STABLE APPROACH POLICY

COURSE OUTLINES

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TABLE OF CONTENT

COURSE START 3

INTRODUCTION 3

DEFINITIONS / STABLE APPROACH 3

UNSTABLE APPROACH: 3

UNDESIRED AIRCRAFT STATE: 3

STABLE APPROACH CRITERIA 3

CAUSES OF UNSTABLE APPROACHES 4

SPECIAL AIRPORTS 4

STANDARD OPERATING PROCEDURES (SOPS) 5

FLIGHT DATA MONITORING (FDM) 5

MITIGATION OF AN UNSTABLE APPROACH 6

TECHNOLOGY ENHANCEMENT 7

GO-AROUND POLICY 7

THE GO-AROUND DECISION 7

ORGANIZATIONAL FACTORS 7

SUMMARY 8

COURSE END 8

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current national, international
and company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.

INTRODUCTION
2-In the last few decades, there have been many approach and landing mishaps in aviation, that include runway excursions, CFIT mishaps,
and loss of control events. Over half of these events have been the result of crews flying an unstable approach to landing in either high or
low-speed situations. This course will address the following: * Definitions of stable/unstable approaches. * Conditions that led to an
unstable approach. * List of criteria that define a stable approach. * Methods to fly stable approaches. * Decision Making criteria for
unstable approaches. * Recommended procedures to escape an unstable approach.

DEFINITIONS / STABLE APPROACH

3-An approach containing several key flight parameters which must be met before the aircraft reaches a predefined point on the approach
relative to the landing threshold, and then maintained within that range of values until touchdown. The parameters include the following: *
Attitude * Flight path trajectory * Airspeed * Rate of descent * Thrust setting * Configuration

UNSTABLE APPROACH:
4-An approach which one or more of the parameters of a stable approach are not within the standard parameters prior to arriving at the
predefined point on the approach, creating an increased risk of a mishap.

UNDESIRED AIRCRAFT STATE:

5-A recoverable, crew induced aircraft state that reduces the safety margins of the operation.

STABLE APPROACH CRITERIA

6-The current stable approach criteria used today was provide by the “Flight Safety Foundation (FSF) Approach and Landing Accident

Reduction (ALAR) briefing note 7.1”. These criteria are based on all approaches that must be stabilized by 1,000 feet above airport
elevation in Instrument Metrological Conditions (IMC) and 500 feet above airport elevation in Visual Metrological Conditions (VMC). The

following stable approach criteria should be consider all of approaches: * The aircraft is on the correct approach path; * Only small changes
in heading/pitch are necessary to maintain the correct approach path; * The airspeed is not more than VREF + 20kts indicated air speed

and not less than VREF; * The aircraft is in the correct landing configuration; * Sink rate is no greater than 1,000 feet/minute; if an approach
requires a sink rate greater than 1,000 feet/minute a special briefing should be conducted; * The thrust setting is appropriate for the aircraft

configuration and is not below the minimum power for the approach as defined by the aircraft operating manual; * All briefings and

checklists have been conducted; * Specific types of approach are stable if they also fulfil the following: o ILS

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approaches must be flown within one dot of the glide-slope and localizer; o A Category II or III approach must be flown within the expanded
localizer band; unique approach conditions or abnormal situations necessitating a deviation from the elements of a stable approach require
a special briefing. (Note: some operators use a criterion of being in a stable approach state should be accomplished by 1000ft and must be
accomplished by 500ft!)

7-Some of the mishaps that have occurred in the past, from unstable approaches had deviations from the above criteria, on the level of:
Vref+50 knots; Sink rate in excess of 3,500 ft/minute; thrust levers in idle for the entire approach; EGPWS alerts with excessive sink rate,
caution terrain, and glide slope alerts; and flaps not in the final landing configuration.

CAUSES OF UNSTABLE APPROACHES

8-There are several causes unstable approaches: * Air Traffic Control/Service: o Keeping arriving aircraft higher than normal for departing
traffic, weather, noise abatement, change of approach/runway or other conflicts which place the arriving aircraft in a steeper/faster than
normal arrival path; sometimes referred to as a “Slam-Dunk” arrival o Turning aircraft towards the aerodrome earlier than planned to
accommodate spacing for other aircraft or “help” the arriving aircraft get down faster. o Maintaining higher than normal arrival speeds to
accommodate spacing between aircraft. o Delay in configuring the aircraft due to spacing issues.

9-* Aircraft Automation: o Modern aircraft automation systems are designed to transition the aircraft from the en route structure through
landing in the most fuel-efficient manner, well within the normal flight envelope. o Once the programmed standard arrival has been changed
to accommodate altitude, configuration or speed constraints, it becomes very difficult for automated systems to respond to the new
demands. o Pilots that continue to try to use too high a level of automation to accommodate the new demands, begin to face programed
limitations in the automation software that will not allow the aircraft to fly to the new demands. o Pilots continue to use a mixed level of
automation (Autothrottles: OFF/Autopilot: ON) to fly a deteriorating condition on the arrival rather than use hand flying to meet the new
demands on the arrival. o A lack pilot proficiency/experience flying the aircraft at all levels of automation including hand flying, can
aggravates these arrivals.

