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- 1. Precautionary Landing AUTHOR: SAMUELE DOLCE ED.1 | REV. 0 EFFECTIVE DATE: 22.07.2025 © Aero Club Milano – IT.ATO.0007 Training Material Expanded Lesson Profile Student Self Briefing EASA Ex n°17
- 2. DISCLAIMER Aero Club Milano– Training Material | © 2025 Dolce Samuele This Training Material is protected by copyright, it is not possible to reproduce, transmit or store any part of this publication in any form or by means without written permission of Aero Club Milano ATO Directorate. In the event of any conflict or inconsistency between this self-briefing material and the official Standard Operating Procedures (SOPs), Flight Crew Training Manual (FCTM), Pilot’s Operating Handbook (POH) or Aircraft Flight Manual (AFM), the information and procedures contained in the official operational documents shall prevail and must be applied without exception.
- 3. REVISION RECORD Rev DateSlide Change/Remark Author 1 12.11.25 All • Initial Publication Samuele Dolce APPROVED
- 4. CONTENTS OBJECTIVE INTRODUCTION EMERGENCY AND ABNORMAL CONTINGENCYFLOW FIELD SELECTION RADIO COMMUNICATION DISCIPLINE T-DODAR CHECKLIST DISCIPLINE DISCUSSION ITEMS FIELD INSPECTION, APPROACH AND LANDING TECHNIQUE QUIZ
- 5. OBJECTIVE COM LTW SAWKNO Objective: To review the precautionary landing procedure through a scenario-based exercise involving an electrical system failure. The aim is to apply structured decision-making and procedural discipline while selecting a suitable landing site and executing a safe landing. PRO WLM FPM FPA PSD Competencies acquired at the end of this student self briefing: PRO FPA FPM Training Area of Emphasis: • Accurate field selection and wind assessment • Situational awareness and time management under system degradation • Correct precautionary pattern and height management • Communication, checklist use and cockpit discipline throughout the event Expected Briefing Reading Time: 00:45 Training Syllabus compliant with EASA Exercise n° 17
- 6. Introduction Precautionary Landing -Expanded Lesson Profile © Aero Club Milano – IT.ATO.0007 Training Material Expanded Lesson Profile EASA Ex n°17 TECHNICAL OPERATIONAL
- 7. DEFINITION A Precautionary Landingis a planned landing made at the pilot’s discretion when continuation of flight may no longer be considered safe due to degrading conditions or aircraft malfunction, even though a forced landing is not yet required. It is not an emergency landing, but a preventive and controlled action taken while the aircraft remains fully flyable. Typical causes may includes: ICAO Definition: “A landing carried out when continuation of flight is inadvisable but not immediately hazardous.” Technical malfunctions: electrical, fuel, or engine system degradation. Deteriorating weather or reduced visibility. Low fuel state or uncertainty about endurance. Loss of navigation or communication capability. Crew incapacitation or physiological factors (fatigue, disorientation). TECHNICAL
- 8. INTRODUCTION Scenario Case Study: Duringa VFR navigation LILE-LIMB flight in a Tecnam P2008, cruising near the Mortara City area, the pilot experiences an Alternator failure (ALT OUT) warning. After checklist completion, the fault cannot be isolated and the alternator output remains offline. The aircraft is now operating solely on battery power, with an estimated endurance of 20 minutes before electrical depletion. Consequences of the Failure: • Potential loss of engine instruments and flight instruments • Possible flap system inoperative at landing, if electrically actuated • Possibile loss of radio communication (COM failure). The pilot must apply the T-DODAR model for structured decision-making and coordinate all actions through proper checklist use, communication and TEM management. OPERATIONAL
- 9. Abnormal situation requiring deviation fromnormal plan TIME/NO TIME AVAILABLE CONTINGENCY In this particular scenario, the event classifies as a Time-Available Emergency, therefore not an immediate threat to life, but a degrading systems failure that will evolve into an urgency if mismanaged. The pilot must use available time to contain workload, apply SOPs and ideally try to plan the landing before the electrical system is exhausted. Priorirty always remains: OPERATIONAL 1) FLY 2) NAVIGATE 3) COMMUNICATE Impending degradation Immediate threat PROBLEM 1) FLY TIME AVAILABLE? YES NO MEMORY ITEMS READ CHECKLIST Use of applicable memory items, SOPs and common sense Use of applicable Checklist, SOPs and common sense CONTINGENCY (PROBLEM) URGENCY EMERGENCY Priority TEM
- 10. CHECKLIST DISCIPLINE Emergency checklistsare actions executed in response to abnormal or emergency situations that demand immediate attention. Their purpose is to control, contain and mitigate the effects of events that threaten safety, checklists ensure control and structure under stress. OPERATIONAL They do not fly the aircraft: they ensure the pilot does not forget any systematic step. Each line represents a safety barrier against human error. By applying the checklist methodically, the pilot transforms confusion into sequence and ensures no critical step is skipped. CONDITION CHECK. TYPE DESCRIPTOR FIRE / SMOKE MEMORY ITEMS Immediate critical actions. Must be executed from memory without reference to printed material. Example: electrical fire, engine fire, cabin smoke. NO TIME AVAILABLE EMERGENCIES MEMORY ITEMS Events requiring instantaneous action to maintain control or safety. Pilot executes memorized steps immediately. ABNORMAL CONDITIONS (TIME AVAILABLE) READ & DO Used when time and situational control allow. Pilot reads each item and performs the action sequentially. Example: alternator failure, flap asymmetry, .
