.  
Operators should develop SOPs regarding the use of automation during the approach and landing phases and provide training accordingly;

Errors in using and managing the automatic flight system and/or the lack of awareness of the operating modes are causal factors in more than 20 % of approach-and-landing accidents; and,

.  
Operators should define a clear policy regarding the role of the pilot-in-command (commander) in complex and demanding situations;

Training should address the practice of transferring flying duties during operationally complex situations.

Flightcrew Decision-Making:
Conclusions:
Establishing and adhering to adequate decision-making processes improve approach and landing safety.
Crew resource management issues, including decision-making under stress, are observed as circumstantial factors in more than 70 % of approach-and-landing accidents.
Recommendations;
.  
Operators should provide education and training that enhance flightcrew decision-making and risk (error) management; and,

.  
Operators should develop an effective tactical decision-making model for use in time-critical situations.

Preparedness to Go-around and Commitment for Missed-Approach:
Conclusions:
Failure to recognize the need for and to execute a missed approach when appropriate is a major cause of approach and landing accidents.
More than 70 % of approach-and-landing accidents contained elements which should have been recognized by the crew as improper and which should have prompted a go-around.

Flight Safety Foundation ALAR Task Force – Conclusions and Recommendations
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It is also observed than when an unstable approach warrants a go-around decision, less than 20 % of flightcrews actually initiate a go-around.
Recommendations:
.  Operators should specify well-defined go-around gates for approach and landing operations. 
Parameters should include:
.  Visibility minima required for the approach and landing operation;
.  Assessment at the final approach fix (FAF) or outer marker (OM) of crew and aircraft readiness for approach; and,
.  Minimum altitude at which the aircraft must be stabilized;

.  Operators should develop and support
No-blame Go-around and Missed Approach Policies;
A true no-blame go-around policy should alleviate the reporting and justification requirements following a go-around or diversion; and,

.  Training and company performance management systems should reinforce these policies.
Flying Stabilized Approaches:
Conclusions:
Unstabilized and rushed approaches contribute to approach and landing accidents.
Continuing an unstabilized approach is a causal factor in 40 % of all approach-and-landing accidents.
Approximately 70 % of rushed and unstable approaches involve an incorrect management of the descent-and-approach profile and/or energy level (i.e., being slow and/or low, being fast and/or high).
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction
　
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