Safety Focus- Discontinued Appoach

Flight.
Ops Safety
Volume I, No. 18, September 2024
Discontinued Approach
The purpose of this bulletin is to create awareness regarding knowledge, procedure and CRM
associated with go-around, missed approach and discontinued approach.
Although aircraft manufacturers, operators and pilots regard it as part of normal operations,
performing a go-around, missed approach or discontinued approach is a manoeuvre which
involves changing aircraft configuration, attitude and altitude, whilst complying with tracking,
altitude and ATC requirements. Most pilots have experienced these manoeuvres at some
point in their career, however when it does happen, it will often come as a surprise to the
crew.
These procedures may be conducted due to many of reasons, including weather below
minima, ATC instruction or occupied runway, just to name a few.
All flight crew members need to be familiar with the company’s go-around procedure from
SOP. It would be fair to suggest that most crews are well practised in engine-out go-arounds,
as they are probably the most practised go-around in simulator training. Therefore, the extra
performance in an all-engine go-around or discontinued approach can often come as an
unexpected, surprise to crew members. Simulator training also usually includes conducting
a go-around from minima on an ILS approach. Therefore, thinking about how to conduct a
discontinued approach from different altitudes and different configurations is vital in
preparation for the landing, while also taking terrain, weather, ATC requirements and the
traffic environment into consideration.
Case Study
Flight Number ETH-***
Departure HAAB
Arrival HAAX
A/C ET-AXW/ Q400-8D
Incident Detail
The flight from ADD-AXU, while executing for RNAV App. 34, performed Go-around because
of no runway due to heavy rain. After completing After-take-off checklist, the flight crew
decided to execute another approach on RWY-16 following ATC tower’s recommendation.
The flight crew planned to do early configuration while turning to RWY 16 to do the approach
and maintain 10900ft. The flight crew undergone landing procedures (Hyd. pumps on, flaps
5 and Gear down) while turning to RWY- 16 but the runway was not completely visible, so
the flight crew decided to discontinue the approach. The captain (PF) instructed the F.O to
set the FMS direct to initial approach fix AX001 and contact IOCC on HF frequency to confirm
whether to divert to Addis or Mekele because of low remaining fuel. Despite repeated effort,
contact could not be established. At this time Addis centre advised ETH*** to climb FL210.
Then the flight crew decided to return to HAAB and advised Axum tower on the decision.
Later on, Addis Center advised to climb FL250 and return to ADD after contacting company.
While executing the diversion procedure the flight crew forgot to retract landing gear and
flaps at 5 until 23,000ft. The flight crew could have captured the error when turning OFF the
“STBY HYD PRESS and PTU CONTROL “. After landing they made an entry on maintenance logbook.
Flight. Ops Safety
Conducting a missed approach from an altitude other than minima adds extra complexity to
the manoeuvre in many facets. Forward planning and a thorough crew briefing is critical in
part of risk mitigation regarding conducting a safely executed go-around. Your briefing should
include aspects regarding the prescribed Missed Approach or discontinued approach
procedure and any threats pertaining to the specific approach you are conducting.
Things to consider
CONFIGURATION
If a missed approach is required from a relatively high altitude, the gear may not yet have
been extended, so there will be no need to call for “gear up”. The flaps may not yet be in the
landing position; in fact, they may be in the required go-around setting. Therefore, bearing
in mind CRM factors, if you call for the flaps to the normal go-around position, when not
required to do so, may result in the support pilot moving them to an unintended position.
On the other hand, if initial flaps are selected or other configurations set, it is very important
to undergo the appropriate callouts, procedures and checklists.
TRACKING
It is important to remember the tracking requirements if you conduct the go-around from a
point before the minima, missed approach point or above the missed approach altitude.
ALTITUDE
Consideration should be given to the appropriate modes of the auto flight systems when
conducting a go-around from near the missed approach altitude, especially for a go-around
that may be required from above the missed approach altitude. For ATC and traffic flow, it
is required that you continue a descent to the specified altitude if you are above that altitude
when initiating the go-around, unless otherwise instructed. When a go-around is initiated
from an altitude below but close to the missed approach altitude, the energy state of the
aircraft and the risk of overshooting the missed approach altitude should be considered.
Procedural altitudes will ensure terrain clearance if navigational accuracy is in doubt.
SPEED
Crew should be aware of speed requirements. This is particularly important when there are
constraints on the Missed Approach procedure, taking configuration limit speeds into account,
both configuration maximum speeds and minimum manoeuvre speeds. Procedural speeds
are in place to ensure airspace or terrain protection.
It is also important to plan your missed approach procedure and requirements before
accepting a visual approach. The requirements vary from state to state; so, ensure that you
are familiar with the requirements before doing so.
Flight. Ops Safety
MDA vs. DA
When conducting a Non-Precision Approach, there are considerations that should be included
in your plan and briefing, including the position of the Missed Approach Point relative to the
NAV aid or runway threshold.
During a Non-Precision Approach, you are not allowed to go below the MDA under any
circumstances, unless you have required visual reference. The MDA is an obstacle clearance
height/altitude and has different surveyed protections to a Decision Altitude (DA). An
allowance should be made for the aircraft to stop descent and start to climb again so as not
to go below MDA.
USE OF AUTOMATION
Consideration should be given to the level of automation in use prior to the go-around,
missed approach or a discontinued approach and any relevant/necessary change associated
with the procedure. Issues to consider include weather, traffic, workload and fatigue.
Dear all pilots, please Remember

➢ There are performance differences that might be available from what has been
practised in simulator sessions.
➢ Think about what configuration you are in, and what configuration you need to conduct
the go-around. Your current configuration may not be what you are used to starting
the manoeuvre with.
➢ Tracking and altitude requirements on the missed approach may vary depending on
where you commence the manoeuvre.
➢ Plan for altitude loss during the commencement of the go-around (no descent below
MDA and contact with the runway from low level).
➢ Plan ahead.
SAFTEY IS OUR PRIORITY

Safe Flight

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Flight.

Dear all pilots, please Remember

SAFTEY IS OUR PRIORITY

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