- 11. Emergency and AbnormalContingency Flow Precautionary Landing - Expanded Lesson Profile © Aero Club Milano – IT.ATO.0007 Training Material Expanded Lesson Profile EASA Ex n°17 TECHNIQUES
- 12. EMERGENCY AND ABNORMALCONTINGENCY FLOW The objective of the T-DODAR model is to support the flight crew in making clear, structured, and timely decisions during abnormal or emergency conditions. It provides a step-by-step framework that minimizes human bias, maintains situational awareness and promotes sound decision-making under pressure. the time available: TECHNIQUES 1) FLY 2) NAVIGATE 4) COMMUNICATE 1° Priority 3) PROBLEM SOLVING NO TIME AVAILABLE TIME AVAILABLE Perform Memory Items immediately. Apply the T- DODAR process to isolate, diagnose, and resolve the issue. Ensure safe trajectory and situational awareness. Inform ATC, crew, and passengers according to priority. Execute applicable procedures and confirm results. APPLY RELEVANT CHECKLIST 2° Priority Although primarily used in aviation, the T-DODAR logic is adaptable to any high-stress or time-critical environment, where systematic thinking is essential. The Aero Club Milano Emergency / Abnormal Contingency Flow Chart defines how to act depending on the time available:
- 13. T-DODAR DECISION MAKINGMODEL The structured model T-DODAR supports consistent reasoning under pressure. TECHNIQUES DIAGNOSE OPTIONS D O DECIDE ACTION/ASSIGN TASKS D A REVIEW R TIME? T ONLY IF TIME AVAILABLE PERMITS: Time availble flow will be followed for this scenario
- 14. T-DODAR DECISION MAKINGMODEL DIAGNOSE DIAGNOSE D • Indication: ALT OUT light illuminated. • Ammeter shows discharge; voltage trending down. • If the event of the appropriate checklist “ALT OUT” executed from Aircraft Flight Manual (AFM) with alternator reset unsuccessful: • Fault confirmed not isolated. Electrical power now limited to battery supply only. O D A R What is the problem now? What kind of implications do I have now? Estimated battery life: 20 minutes circa. Possible declaration of urgency early: “PAN PAN”x3, if still operational. System degradation is progressive: Radio, Avionics and Flaps may fail without warning. D I A G N O S E I M P L I C A T I O N S
- 15. T-DODAR DECISION MAKINGMODEL OPTIONS O P T I O N S D O D A R OPTIONS Evaluate possible courses of action: • Return to departure aerodrome, or, • Divert to alternate aerodrome or appropriate field, or, • Continue to destination. Evaluation: Always consider weather, aircraft status, aerodrome/airfield status other than your operational limitations.
- 16. T-DODAR DECISION MAKINGMODEL OPTIONS/ DECIDE For the decision making flow, following aerodromes (within range) are considered: • Vercelli (LILE), Voghera (LILH), Biella (LILE), Casale (LILM), Malpensa (LIMC), Linate (LIML), Bresso (LIMB) D O D A R OPTIONS
- 17. T-DODAR DECISION MAKINGMODEL OPTIONS/ DECIDE Bresso (LIMB): Familiar home base, maintenance available, known circuit and procedures, adequate runway length (1080m asphalt). D O D A R OPTIONS Vercelli (LILE): Closest by distance, but short runway (560m grass). With possible flapless landing, surface and length are unsuitable for this aircraft type. Voghera (LILH): Closed by NOTAM (field maintenance). Biella (LILE): Acceptable length (1200m asphalt) but further north, extending exposure time beyond battery endurance. Malpensa (LIMC): Suitable infrastructure, but complex commercial traffic and coordination; risk of delayed handling. Linate (LIML): Similar to Malpensa, high workload environment. Casale (LILM): TAF indicates possible deteriorating weather conditions, which may affect visibility and safety margins.
