. When flight path is safe and GPWS warning has ceased :
°.  Decrease pitch attitude and accelerate
. When speed above V LS and V/S positive :
°.  Clean up aircraft as required
Figure 4
Response to GPWS Warning – Fly-by-wire Protected Aircraft Models

Response to GPWS/TAWS – Pull-Up Maneuver Training
Page 8

A310 - 3-degree G/S - 30/40 - Gear down
Altitude ( ft )

0  1000  2000  3000  4000  5000  6000  7000 
Distance  ( m ) 
Altitude ( ft )  A319 - 3-degree G/S - CONF FULL - Gear down 

1000 2000 3000 4000 5000 6000 7000
0

Distance  ( m )
Figure 5
Response to GPWS Warning

 ( Typical Profiles )
Response to GPWS/TAWS – Pull-Up Maneuver Training
Page 9

AIRBUS INDUSTRIE Getting to Grips with
 Flight Operations Support Approach-and-Landing Accidents Reduction

Introduction
A rejected landing (also referred to as an aborted landing) is defined as a go-around maneuver initiated after touchdown of the main landing gear or after bouncing.
Although a rare occurrence, a rejected landing is a challenging maneuver decided and conducted in an unanticipated and unprepared manner.
The objective of this Briefing Note is to define:
.  
Applicable decision criteria for: -Full-stop landing; or, -Rejected landing and go-around; and,

.  
Procedures and techniques for bounce recovery, including:

-Continued landing; or,
-Rejected landing (i.e., go-around).

Statistical data
No global statistical data are available on rejected landing incidents or accidents but the following three events illustrate the circumstances that may lead a flight crew to reject the landing, and the possible consequences of such a maneuver:
.  
Tail strike following a go-around initiated due to directional control difficulties after thrus t reverser selection;

.  
Climb performance limitation following the undue selection of reverse thrust during a touch-and-go and failure of one reverser to stow; and,

.  Loss of control following a go-around initiated after thrust reverser selection (because of a vehicle obstructing the runway) and failure of one reverser to stow.
Touch-and-go ( training only )
Although a touch-an-go is essentially a training exercise, the conditions required for the safe conduct of this maneuver provide a valuable introduction to the discussion of rejected landings.
Preconditions:
Four preconditions (usually referred to as the “4-No rule”) must be observed prior to initiating a touch-and-go:
.  
No ground spoilers:

- ground spoilers must not be armed or manually selected after touchdown;

.  
No autobrake:

- autobrake must not be armed;

.  
No reverse:

- thrust reversers must not be selected upon touchdown; and,

.  
No pedal braking:

-pedal braking must not be used after touchdown.

Performing a rejected landing in revenue service (i.e., with ground spoilers and autobrake armed, being ready to select reverse thrust upon touchdown) creates an added challenge.
Bounce Recovery – Rejected Landing
Page 1

AIRBUS INDUSTRIE Getting to Grips with
 Flight Operations Support Approach-and-Landing Accidents Reduction

Aircraft reconfiguration:
After touchdown for a planned touch-and-go, the aircraft must be reconfigured to a takeoff configuration:
.  
Flaps reset to a takeoff configuration;
　
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