.  
Provide pilots with an adequate knowledge of the capability and limitations of GPWS or EGPWS / TAWS equipment installed on their aircraft; and,

Briefing Notes Summary
Page 9

.  
Ensure that pilots are proficient in performing the terrain avoidance maneuver required in response to a GPWS or EGPWS / TAWS warning (as published in the applicable FCOM and QRH).

The following key points should be highlighted when discussing CFIT awareness and response to (E)GPWS / TAWS warnings:

.  
Preventive actions should be (ideally) taken before (E)GPWS / TAWS warning;

.  
Response by PF must be immediate;

.  
PNF must monitor and call the radio altitude and altitude trend throughout the terrain avoidance maneuver; and,

.  
Pullup maneuver must be continued at maximum climb performance until warning has ceased and terrain is cleared (i.e., as indicated by a steadily increasing radio-altimeter reading).

6.4 - Bounce Recovery – Rejected Landing
A rejected landing is defined as a go-around maneuver initiated after touchdown of the main landing gear or after bouncing.
A rejected landing is a challenging maneuver, decided and conducted in an unanticipated and unprepared manner.
The SOPs should define the respective decision criteria for:
.  
Full-stop landing; or,

.  
Rejected landing and go-around.

Procedures and techniques should be published for bounce recovery, including:

.  
Continued landing; or,

.  
Rejected landing (i.e., go-around).

7 - Approach Techniques
7.1 - Flying Stabilized Approaches
Rushed and unstabilized approaches are the largest contributory factor in CFIT and other approach-and-landing accidents.
Rushed approaches result in insufficient time for the flight crew to correctly:
.  
Plan;

.  
Prepare; and,

.  
Execute a safe approach.

The following defines the elements of a stabilized approach:

.  
The aircraft is on the correct lateral flight path and vertical flight path (based on navaids guidance or visual references);

.  
Only small changes in heading and pitch are required to maintain this flight path;

.  
The aircraft is in the desired landing configuration;

.  
The power is stabilized and the aircraft is trimmed to maintain the target final approach speed on the desired glide path;

.  
The landing checklist has been accomplished as well as any required specific briefing; and,

.  
No flight parameter exceeds the limits applicable for the type of approach;

These limits also define the criteria for flight-parameters excessive-deviation callouts.

Three essential parameters need to be stabilized for a safe final approach (including the visual segment):
.  
Aircraft track;

.  
Flight path angle; and,

.  
Airspeed.

Depending on the type of approach and aircraft equipment, the most appropriate level of automation and available visual cues should be used to achieve and monitor the stabilization of the aircraft.
Briefing Notes Summary
Page 10

AIRBUS INDUSTRIE
    Flight Operations Support
When transitioning to visual references, the pilot’s perception of the runway and outside environment should be kept constant by maintaining the:
.  
Drift correction, to continue tracking the runway centerline (i.e., resisting the tendency to prematurely align the aircraft with the runway centerline);

.  
Aiming point, to remain on the correct flight path until the flare height (i.e., resisting the tendency to move the aiming point closer and, thus, descend below the desired glide path / “duck-under”); and,
　
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