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During the descent, approach and landing phases, successive next targets should be defined and immediate corrective action(s) should be taken if it anticipated that one elem ent of the next target would not be achieved.
Refer to Briefing Note 4.1 -Descent Profile Management for detailed information.
Descent Monitoring:
The descent profile should be monitored, using all available instrument references (e.g., including the FMS vertical deviation, as applicable).
If flight path is significantly above the desired descent profile (e.g. because of ATC constraint or because of a higher-than-anticipated tail wind) the desired flight path can be recovered by:
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Maintaining a high airspeed ( as long as practical );

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Using speed brakes;

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Extending the landing gear, if the use of speed brakes is not sufficient; and,

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As a last resort, perform a 360-degree turn (as practical and cleared by ATC).

If the desired descent flight path cannot be recovered, ATC should be notified for timely coordination.
Refer to Briefing Notes for expanded information:
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4.1 - Descent Profile Management ; and,

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4.2 - Energy Management during Approach.

Being Prepared to Go Around
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AIRBUS INDUSTRIE
 Flight Operations Support

Final Approach:
Because the approach briefing is performed at the end of cruise, the crew may briefly recall the main points of the go-around and missed-approach at an appropriate time during the final approach.
When flying with the AP engaged, the following aspects should be considered to be ready to take over manually:
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Seat and armrest adjustment ( this is of primary importance for an effective handling of the aircraft in a dynamic phase of flight ); and,

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Flying with one hand on the control wheel (or side stick, as applicable) and one hand on the throttle levers (thrust levers).

Go-around - Transition back to IMC:
The most frequent reason for performing a go-around is related to weather minima.
When approaching the MDA(H) or the DA(H), one crewmember is attempting to acquire the required visual references. During this period of time, this crewmember is in almost-visual flying conditions.
The task sharing for the acquisition of visual references is discussed and expanded in Briefing Note 7.3 -Acquisition of Visual References.
If a go-around is initiated, an immediate transition back to instrument flying must take place.
The other crewmember therefore must maintain instrument references and be ready to make appropriate callouts if one flight parameter (speed, pitch attitude, bank angle, thrust) deviates from the normal and safe value.
To ease this transition, all efforts should be made to initiate the go-around with wings level and with no roll rate.
This transition from almost-VMC back to IMC does not apply when a CAPT-F/O task sharing is implemented in accordance with the concept known as Shared approach or Monitored approach or Delegated handling approach.
Getting to Grips withApproach-and-Landing Accidents Reduction
(this concept is described in Briefing Note
7.3 - Acquisition of Visual References).
Being Prepared to Go Around
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AIRBUS INDUSTRIE
 Flight Operations Support
Summary of key points
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 be go-around-committed, initiate a go-around and fly the published missed-approach.
Associated Briefing Notes
The following Briefing Notes should be reviewed to complement the above information:
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6.2 - Flying a Manual Go-around,
　
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