.  
Crew-induced or ATC-induced circumstances resulting in insufficient time or distance to plan and execute the approach;

.  
Excessive altitude or airspeed (i.e., inadequate energy management) early in the approach;

.  
Too short downwind leg (circuit pattern), too short outbound leg (teardrop pattern) or too close interception (direct base leg interception);

.  
Lack of awareness of tail wind and/or crosswind component or failure to account for prevailing wind component;

.  
Incorrect anticipation of aircraft deceleration characteristics in level flight or on a 3-degree glide path;

.  
Failure to recognize deviations or to remember the excessive-parameter-deviation criteria;

.  
Belief that the aircraft will be stabilized at the stabilization height or shortly thereafter;

.  
PNF excessive confidence in the PF in achieving a timely stabilization or reluctance to challenge the PF;

.  
PF and PNF excessive reliance on each other to call excessive deviations or to call for a go-around;

.  
Visual illusions (e.g., black hole, runway slope, off-airport light patterns such as brightly lighted parking lots or streets);

.  
Inadvertent (unconscious) modification of the aircraft trajectory to maintain a constant perception of visual references; and,

.  
Loss of ground, airport or runway vi sual references, with both PF and PNF looking outside to reacquire visual references.

.  
Steep approach (i.e., high and fast, with excessive rate of descent);

.  
Shallow approach (i.e., below desired glide path);

.  
GPWS activation :

- Mode 1 : SINK RATE;
- Mode 2A : TERRAIN (less than full flaps);
- Mode 2B : TERRAIN (full flaps);
.  
Final-approach-course interception too close to the runway threshold because of an insufficient outbound teardrop leg or downwind leg;

.  
Laterally unstable final approach due to lack of crosswind awareness and correction;

.  
Excessive bank angle and maneuvering to capture the extended runway centerline (overshoot) or to perform a side-step maneuver;

.  
Unstabilized approach with late or no go-around decision; and,

.  
Inadvertently descending below (“ducking-under”) the 3-degree glide path.

Summary of Key Points
The following key points should be discussed during flight crews training for enhancing safe visual approaches:
.  
Assessing the company or personal exposure (i.e., operating environment);

.  
Developing company prevention strategies and personal lines-of-defense;

.  
Weighing the time saved against the possible risk;

.  
Awareness of and accounting for all weather factors;

.  
Awareness of surrounding terrain and obstacles;

Flying Visual Approaches
Page 4

AIRBUS INDUSTRIE Getting to Grips with
 Flight Operations Support                Approach-and-Landing Accidents Reduction

.  
Awareness of airport environment, airport and runway hazards (i.e., black hole effect);

.  
Use of a published visual approach chart or visual circuit pattern;

.  
Tuning and monitoring all available navaids;

.  
Optimum use of automation with timely reversion to hand flying;

.  
Adherence to defined PF/PNF task sharing:

-PF should fly and look outside (i.e., being head up), while,
- PNF should monitor instruments (i.e., being head down);
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(145)