AIRBUS INDUSTRIE Getting to Grips with
Flight Operations Support Approach-and-Landing Accidents Reduction
Initial / intermediate approach:
The FMS may be used to build the teardrop outbound leg or the downwind leg, for enhanced horizontal situational awareness. Nevertheless, this should be planned and prepared when setting the FMS before reaching the top-of-descent.
As applicable, setup navaids for the instrument approach associated with the landing runway (for monitoring and in case of loss of visual references).
Brief (or rebrief) the key points of the visual approach and rebrief also the key points of the associated instrument approach.
Review and discuss the published missed-approach procedure (if different from the IFR missed approach procedure).
Extend slats and fly at the corresponding maneuvering speed.
Barometric-altimeter bug and radio-altimeter DH may be set (as per company’s SOPs) for enhanced terrain awareness.
Outbound leg or Downwind leg:
In order to be lined-up on the final approach course and stabilized at 500 ft above airfield elevation, intercept the final approach course at typically 3 nm from the runway threshold (time the outbound leg or downwind leg accordingly, as a function of the prevailing airspeed and wind component).
Maintain typically 1500 ft above airfield elevation (or the charted altitude) until starting the final descent segment or turning base leg.
Configure the aircraft as per the SOPs or circuit pattern, typically aiming at turning base leg with approach flaps, landing gear down and ground spoilers armed.
Do not exceed 30-degree bank angle when turning into base leg.
Base leg:
Resist the tendency to fly a continuous closing-in turn towards the runway threshold.
Before turning final (depending on the distance to the runway threshold), extend landing flaps and begin reducing speed to the final approach speed.
Estimate the glide path angle to the runway threshold based on available visual cues (e.g., VASI) or navaids data (ILS glide slope or altitude/distance from touchdown zone, based on a typical 300-ft/nautical mile glide path).
Note : GS deviation and VASI information are
reliable only when within 30 degree from
the final approach course.
Do not exceed 30-degree bank angle when tuning final.
Anticipate the crosswind effect (as applicable) in order to complete the turn being correctly established on the extended runway centerline with the required drift correction.
Final approach:
Aim at being fully aligned (i.e., with wings level) and stabilized at the final approach speed by 500 ft above airfield elevation (or per company SOPs).
Monitor ground speed variations (for windshear awareness) and perform altitude callouts and excessive-parameter-deviation callouts as for an instrument approach.
Maintain visual scanning toward the aiming point (typically, 1000 ft from the runway threshold) to avoid any tendency to inadvertently descend (“duck-under”) below the final approach glide path (use the GS deviation index or the VASI / PAPI, as available, for crosscheck).
Flying Visual Approaches
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AIRBUS INDUSTRIE Getting to Grips with Flight Operations Support Approach-and-Landing Accidents Reduction
Factors Affecting Visual Approaches Typical Deviations in Visual Approaches
The following factors often are involved in rushed and The following observations are typical of rushed or unstabilized visual approaches: unstabilized visual approaches:
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