- 18. T-DODAR DECISION MAKINGMODEL OPTIONS/ DECIDE For the decision making flow, following aerodromes (within range) are considered: • Vercelli (LILE), Voghera (LILH), Biella (LILE), Casale (LILM), Malpensa (LIMC), Linate (LIML), Bresso (LIMB) Bresso (LIMB): Familiar home base, maintenance available, known circuit and procedures, adequate runway length (1080m asphalt). D O D A R OPTIONS Vercelli (LILE): Closest by distance, but short runway (560m grass). With possible flapless landing, surface and length are unsuitable for this aircraft type. Voghera (LILH): Closed by NOTAM (field maintenance). Biella (LILE): Acceptable length (1200m asphalt) but further north, extending exposure time beyond battery endurance. Malpensa (LIMC): Suitable infrastructure, but complex commercial traffic and coordination; risk of delayed handling. Linate (LIML): Similar to Malpensa, high workload environment. Casale (LILM): TAF indicates possible deteriorating weather conditions, which may affect visibility and safety margins. E V A L U A T I O N Decision: Return to Bresso (LIMB) for a precautionary landing. There is no “perfect” choice: What matters is the structured reasoning and use of all available information, such as: • Aircraft configuration (flapless expected). • Remaining time and battery. • Weather and visibility. • Pilot familiarity and terrain. • Traffic and coordination workload.
- 19. T-DODAR DECISION MAKINGMODEL DECIDE D O D A R DECIDE O 1) DECIDE 2) BE PREPARED TO ANY CONTINGENCIES • Set direct track from Mortara to Bresso (30 NM ca). • Maintain VMC conditions and terrain clearance. • Prepare the passenger and cabin for a flapless landing and possible Loss of COM: • Brief how to cushion and actions after positive/hard landing, evacuation required…? • Maintain lookout
- 20. T-DODAR DECISION MAKINGMODEL ACTION/ ASSIGN TASKS D O D A R ACTION/ASSIGN TASKS O A Single-Pilot Operation (SPO): Workload & Communication: • In single-pilot operation, the focus must be on mental workload distribution and communication clarity. Passenger Briefing: • In case of a diversion or precautionary landing, the PIC shall give a short, reassuring passenger briefing. It must include seat belts fastened, door operation, brace position (head on cushion), and evacuation procedure if required. The briefing shall be calm, clear, and completed before approach. NITS Briefing • The NITS briefing is a standardized communication format used by flight crew to convey essential information during abnormal or emergency situations. It provides a clear, linear structure to ensure that all recipients (such as air traffic controllers, other crew members, or passengers) receive the same critical information in an organized and comprehensible manner. NATURE N Description of the problem or malfunction. INTENTIONS I Planned actions by the pilot or crew. TIME T SPECIALS S Estimated time available or required before landing or action. Any additional special needs (e.g., emergency services, priority landing, technical assistance).
- 21. RADIO COMMUNICATION DISCIPLINE BothPAN PAN and MAYDAY are ICAO-standard radio distress signals, used according to the level of emergency: • In this case, the pilot recommended transmition transmit: • “PAN PAN, PAN PAN, PAN PAN, Milan Information, «I-ABCD», electrical failure, alternator out, battery endurance 20 minutes, returning Bresso, estimate in 15 minutes for precautionary landing, 2 POB, request to advice bresso radio of our arrival” e.g.: If the electrical situation deteriorates or an electrical fire develops: • “MAYDAY, MAYDAY, MAYDAY…” Then state: nature of emergency, intentions, position, altitude, and persons on board. OPERATIONAL Any situation may escalate to a «MAYDAY» or downgrade to a «PAN PAN» depending on the evolution of the aircraft condition and flight safety assessment. PIC shall reclassify the emergency level as appropriate and inform ATC accordingly. PHRASE MEANING DESCRIPTOR PRIORITY PAN PAN (×3) Urgency A situation that could become dangerous but does not yet require immediate assistance (e.g., alternator failure, partial loss of systems…). Below distress MAYDAY (×3) Distress Serious and imminent danger requiring immediate assistance (e.g., total power loss, forced landing, fire/smoke…). Highest
- 22. SPECIFICATION Other aircraft (C172,PA28) have explicit “Alternator Failure” procedures, but the underlying philosophy remains the same: Structure the problem, isolate the cause, preserve energy, plan early. OPERATIONAL In the Tecnam P2008, no formal Alternator Failure checklist exists. Therefore good airmanship and system understanding must substitute for written procedures. Reduce electrical loads: turn off non-essential lights, avionics, and fuel pump (if applicable). Monitor ammeter and voltmeter for signs of recharge. If no improvement → confirm alternator failure, preserve remaining power. Plan for Loss of COM / Flapless Landing. Recommended troubleshooting might include the following steps: GEN/ALT switch OFF then ON to attempt reset.
