OPERATIONS

OPERATIONS

Prevention of Unstable Approaches

Unstable approach has been a problem since the very beginning
of commercial aviation. Even so, it is still one of the most
common contributing factors to many of the incidents and
accidents that occur on landing today. Regardless of the
changes or cycles our industry faces, this article is a timeless
reminder for the importance of efficient preparation for
approach including anticipation of late changes, and the need
for cooperation between flight crews and air traffic controllers.
The article also provides tips to detect a potential unstable
approach in advance so that it can be corrected long before the
stabilization height. Respecting stabilized approach criteria is
also highlighted as well as being go-around minded in the case
of late destabilization.

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 MANAGING CHANGES IN AVIATION
New challenges
A global pandemic, such as COVID-19, has several ramifications for the aviation
industry. This includes the challenge for pilots to maintain recency in the face of
an unprecedented drop in air traffic. Ongoing concerns about the effects of the
pandemic can also be distracting for flight crews. It is an important reminder for
crews to remain focused on their tasks throughout the flight. Especially during
very dynamic and variable phases such as arrival, approach, and landing.

Modified ATC guidance

In a congested airspace, ATC sequences the large number of aircraft arriving at
their destination airport by providing speed and trajectory guidance. However,
ATC may not transmit this guidance when the traffic is low. Flight crews should
therefore avoid the trap of expecting ATC to provide this guidance in usually
congested airspaces, and always be aware of the need to monitor and control
their energy.

Shortened approach trajectories

When an airspace is less congested in situations like the COVID-19 pandemic,
ATC can clear flight crews on more direct routings. The flight crew must then
quickly adapt their strategy to efficiently manage the aircraft energy due to the
shortened approach trajectories.

In all cases, the flight crew must take advantage of the various tools and
techniques available to efficiently manage and monitor their energy.

PREPARATION FOR A STABILIZED APPROACH

Energy Management
Good aircraft energy management from the top of descent is a prerequisite for a
stabilized approach. Aircraft energy management is a combination of tools,
anticipation, and a flexible flight crew action plan.

Use of the Flight Management System

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 The use of the FMS during descent, approach, and landing provides efficient
assistance to the flight crew to manage the energy of the aircraft and reach the
final approach at the correct speed. The “Procedures - Normal Procedures -
Standard Operating Procedures - Descent” from the FCTM provides details on
how the FMS computes the descent profile and how the use of the managed
guidance modes enables the aircraft to stay near this ideal profile during
descent. This is also described in the “Control
Control your
your speed
speed during
during descent,
descent,
approach
approach and
and landing
landing” Safety first article published in July 2017.

Anticipation of late changes

In areas that use specifically constructed arrivals and approaches that enable
sequencing of high volumes of traffic in congested environments, the
anticipation of a late “direct to” request from ATC, if traffic is low, can help to
reduce the crew workload and stress. The flight crew should review the planned
approach trajectory and be prepared for the “worst case” scenario of a “direct to”
that would significantly reduce the track miles to the runway.

Discussing the approach strategy during the Approach Briefing

During the approach briefing, management of late changes due to ATC requests
should be anticipated and discussed, ensuring the strategy and task sharing are
clearly defined. This should be part of the flight crew’s Threat and Error
Management (TEM) considerations.

Cooperation between flight crews and air traffic controllers

Cooperation between flight crews and ATC is essential to prevent situations that
may lead to an unstable approach. The Air Traffic Controller should inform the
flight crew if a shorter route is expected as soon as possible . This would enable
the flight crew to anticipate and adapt their strategy accordingly and avoid high
workload in the last phases of the approach.

Flight crews should alert ATC when they are unable to comply with any request
and should ask for additional track miles to manage the aircraft’s energy if
necessary.

Selecting the appropriate approach speed technique

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 The decelerated approach is the standard technique for approach using xLS
(ILS, MLS, GLS or FLS) or FINAL APP guidance.

However, Airbus recommends that the flight crews use an early stabilized
approach technique when:

a selected guidance is used (TRK/FPA or LOC/FPA)

the final approach path is at a high glide path angle
the intermediate approach segment is at a lower altitude than usual, and as
a result, the Final Descent Point (FDP) is at a shorter distance from the
runway

The flight crew should enter Vapp as a speed constraint at the FDP, enabling the
FMS to calculate the adjusted vertical descent profile (not applicable to A220
aircraft).

The “Control
Control your
your speed
speed during
during descent,
descent, approach
approach and
and landing
landing” Safety
first article, published in July 2017, illustrates the two approach speed
techniques.