10-* Flight Crew Errors/Cause Factors: o Fatigue o Late to prepare for descent/starting down earlier than planned o Failure to monitor the
progress of the arrival o Loss of situational control o Breakdown in PF/PM duties o Lack of airmanship references
(altitudes/configuration/distance from the field) o Failure to use landing gear/spoilers to increase drag and descent rate o Rushing operation
o Non-compliance with SOPs o Loss of visual references o Pressing to complete flight ASAP

SPECIAL AIRPORTS
11-Many airlines fly into unique situations around the world that make transitioning to a stable approach difficult because of unusual
circumstances. Mountainous terrain surrounding airports, have led to the development of special approaches to accommodate terrain may
require airspeeds in excess of those airspeeds which are normally flown in the terminal area and include exceptionally steep glide slope or,
ATC clearances that require an aircraft to remain at altitude to a point

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where intercepting the normal glide path is difficult to achieve, will also prove challenging for the achievement of stable approach criteria.
Keep in mind that at higher pressure altitudes the True Airspeeds on final will be higher than normal. Generally, special airport approaches
require additional aerodrome qualification which is gained through a ground training and flight simulation training device (FSTD) training
session, and in some cases a familiarization flight under the supervision of a suitably qualified flight crew.

12-At special airports, a delayed go-around may not be possible due to its geographical features. An early decision and early execution of a
go-around may be required! If the aircraft is not positioned for a safe landing, a timely decision to go-around should be initiated. Accidents
have occurred where a very late go-around has been attempted.

STANDARD OPERATING PROCEDURES (SOPS)

13-As we defined earlier, a stable approach is an approach containing several key flight parameters which must be met before the aircraft
reaches a predefined point on the approach relative to the landing threshold, and then maintained within that range of values until
touchdown. It is essential that the criteria are included into the operator’s SOPs and that the SOPs meet the stable approach criteria. SOPs
must be clear, concise and appropriate to your operations, and include the requirement to meet and maintain the stable approach criteria.
The SOPs must contain a requirement to go-around if the criteria are not met, and non-ambiguous guidance for the go-around decision
making process. Consistent adherence to SOPs can be measured by flight data monitoring.

14-Criteria used to define a stable approach should be developed using the aircraft manufacturers’ guidance and include at least the
following: * A specific range for each aircraft type, reference to VAPP or VREF; * Thrust setting(s) specific to each aircraft type; *
Acceptable attitudes specific to each aircraft type; * Deviation tolerances from any crossing altitude; * Landing configuration(s) specific to
each aircraft type; * A tolerance for path deviation; * Maximum rate of descent; * Completion of checklists and crew briefings.

15-SOP criteria are noted in two controlling documents: “ICAO Doc. 8168 Procedures for Air Navigation Services — Aircraft Operations
(PANS OPS) VOL I (Flight Procedures) requires under Part III Section 4. Operational Flight Information, Chapter 3, the elements of stable
approaches to be stated in the operator’s SOPs. These elements should include, as a minimum: In IMC, all flights shall be stable by no
lower than 300 meters (1,000 feet) height above threshold; and All flights of any nature shall be stable by no lower than 150 meters (500
feet) height above threshold.” “IOSA Standards Manual which reads: “The Operator shall have a stabilized approach policy with associated
guidance, criteria and procedures to ensure the conduct of stabilized approaches.”

FLIGHT DATA MONITORING (FDM)

16-How do you know that your crews are complying with your published SOPs and Go-around policies? Potentially, the best sources of
operational data are the operators’ own Flight Data Monitoring (FDM), Flight Data Analysis (FDA), or Flight Operations Quality Assurance
(FOQA) programs. Recorded flight data of actual operations are digitally recorded on each aircraft and are programmed with operational
exceedances developed, with among other items, your stable approach

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criteria. The data downloads and analysis of data, have been used by operators for many years as a tool to identify potential hazards in

flight operations, evaluate the operational environment, validate operating criteria, set and measure safety performance targets, monitor

SOP compliance and measure training effectiveness. In addition, when an event occurs, the FDA data can be used to debrief the pilots

involved and inform management. Training can be improved with the use of de-identified event data can, raising awareness amongst the

pilot group as a whole. The SMS program is enhanced by data collection and analysis, and can provide information of threats, hazards

and identify potential weaknesses of an operator. The jointly agreed IATA/ICAO/IFALPA Evidence Based Training (EBT) Implementation

Guide discussed the collection and analysis of operational data (such as the characteristics of the operators, reporting systems, flight data

analysis, flight deck observation; data sharing groups outcomes) helps to develop relevant and effective training programs, by managing

the most relevant threats and errors, based on evidence collected in operations and training.

17-Unfortunately, in many cases, the data from the FDM/A programs is collected then analyzed and may take 30-60 days to be reported to
the operator. In many cases the crew involved has flown many times since the effected flight and for one reason or another, the crews often
don’t remember the occurrence that was captured on the FDM/A monitors. This limits the collection of important data which could add to
developing a true picture of the event, to include possible cause factors to the deviation.

