.  
Be ready to abandon the approach if:

.. Ceiling and/or visibility (RVR) are below the required weather minimums;
.. Criteria for a stabilized approach are not achieved;
.. Doubt exists about the aircraft position; and/or,
.. Confusion exists about the use of automation;

.  After the go-around is initiated, be fully committed to fly the published missed-approach procedure.
The chain of events resulting in a go-around often starts at the top-of-descent; this Briefing Note therefore provides an overview of operational recommendations starting from the descent preparation and approach briefing.
Statistical Data
More than 70 % of approach-and-landing accidents contain elements which should have been recognized by the crew as improper and which should have prompted a go-around.
Inadequate assertiveness and/or decision-making are causal factors in 75 % of events
In only 17 % of rushed and unstabilized approaches, analyzed by the approach-and-landing accidents reduction task force, the flight crew initiated a go-around when conditions clearly dictated that a go-around was required by:
.  
An unstabilized approach;

.  
Excessive glideslope and/or localizer deviation;

.  
Absence of adequate visual references at the MDA(H) or DA(H);

.  
Confusion regarding aircraft position; and/or,

.  
Automation-interaction.

Operational Recommendations
Task Sharing:
Strict adherence to the defined PF/PNF task sharing is the most important factor to conduct a safe go-around; this includes task sharing for:
.  
Hand flying or flying with AP engaged; and/or,

.  
Normal operation or abnormal / emergency conditions.

Being Prepared to Go Around
Page 1

AIRBUS INDUSTRIE
 Flight Operations Support
The following Briefing Notes provide expanded information on PF / PNF task sharing:
.  
1.1 – Operating Philosophy - SOPs,

.  
1.3 - Operations Golden Rules,

.  
1.4 - Standard Calls,

.  
6.2 - Flying a Manual Go-around,

.  
7.3 - Acquisition of Visual References.

Descent Preparation:
The descent preparation and the approach / go-around briefing should be planned and conducted in a timely manner in order to prevent any delay in the initiation of the descent and any rush in the management of the descent profile.
Approach / Go-around Briefing:
To be go-around prepared, a formal go-around briefing should be conducted highlighting the key points of:
.  
Go-around maneuver; and,

.  
Published missed-approach procedure.

The go-around part of the approach briefing should recall the following key aspects:

.  
Target stabilization point, e.g.; -3000 ft above airfield elevation;

- 15 nautical mile from touchdown; and,
- clean maneuvering speed (green dot speed);

.  
Go-around standard call (e.g., a loud and clear Go Around / Flaps call);

.  
PF / PNF task sharing (i.e., flow of respective actions, including desired guidance – mode engagement – speed target, go-around altitude, deviations callout); and,

.  
Missed-approach vertical and lateral navigation (including speed and altitude restrictions).

See also Briefing Note 1.6 – Approach and Go-around Briefings , for expanded information.
Getting to Grips withApproach-and-Landing Accidents Reduction
Concept of next target:
Throughout the entire flight a next target should be defined at all times to stay ahead of the aircraft.
　
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