- 23. T-DODAR DECISION MAKINGMODEL REVIEW D O D O The situation shall be continuously reassessed. Do not continue solely because “a decision was already made!” A REVIEW R If weather conditions, aircraft status, or time margins change, perform a new DODAR evaluation and consider alternative solutions (secondary airports, airfields, or suitable landing sites – see Field Selection criteria). • Main Priority: Preservation of any human life. • Secondary Priority: Aircraft recovery, if safely achievable.
- 24. Field Selection Precautionary Landing- Expanded Lesson Profile © Aero Club Milano – IT.ATO.0007 Training Material Expanded Lesson Profile EASA Ex n°17 TECHNICAL OPERATIONAL
- 25. FIELD SELECTION: PRIORITIES Whenselecting a suitable field for an precautionary or emergency landing, the pilot should always look for a long, flat, and open area, ideally rectangular in shape and oriented as close as possible into the wind. Irregular or short fields should be avoided whenever possible, as they can limit landing distance and directional control during rollout. Colour can also provide valuable information about the nature of the terrain: PRIORITY OF TERRAIN SELECTION Aerodromes (Aeroporti): fdf Qualified Airfields (Aviosuperfici): fdfd Non Qualified Airfields (Campi Volo) fdfdf Any other field: are typically wooded or forested zones and should only be used as a last resort. TECHNICAL
- 26. FIELD SELECTION: SHAPE& COLOUR When selecting a suitable field for an precautionary or emergency landing, the pilot should always look for a long, flat, and open area, ideally rectangular in shape and oriented as close as possible into the wind. Irregular or short fields should be avoided whenever possible, as they can limit landing distance and directional control during rollout. Colour can also provide valuable information about the nature of the terrain: TECHNICAL Light green fields generally indicate grass surfaces, which are soft, smooth, and ideal for an emergency landing. PRIORITY OF TERRAIN SELECTION Light brown areas often correspond to hard-packed earth: not perfect, but acceptable if grass fields are not available. Dark brown tones usually represent ploughed or uneven soil, which increases the risk of gear damage or rollover. Dark green areas are typically wooded or forested zones and should only be used as a last resort. Water surfaces, though tempting when no clear land is visible, should only be considered if absolutely necessary due to the risk of flotation problems and delayed rescue.
- 27. FIELD SELECTION: WINDASSESSMENT Understanding the wind direction and strength is essential in choosing both the landing site and the approach path. During the enroute phase, the pilot should already have an idea of the prevailing wind direction, based on weather information obtained before the flight. In an precautionary landing, this knowledge can be used to anticipate likely wind behavior near the selected area. As the aircraft descends, the pilot should look for visual indicators of wind direction, such as smoke or dust plumes, flags, moving trees or ripples on water surfaces. In winter, smoke from chimneys or industrial facilities can be particularly useful for determining the direction of air movement near the ground. TECHNICAL Whenever possible, the chosen field should allow for an approach and landing into headwind, as this minimizes the required landing distance and enhances controllability HEADWIND
- 28. In addition toform and colour visual cues, the pilot must always be alert to potential hazards within or around the selected site. During a reconnaissance overflight, attention should be paid to powerlines, fences, roads, irrigation ditches, buildings, people, and animals that could interfere with the approach or rollout. EVALUATING FIELD SURFACE AND CONDITIONS OPERATIONAL Trees or hidden obstacles near the approach path should also be carefully noted. Identifying these threats early allows the pilot to plan a safe and obstacle-free final approach, as well as an alternative escape path should the landing need to be discontinued. POWERLINES IRRIGATIONS DITCHES FENCES BUILDINGS ANIMALS/ PEOPLE • Main Priority: Preservation of any human life. • Secondary Priority: Aircraft recovery, if safely achievable.