MITIGATION OF AN UNSTABLE APPROACH

18-An unstable approach is an undesired aircraft state! Any approach that fails to meet or maintain one or more of the stable approach
criteria constitutes an unstable approach. The pilots must act to adequately manage the undesired aircraft state by the following: *
Recognize that the approach is unstable; * Communicate with fellow crew members; * Take immediate action to rectify the situation; *
Monitor the corrective action * Consider a go-around before conditions get critical

19-Attempt to avoid an unstable approach in the first place, it is important for flight crew: * Know your SOPs for stable approach criteria; *

Keep situational awareness of unstable approach path control * Comply with the stable approach criteria published in their SOPs; * Advise

ATC when unable to comply with a clearance that would result in the aircraft being too high and/or too fast, would require approach path

interception from above or would unduly reduce separation from other aircraft; * Advise ATC when unable to comply with instructions that

are incompatible with a stable approach; * Advise ATC when reducing or increasing speed to achieve a stable approach; * Decline late

changes of landing runway or approach types when approach stabilization would become marginal or impossible; * Be prepared for visual

approaches by briefing speed/altitude/configuration gates, equivalent to those of an instrument approach and follow the published ''visual

approach'' pattern in the manufacturer’s or operator’s SOP; * Use high drag devices like spoiler or landing gear (as recommended by the

OEM) to help stabilize your energy state as needed on approach. * Execute a go-around if the approach cannot be stabilized by the

stabilization altitude/height or subsequently becomes unstable; * Be prepared for the approach becoming unstable on very short final or in

the flare; * As approved by the OEM/SOPs, it may be possible to

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go-around even after touchdown as long as reverse thrust has not been selected.

TECHNOLOGY ENHANCEMENT
20-Honeywell’s “SmartLanding” (AIRBUS/B777 fleets), a software extension of the EGPWS, warns pilots aurally and visually when they are
flying outside predefined criteria in relation to speed, flight path trajectory and touch down point during approach. It encourages compliance
with stable approach criteria, such as: aircraft should be stable at 1,000 feet; MUST be stable at 500 feet; aircraft is properly configured to
land; on the correct vertical path; at the correct speed. Boeing enhancements in development include improved traffic displays (both
airborne and on the ground), monitoring and alerting for unstable approaches and long landings.

GO-AROUND POLICY
21-As specified in the company SOPs or State regulations, if an approach is not stable by the stated height above touchdown, the pilot
must execute a go-around Failure to execute a timely go-around is a leading contributing factor in approach and landing accidents.

22-It is the responsibility of the operators to develop, publish and train, a clear policy on go-arounds, which states that a go-around is a
normal flight maneuver, required to be initiated whenever a continued approach would not be safe or when the approach does not meet the
stabilized approach criteria. This policy must also state that there will be no punitive response from management to a go-around and that
conversely any failure to go-around when appropriate will be followed up.

23-There are two independent sources of guidance on the go-around policy, they are: “ICAO Doc. 8168 PANS OPS 1 states the need for
operators to publish a ‘go-around policy’. “IOSA Standards Manual which reads: “the Operator shall have a go-around policy with
associated procedures and guidance to ensure flight crews discontinue or go around from an approach or landing in accordance with
criteria establishedby the Operator.

THE GO-AROUND DECISION

24-The question remains, “Why do flight crews try to salvage an unstable approach rather than abandon it and start again.” * Often, pilots
have been able to “save” approaches in the past from unstable conditions. * Peer pressure to complete the flight * Over reliance on pilot
skills * “Get there-itis” An important factor in reducing the risk of unwanted events, such as an accident or incident within the industry, is
proper and timely decision to execute a go around from an unstable approach. Pilots then must maintain positive control of the flight
trajectory and accurately following the published missed approach, in accordance with manufacturer’s recommendations and operator’s
SOPs. It is imperative that following the initiation of a go-around, no attempt should be made to reverse the decision and to land. Even
when the pilots have decided to land at decision altitude (DA), the option remains for them to go-around at any point up until reversers are
deployed.

ORGANIZATIONAL FACTORS

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25-Organizational culture of operators can have a significant effect upon the frequency of unstable approaches and the behavior of flight
crews when an approach does not meet the stable approach criteria. In order to establish and support a stable approach policy, the
organization should adopt the following: * A comprehensive FDM program ensuring that approach performance of the whole pilot group and
of the individuals; * Mandatory requirement to initiate a go-around when stable approach criteria are not met; * Consistent non-punitive
response to go-arounds; * Absence of commercial pressure with regard to completing an approach; * Consistent management response to
non-compliance with stable approach criteria, to include safety debriefs, and retraining as appropriate.

SUMMARY
26-This course was designed to review the requirements for a comprehensive stable approach policy; an operational requirement to
develop, publish and implement an effective stable approach criterion and a clear go-around policy.

COURSE END
27-End of Course?

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