.  
Final approach speed and ground speed, to maintain the aircraft energy level.

7.2 - Flying Constant-Angle non-Precision Approaches
Almost 60 % of CFIT incidents and accidents occur during step-down non-precision approaches.
The constant-angle non-precision approach technique (or CANPA) should be implemented and trained worldwide for preventing CFIT and other approach-and-landing accidents.
The following aspects need to be stressed:
.  
Criteria for determining the type of guidance to be used;

.  
FMS preparation, as applicable;

.  
Completeness of approach briefing;

.  
Planning of aircraft configuration setup;

.  
Descent monitoring;

.  
Energy management during initial approach, intermediate approach and final approach;

.  
Not descending below an altitude before reaching the associated fix;

.  
Determining the correct flight path angle and vertical speed for the final descent segment;

.  
Commencing the descent at the exact point;

.  
Maintaining the correct flight path angle (or vertical speed) during the final descent (including the visual segment);

                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction
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Acquisition of visual references and decision;

.  
Not descending below the MDA(H) before reaching the visual descent/decision point (VDP); and,

.  
Preparedness for go-around.

7.3 - Acquisition of Visual References
The transition from instrument references to visual references is an important element of any type of instrument approach.
Variations exist in airline operating philosophies about PF-PNF task sharing for:
.  
Acquisition of visual references;

.  
Conduct of landing; and,

.  
Conduct of go-around.

Task sharing for the acquisition of visual references depends on:

.  
The type of approach (i.e., on the time available for the acquisition of visual references); and,

.  
The use of automation (i.e., on the level of automation and redundancy).

The Airbus Industrie operating philosophy and training philosophy promote a PF-PNF task sharing, with acquisition of visual references by:

.  
PNF, for non-precision approaches and CAT I ILS approaches; and,

.  
PF, for CAT II / CAT III ILS approaches.

For CAT II / CAT III operations, the CAPT usually is the PF and only an automatic approach and landing is considered.
7.4 - Flying Visual Approaches
Accepting an ATC request for a visual approach or requesting a visual approach should be carefully balanced against the following decision criteria:
.  
Ceiling and visibility conditions;

.  
Darkness;

Briefing Notes Summary
Page 11

AIRBUS INDUSTRIE
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Weather: . wind, turbulence; . rain showers; and/or, . fog or smoke patches;
　
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