- 29. Field Inspection, Approachand Landing Technique Precautionary Landing - Expanded Lesson Profile © Aero Club Milano – IT.ATO.0007 Training Material Expanded Lesson Profile EASA Ex n°17 TECHNIQUES
- 30. Begin by conductinga visual search for a suitable landing area. FIELD INSPECTION TECHNIQUE FIELD INSPECTION APPROACH LANDING Approach the centre of the selected field at right angles to gain a clear view of the surface and surrounding terrain. 1 1 Observe aircraft drift to confirm wind direction and strength. 2 Establish a left or right-hand circuit at approximately 500ft AGL, or 100ft below cloud base if lower. 3 2 3 Maintain a position that ensures continuous visibility of the landing site. While altitude allows, evaluate the approach path, potential overshoot area and note terrain slope or gradient cues. 4 4 CLIMB/RE-ASSESSMENT
- 31. APPROACH AND LOWCIRCUIT TECHNIQUE FIELD INSPECTION APPROACH LANDING Confirm Speed, Configuration, and Engine parameters as appropriate. 1 1 2 Assess field length by timing over the site or by comparing it with a known reference (e.g., runway width, road length). 2 Identify a clear aim point for touchdown and possible overshoot areas. Ensure there is sufficient power available for the climb-out following the inspection. Low Circuit: 500ft AGL or 100ft below cloud ceiling CLIMB/RE -SSESSMENT
- 32. LANDING TECHNIQUE FIELD INSPECTIONAPPROACH LANDING 1/3 Plan to land into the wind, touching down within the first third of the selected field. Establish a short-field approach/landing as per the Aircraft Flight Manual (AFM/POH). 1 1 Maintain a stabilized approach path, with full flaps and correct approach speed. 2 2 Keep power available to adjust glide path, and remain prepared for an immediate go-around if conditions change or hazards are detected. CLIMB/RE-ASSESSMENT
- 33. LANDING: AIMING POINTAND TOUCHDOWN TECHNIQUE FIELD INSPECTION APPROACH LANDING CLIMB/RE-ASSESSMENT During final approach at constant rate of descent and airspeed, the airplane travels toward a fixed point on the ground: this point is called the aiming point. If the glide path is maintained without flare, the aircraft would strike the ground at the aiming point. During the flare, some float occurs, causing the touchdown point to be beyond the aiming point. The pilot must account for this gap, especially on short or confined strips. FCTM Reference: • For runways shorter than 800m, the aiming point should be anticipated (moved slightly closer) to ensure touchdown within the first third of the landing area.
- 34. If during thelow pass or approach any doubt arises about field suitability, aircraft performance, or external conditions, a go-around must be initiated immediately. CLIMB/RE-ASSESSMENT TECHNIQUE FIELD INSPECTION APPROACH LANDING CLIMB/RE-ASSESSMENT Once safely established in the climb, re-enter the circuit pattern at approximately 500ft AGL (or the previous inspection height). GO- AROUND !
- 35. If during thelow pass or approach any doubt arises about field suitability, aircraft performance, or external conditions, a go-around must be initiated immediately. CLIMB/RE-ASSESSMENT TECHNIQUE FIELD INSPECTION APPROACH LANDING CLIMB/RE-ASSESSMENT Once safely established in the climb, re-enter the circuit pattern at approximately 500ft AGL (or the previous inspection height). During this climb and repositioning, conduct a thorough reassessment of the situation: • Review the reason for the go-around (e.g., obstacle detected, insufficient field length, unexpected wind direction, surface condition, or approach instability). • Evaluate whether the original field remains suitable or if an alternative site should be selected • Confirm that engine performance and aircraft systems remain normal. • Consider wind changes, updated visibility or any other evolving factors that could affect the next approach. • Once the situation has been fully evaluated and conditions are stable, re-establish normal circuit spacing and prepare for a second inspection or final approach, following the same procedure as before. • If any continued doubt exists about the safety of the field, do not hesitate to abandon the site and search for a more suitable alternative while sufficient altitude and power are available.