EARLY DETECTION OF AN UNSTABLE APPROACH

In many cases, a potential unstable approach can be detected long before the
stabilization height. The flight crew should take advantage of the tools and
techniques available for early detection of an unstable approach. This will enable
them to take the time to recover the situation using trajectory modification in
cooperation with ATC. This will avoid the need for last-minute corrections by the
flight crew or a discontinued approach.

Situational awareness
Use of the FMS V/DEV indication during descent

The use of the FMS V/DEV indication available on the FMS PROG page
(A320/A330/A340), PERF DES page (A380/A350), or FMS DES page (A220) and
its indication on the PFD altitude scale (fig.1) and VSD (A220) provides the flight
crew with an indication of the aircraft position compared with the FMS descent
profile.

This indication is also useful when radar vectored and flying near the FMS route.

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 (fig.1) Example of a V/DEV indication on the PFD
altitude scale of an A320

Sequencing of the FMS Flight Plan

The flight crew needs to sequence the FMS flight plan if it is not done
automatically when in selected lateral modes during radar vectors. It enables the
FMS to compute an updated descent and approach trajectory and therefore to
still provide a useful reference to the crew. In addition, it allows the flight crew to
switch back to managed guidance mode when cleared from ATC constraints.
More information on the Flight Plan sequencing is available in “Procedures -
Normal Procedures - Standard Operating Procedures - Approach - Configuration
Management - Initial approach” in the FCTM.

Use of the energy circle (A320/A330/A340/A350/A380)

The ND will display the energy circle when the aircraft is in HDG or TRK lateral
guidance modes and within 180 NM of its destination. It provides a visual cue of
the minimum required distance to land, i.e. the distance required to descend in a
straight line from the current aircraft position at its current speed down to the
altitude of the destination airport at approach speed. The descent profile used to
compute the distance takes into account speed limits, the wind, a deceleration
level-off segment and a 3° final approach segment (fig.2). If the airport is inside
the energy circle, the flight crew should take action to adjust the situation using
speed or rate of descent adjustments or speedbrakes as necessary or by
requesting additional track miles from ATC.

The flight crew needs to keep in mind the computation logics of the energy circle
to better take advantage of the indications displayed on the ND.

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 (fig.2) Computation principle of the energy circle

Use of the bearing/distance field in the PROG page

The flight crew should consider inserting the landing threshold in the BRG/DIST
field of the FMS PROG page. This will provide the direct distance to the landing
threshold, and therefore, a very conservative estimation of the shortest possible
distance to land. To do a quick mental estimation of the vertical position vs.
distance, the flight crew can use the formula DELTA FL = DIST (nm) * 3 DEG.

Continuous Descent Approach (CDA) function (A320/A330/A350)

The CDA function is standard on all A350 aircraft and is an option on A320 and
A330 aircraft equipped with Release 2 FMS standard. The CDA function
computes a continuous descent profile that ensures the aircraft is configured for
landing and is at VAPP, at 1 000 ft AAL. The CDA function displays pseudo
waypoints on the ND (fig.3) indicating to the flight crew the latest position to
extend the slats and flaps in order to follow the vertical profile of the approach.

(fig.3) CDA pseudo waypoints on the Navigation Display

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 Cross-crew Communication
Efficient crew communication is essential during the entire flight, especially
during the whole dynamic approach phase that can include several changes in
speed and aircraft configuration in addition to the navigation and the guidance
toward the final segment. Flight crewmembers should express any concern they
may have about a parameter they are not comfortable with, even before reaching
the stabilization height. Such an exchange can bring the attention of the other
flight crewmember to a parameter that may not have been noticed. This
communication between the crewmembers will also prepare them for a potential
discontinued approach or go-around and will prevent a rushed go-around
maneuver at the last minute.

BE PREPARED TO INTERRUPT THE APPROACH AT

ANY TIME
The flight crew should be prepared to discontinue the approach or go-around at
any time, if it is not possible to reach or maintain a stabilized flight path.

Discontinued approach versus go-around

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 If the flight crew needs to interrupt the approach at or above the FCU altitude,
then the “Discontinued approach” procedure should be considered. If the flight
crew interrupts the approach below the FCU altitude, then the go-around
procedure should be applied. For more information, refer to the “Flying
Flying aa Go-
Go-
around,
around, Managing
Managing Energy
Energy“ Safety first article published in January 2014.

Soft go-around
To limit the aircraft acceleration during go-around, especially when the aircraft is
light, the soft go-around can be used on aircraft equipped with the soft go-around
function. Refer to the “Introduction
Introduction to
to the
the Soft
Soft Go-around
Go-around Function
Function” Safety
first article published in January 2017 for more information.

