :

.  following FD pitch commands ( SRS orders ), not exceeding 18-degrees pitch attitude;
.  considering a 25-degree pitch attitude as an ultimate barrier from which the pilot should return immediately.
If any warning is activated or if any other abnormal condition occurs:
.  
PF must concentrate his/her attention on flying the aircraft (i.e., controlling and monitoring the vertical flight path and lateral flight path); and,

.  
PNF must analyze the abnormal condition and perform the required actions, as per applicable task sharing and ECAM and/or QRH procedures.

6.3 - Terrain Avoidance ( Pull-up ) Maneuver
CFIT events account for approximately 45 % of all approach-and-landing accidents and are the leading cause of fatalities.
A typical awareness and training program for the reduction of controlled-flight-into-terrain (CFIT) should:
.  
Educate pilots on factors that may cause CFIT;

.  
Ensure that horizontal and vertical situational awareness are maintained at all times;

.  
Ensure that pilots achieve proficiency in the execution of procedures and techniques recommended for each type of approach;
　
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