- 36. CONCLUSIONS This scenario highlightsthat a precautionary landing is not an emergency conditions, but a planned and disciplined decision made to prevent one. The quality of the outcome depends less on luck and more on method, structure, and timing. Key Takeaways: • A stabilized and early decision ensures more options and less pressure. • Wind, field and surface assessment must be systematic and not instinctive. • The inspection pattern provides time to think, observe and plan. • Go-around and reassessment are signs of good judgement, not hesitation. • Checklist discipline and radio communication maintain structure and safety. • The safest landing is achieved through calm, procedural thinking and not improvisation.
- 37. CONCLUSIONS The precautionary landingprocedure and its application in a scenario-based electrical failure The emergency and abnormal contingency flow, including decision-making under time pressure The use of the T-DODAR model for structured and logical problem-solving The importance of checklist discipline and procedural flow during abnormal operations The principles of field selection, including evaluation of shape, color, wind, and obstacles The field inspection pattern, and correct approach and landing techniques The effective radio communication discipline during At the end of this self briefing student has reviewed:
- 38. Discussion Items Precautionary Landing- Expanded Lesson Profile © Aero Club Milano – IT.ATO.0007 Training Material Expanded Lesson Profile EASA Ex n°17 TECHNICAL OPERATIONAL SMS FEEDBACK/ TEM
- 39. LANDING PERFORMANCE CONSIDERATIONSOPERATIONAL During a precautionary or short-field landing, the pilot must understand how environmental conditions, configuration, and aircraft weight affect landing performance. Applying simple rules of thumb helps to make rapid, informed decisions under pressure. Wet runway: Increase landing distance by 50%. +50% +20% Ice on wings: Increase approach speed by 20%. -300m For every 1 kt above recommended threshold speed, the touchdown point moves 300m further down the runway. LDR +20% An increase in the approach speed by 10% increases the landing distance by 20%. LDR +21% For every 10 knots of tailwind, increase the landing distance by at least 21%. Aerodynamic Drag: In the early stages of the landing roll, aerodynamic drag provides the most effective and “free” method of deceleration. Unlike brakes and tires, it produces no wear and is most efficient while airspeed is high, roughly until the aircraft slows to 60–70% of touchdown speed. Below this, wheel braking becomes the primary means of stopping. Weight Effects: Aircraft weight has a direct impact on both approach speed and landing distance. A 10% increase in gross weight typically leads to about a 5% increase in landing velocity and a 10% increase in total landing distance. This relationship underlines the importance of accurate weight and balance planning, especially in off-airfield or short-field operations. TEM
- 40. LOW ENERGY GOAROUND CONSIDERATIONS Threats: • Late go-around recognition (below 50ft or during flare) • High drag / low thrust combination • Runway illusion or poor visibility • Distraction or miscommunicati on TEM Context: • Occurs below approach power and often in landing configuration. • Requires precise energy management and discipline to overcome high workload management. • High risk of loss in flight (LOC-I), tailstrike or unstable flight path. Errors: • Excessive pitch- up with possible stall warning and LOC-I. • Delayed thrust application • Incorrect flap sequence • Overcontrol during transition Management: • Plan ahead: Anticipate go-around conditions early. • Recognize: Do not be afraid to call or execute a Go-around after correcting recognizing ! • Execute: Stabilize pitch– power–configuration. • Communicate: Crew coordination essential. • Monitor: Energy state and flight path continuously. Key Considerations: • Avoid abrupt control inputs. • Expect »transient sink» before thrust response. • Maintain situation al awareness: runway, attitude, energy profile. AeCM Safety Cicle LOW ENERGY GO AROUND CONSIDERATIONS OPERATIONAL TEM
- 41. SMS (Safety ManagementSystem) data at Aero Club Milano highlighted multiple occurrences of incorrect go-around sequence. Events reported across both student and member operations and not course- specific. Most deviations occurred during low-energy or «late go-around situations». • Long interval since last go-around training session. • Startle effect due to unexpected late decision. • High workload and low altitude proximity. • Lack of anticipation and go- around briefing discipline. Contributing Factors: • Review the Aero Club Milano generic Go-Around Procedure, developed jointly by the Training Department and Safety Department, ensuring full understanding and correct sequence application. • Periodically revise your own FCTM to refresh: Proper go-around discipline Pitch–Power–Configuration technique and communication / coordination procedures. • Review the stable approach criteria: confirm compliance and readiness to go around whenever stabilization is lost. • During flight training or recurrent checks, include low-energy go-around scenarios to enhance recognition and response skills. Recommendations: LOW ENERGY GO AROUND CONSIDERATIONS TEM GO AROUND (GENERIC) OPERATIONAL TEM
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