Missed Approach and Stabilized Approach Decision
You are on final for ILS runway 14 at Plaisance. At 8 nm, 1,500 ft AGL, gear down, flaps 30, Vref 135 kt, ground speed 140 kt, autopilot off, autothrust on. The tower clears you to land, wind 140/20 gust 35 kt, runway wet. At 500 ft, you are on glideslope and localiser; at 200 ft, a vehicle enters the runway 300 m ahead of the threshold. The first officer calls 'vehicle on runway'. Fuel is 1,600 kg; final reserve 900 kg; missed approach fuel 250 kg. The published missed approach requires climb straight ahead to 2,500 ft, then right turn to a holding fix. ATC is busy. The aircraft is at Vref+5.
1. State the stabilized approach criteria and whether they were met.
Read the worked answer
For an IFR approach, the aircraft should be stabilized by 500 ft above aerodrome level, or by the operator's specified gate. The usual criteria are: on the correct lateral and vertical path, at the correct speed (Vref+5 to +10 kt), in the correct configuration, with the landing checklist complete, sink rate within limits, thrust stable and no large heading or power changes required.
At 500 ft the aircraft was on the glideslope and localiser, in landing configuration, at Vref+5, with a ground speed of 140 kt. On those facts the approach was stable at the gate. However, the wet runway and gusty wind reduced the margin, and the vehicle at 200 ft created an immediate go-around condition. The approach was therefore stable until a hazard appeared; the correct response is not to continue because it had been stable earlier. The decision to go around is based on the new obstacle, not on the earlier stable condition.
2. Describe the go-around and missed approach actions.
Read the worked answer
The pilot flying should call 'go-around, vehicle on runway', apply maximum thrust, pitch to the go-around attitude and confirm positive climb. The pilot monitoring should call 'positive rate', select gear up, and retract flaps on schedule. The crew should follow the published missed approach: climb straight ahead to 2,500 ft, then turn right to the holding fix. They should not turn early or climb above the cleared level without ATC.
At the same time, the crew should advise ATC: 'Going around, vehicle on runway.' If ATC is busy, the go-around and the published procedure take priority; the crew should continue to transmit on the appropriate frequency and monitor the runway and traffic. The first officer should watch for other traffic in the missed approach area and call any conflict. The aircraft should be reconfigured and the approach briefing reviewed before a second approach is considered.
3. Assess fuel and decide the subsequent action.
Read the worked answer
After the go-around, fuel is about 1,600 − 250 = 1,350 kg, leaving 450 kg above the 900 kg final reserve. That is not a large margin. The crew should not plan a long hold or multiple approaches without further fuel. The immediate action is to climb on the missed approach, clean up, and ask ATC for the latest runway status and weather. If the runway is closed because of the vehicle, the crew should request diversion to FMEE or another suitable airport while the fuel margin is sufficient.
If a second approach is possible, the crew should brief it fully, confirm the runway is clear and the wind shear risk has been assessed, and set a clear fuel decision point. If the fuel above reserve falls below the planned diversion requirement, the crew should declare a fuel urgency and divert. The final reserve must remain protected. The captain should not allow the earlier stable approach to influence the decision to continue after the go-around.