. If visual references are not acquired at DA(H):
. Call Go-around, monitor and backup the F/O during the go-around initiation and missed-approach.
For the F/O:
. If CAPT calls Landing:
. Call You have control or Your controls, as per company’s SOPs;
. Continue monitoring instrument references;
. If CAPT calls Go-around:
. Initiate immediately the go-around and fly the missed-approach;
. If CAPT does not make any call or does not takeover controls and throttle levers
(possible subtle incapacitation):
. Call “Go-around/Flaps” and initiate an immediate go-around.
The change of controls at a late stage of the approach requires precise callouts and action gestures to prevent any misunderstanding and/or delayed action.
Acquisition of Visual References
Page 4
Applicable callouts and actions should be recalled by the flight crew during the CAT II / CAT III briefing.
Standard Operating Procedures
The importance of task sharing and standards callouts during the final phase of the approach should be emphasized.
Standard calls for confirming the acquisition of visual references vary from airline to airline.
Visual or [acquired visual reference] usually is used if adequate visual references are available and if the aircraft is correctly aligned and on the approach glide path, otherwise the callout Visual or [acquired visual reference] is followed by an assessment of the lateral deviation or vertical deviation (offset).
The PF (CAPT) determines whether the lateral deviation or vertical deviation (offset position) can be safely corrected and announces Continue (or Landing) or Go-around.
Recovery from Offset Position
Recovery from a lateral deviation or vertical deviation (offset position) when going visual requires careful control of the pitch attitude, bank angle and power with reference to instruments to prevent crew spatial disorientation by visual illusions.
The PNF is responsible for monitoring the instruments and for calling any excessive parameter-deviation from established criteria.
Vertical deviation :
High above glide path:
The use of a high sink rate with low thrust, when being too high, may result in landing short of the runway or in a hard landing.
The crew should establish the correct flight path, not exceeding the maximum permissible sink rate (usually 1000 ft/mn).
Low below glide path:
A shallow approach with high thrust, when being too low, may result in a floating flare and a long landing.
The crew should maintain level flight until the correct flight path is established.
Lateral offset :
Determine an aiming point on the extended runway centerline, approximately half the distance to the touchdown point and aim towards this point while maintaining the correct glide path, airspeed and thrust.
To prevent overshooting the runway centerline, anticipate the alignment by beginning the final turn shortly before crossing the extended inner runway edge line.
Loss Of Visual References below MDA(H) or DA(H)
If loss of adequate visual references occurs when below the MDA(H) or DA(H), an immediate go-around must be initiated.
The U.S. FAR 91.175 and 121.189 state that each pilot […] shall immediately execute an appropriate missed-approach procedure […] whenever [the conditions for operating below the authorized MDA [or DH] are not met.
Summary of key points
During non-precision approaches and CAT I ILS approaches, both the PF and PNF must acquire the same – and correct – visual references.
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(141)
