App. estabilizada

Flight Operations Briefing Notes

Approach Techniques Flying Stabilized Approaches

Flight Operations Briefing Notes Approach Techniques Flying Stabilized Approaches

I

Introduction
Rushed and unstabilized approaches are the largest contributory factor in CFIT and other approach-and-landing accidents. Rushed approaches result in insufficient time for the flight crew to correctly: • • •Plan; Prepare; and, Execute a safe approach.

This Flight Operations Briefing Note provides an overview and discussion of: • • Criteria defining a stabilized approach; and, Factors involved in rushed and unstabilized approaches.

Note: Flying stabilized approaches complying with the stabilization criteria and approach gates defined hereafter, does not preclude flying a Delayed Flaps Approach(also called a Decelerated Approach) as dictated by ATC requirements.

II

Statistical Data
(Source: Flight Safety Foundation Flight Safety Digest Volume 17 & 18 – November 1998 / February 1999).

Continuing an unstabilized approach is a causal factor in 40 % of all approach-andlanding accidents.

Page 1 of 13

Flight Operations Briefing Notes

Approach Techniques Flying StabilizedApproaches

In 75% of the off-runway touchdown, tail strike or runway excursion/overrun accidents, the major cause was an unstable approach. Table 1 shows the factors involved in rushed and unstabilized approaches.

Factor
High and/or fast approach or Low and/or slow approach Flight-handling difficulties : - Demanding ATC clearances - Adverse wind conditions

% of Events

66 %

45 %Table 1 Factors Involved in Unstabilized Approaches

III

Stabilization Heights
The following minimum stabilization heights are recommended to achieve timely stabilized approaches: Meteorological Conditions
IMC VMC

Height above Airfield Elevation
1000 ft 500 ft

Table 2 Minimum Stabilization Heights Note: A lower minimum stabilization height may be allowed for circling approaches (e.g.400 ft).

Page 2 of 13

Flight Operations Briefing Notes

Approach Techniques Flying Stabilized Approaches

IV

Defining the Elements of a Stabilized Approach
An approach is considered stabilized only if all the following elements are achieved before or when reaching the applicable stabilization height:
The aircraft is on the correct lateral and vertical flight path (based on navaidsguidance or visual references)

Only small changes in heading and pitch are required to maintain this flight path

The aircraft is in the desired landing configuration

The thrust is stabilized, usually above idle, to maintain the target approach speed along the desired final approach path

The landing checklist has been accomplished as well as any required specific briefing

No flightparameter exceeds the criteria defined in Table 4

Table 3 The Elements of a Stabilized Approach – All Approaches Note 1: For Non-Precision Approaches, some of these elements (desired landing configuration and VAPP) should be achieved when the aircraft reaches the FAF (Airbus recommended technique). Note 2: Non-normal conditions requiring deviation from the above elements of a stabilized approachshould be briefed formally.

Page 3 of 13

Flight Operations Briefing Notes

Approach Techniques Flying Stabilized Approaches

V

Excessive Flight Parameter Deviation Callouts Criteria
When reaching the applicable stabilization height and below, a callout should be performed by the PNF if any flight parameter exceeds the limits provided in Table 4.

Parameter
Airspeed Lower than VAPP

Callout Criteria
– 5 kt or Greater than V
APP

+ 10 kt (*)

Vertical Speed

Greater than – 1000 ft/mn

Pitch Attitude

Lower than (**) Nose Down or Greater than (**) Nose Up

Bank Angle

Greater than 7 degrees

LOC deviation

1/4 dot or Excessive (Beam) Deviation Warning

Glide Slope deviation (ILS)

1 dot or Excessive (Beam) Deviation Warning

Table 4 Excessive...