What the profile screens for
Engine thrust remains high for the speed, configuration, path, and height context during final approach.
Why it matters
High thrust may indicate excess drag, energy correction, configuration issues, or a path/speed state that is not stabilised.
Build the event around relationships—not one number.
Define the operating context
Identify the approach state, aircraft configuration, location, and any required external data before applying logic.
Screen the signal relationship
Use validated combinations of engine thrust, thrust lever angle, airspeed; avoid treating one isolated value as the whole event.
Confirm it is a genuine event
Check polarity, units, source, recording rate, dropouts, air/ground logic, persistence, and false-positive mechanisms.
Connect data to the safety question
Review procedures, reports, weather, airport and traffic context, exposure, recurrence, and the strength of the related barriers.
Recorded signals that may help explain the event.
Vertical speed
The aircraft's vertical rate. Different recorded sources and smoothing can produce materially different values, especially during flare and touchdown.
Open parameter guide ↗ktCalibrated airspeed
Indicated airspeed corrected for instrument and position error, as provided by the aircraft data system.
Open parameter guide ↗% / ratio / aircraft-specificEngine thrust
One or more recorded measures of commanded or produced propulsion; the correct signal depends on engine and aircraft type.
Open parameter guide ↗Questions before conclusions
- Q1
Are engine thrust, thrust lever angle, airspeed valid, correctly decoded, time-aligned, and sampled well enough for this event?
- Q2
What changed immediately before, during, and after the high thrust on approach indication?
- Q3
How do aircraft configuration, weather, airport geometry, automation state, and crew reports change the interpretation?
- Q4
Which current flight manual, SOP, maintenance, or operator event definition controls the final conclusion?
Safety topics that broaden the event review.
Unstable Approach
Recognize when path, speed, configuration, power, or crew readiness has moved outside applicable stabilized-approach criteria.
Open topic brief ↗Flight OperationsGo-Around Decision and Execution
Treat the go-around as both a normal safety decision and a manoeuvre whose mode, thrust, configuration, path, and workload must be monitored.
Open topic brief ↗Flight OperationsLanding Performance
Connect approved landing-distance data with current wind, runway condition, aircraft state, touchdown point, and deceleration technique.
Open topic brief ↗12 useful starting points
Terminology and topic relationships select these links; the publisher source remains authoritative.
AC 91-79B — Aircraft Landing Performance and Runway Excursion Mitigation
This FAA circular brings together landing-performance planning, time-of-arrival assessment, RCAM information, and operational practices for reducing runway-excursion risk.
Open official sourceSafety Alert SA-077 — Stabilized Approaches Lead to Safe Landings
The NTSB alert highlights the need to establish and maintain a stabilized approach and to go around when an approach falls outside applicable criteria.
Open official sourceNon-Engagement of the Go-Around Modes in CLEAN Flaps Configuration
Official Airbus Safety First material indexed for maintenance. Open the publisher source for the complete document, scope, and current status.
Open official sourceGo-Around Decision-Making and Execution Project — Final Report
The Flight Safety Foundation project examines go-around policy compliance, decision biases, operational pressures, and the risks that also need to be managed during go-around execution.
Open official sourceSAFO 14005 — SAFO 14005, Title 14 of the Code of Federal Regulations (14 CFR ) Part 121 Operators Flap Misconfiguration Events
Official U.S. Federal Aviation Administration material indexed for aviation safety. Open the publisher source for the complete document, scope, and current status.
Open official sourceSAFO 08021 — Importance of Standard Operating Procedures ( SOP ) as Evidenced by a Take off Configuration Hazard in Boeing DC-9 series, MD-80 series, MD-90, and B-717 Airplanes
Official U.S. Federal Aviation Administration material indexed for takeoff and maintenance. Open the publisher source for the complete document, scope, and current status.
Open official sourceA320 Family Aircraft configuration
Official Airbus Safety First material indexed for maintenance. Open the publisher source for the complete document, scope, and current status.
Open official sourceEnsuring a Correct Aircraft Technical Configuration
Official Airbus Safety First material indexed for maintenance and airworthiness and systems. Open the publisher source for the complete document, scope, and current status.
Open official sourceSAFO 21006 — SAFO 21006, Boeing Model 757 and 767 Airplane Inadvertent Pilot Activation of Go-Around Mode
Official U.S. Federal Aviation Administration material indexed for aviation safety. Open the publisher source for the complete document, scope, and current status.
Open official sourceSAFO 15004 — SAFO 15004, Scenario-Based Go-Around Training
Official U.S. Federal Aviation Administration material indexed for human factors. Open the publisher source for the complete document, scope, and current status.
Open official sourceSAFO 10005 — Go-Around Callout and Immediate Response
Official U.S. Federal Aviation Administration material indexed for aviation safety. Open the publisher source for the complete document, scope, and current status.
Open official sourceAirbus Brake Testing
Official Airbus Safety First material indexed for runway safety. Open the publisher source for the complete document, scope, and current status.
Open official source