THE STABILIZATION GATE

Rigorous respect of a stabilization gate provides a good basis for the
accomplishment of a subsequent safe landing: a stabilized aircraft at the
stabilization height enables the pilot flying to be prepared for a safe and efficient
landing flare.

Operators should define and provide their flight crew with a clear definition of
their stabilization criteria and stabilization height based on the FCOM guidance,
their local regulations and experience.

Operators should encourage their flight crews to strictly respect the stabilization
gate and to perform a go-around if they cannot achieve the criteria or if they do
not feel comfortable with the stabilization of their aircraft. A non-punitive policy
regarding go-arounds combined with adequate go-around training using various
scenarios will increase flight crew confidence in their handling of the maneuver
and will improve their go-around decision making.

Stabilization criteria from the FCOM (fig.4) illustrated below provides guidance to
help Operators define their own stabilization policy. If one of the conditions is not
satisfied, the flight crew should initiate a go-around, unless they estimate that
only small corrections are required to recover stabilized approach conditions.

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 (*) In IMC, a later speed and thrust stabilization can be acceptable provided that:

It is allowed by Operator policies and regulations

The aircraft is decelerating toward the target approach speed
The flight crew stabilizes speed and thrust as soon as possible and no later
than 500 ft AAL.
The flight crew does not detect any excessive flight parameter deviation.

(fig.4) FCOM stabilization criteria for an A320 aircraft

LATE AIRCRAFT DESTABILIZATION

Being stabilized at a gate is not sufficient to ensure a safe and efficient landing.
The flight crew must keep the flight parameters stable and within the limits until
the landing.

However, some external conditions such as wind gradients may lead to late
destabilization.

Close monitoring of the flight parameters

TThe nearer the aircraft gets to the ground, the greater the importance of
efficient monitoring of the flight parameters is.

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 The PM must make a callout if any flight parameter deviates above the defined
thresholds. The PF must then either correct the deviating parameter, if possible,
or initiate a go-around if the correction cannot be made in a timely manner.

Refer to the FCOM “Procedures - Normal Procedures - Standard callouts - Flight

parameters” for information about the callouts to be used during approach and
the thresholds for flight parameters deviations.

The “A
A focus
focus on
on the
the Landing
Landing Flare
Flare” Safety first article, published in September
2020, provides an example of a late destabilization in final approach and the
associated recommendations for go-around near the ground.

Every pilot is already aware of the potential safety consequences of an

unstable approach condition. Knowing that an unstable approach is still a
contributing factor to many accidents or incidents during approach and
landing, it is why repeating and sharing the lessons learned can ensure the
flight crew is well prepared to ensure a safe landing.
Flight crews should anticipate scenarios that can happen during descent
and approach during their approach briefing, such as late changes
requested by ATC. The aircraft's energy can then be efficiently managed by
using the available tools and techniques provided in Airbus
documentation. This will also enable the flight crew to identify any
possibility of an unstable approach as soon as possible, allowing for early
intervention to either recover the situation or to interrupt the approach.
Anticipating late change in the action plan for the approach and landing
phases is part of the Threat and Error Management (TEM) considerations.
Cooperation with ATC is essential to ensure that the flight crew are
informed of any expected shortened trajectory in advance, so they can
adapt their strategy accordingly. Flight crews should alert ATC when they
are not able to comply with a request, and if necessary, ask for additional
track miles to manage the aircraft’s energy.
Operators should promote strict adherence to stabilization criteria with
flight crews and to consider the stabilization height as a hard decision
gate that should not be passed if any of the stabilization criteria is not
met. A non-punitive policy regarding go-around should apply together with

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 appropriate training for go-around in various situations. This will increase
the confidence and competencies of the flight crews to discontinue the
approach or perform a safe go-around at the appropriate time in the case -
or with the risk- of an unstable approach.

CONTRIBUTORS
CONTRIBUTORS

Dirk
Dirk DE-WINTER
DE-WINTER Vincent
Vincent SIBELLE
SIBELLE
Flight Ops & Training Pilot Expert Flight Ops & Training Pilot Expert

Customer Support Customer Support

Craig
Craig HILDEBRANDT
HILDEBRANDT With
With thanks
thanks to
to Marc
Marc LE-LOUER
LE-LOUER
Senior Director Safety & Flight
from
from the
the A300/A310
A300/A310 Flight
Flight
Operations Technical Affairs Operations
Operations Support
Support and
and Andris
Andris
LITAVNIKS
LITAVNIKS from
from Airbus
Airbus Canada.
Canada.
Airbus America

Safety First | October 2020 - Airbus S.A.S. All rights reserved. Proprietary document.

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