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ATC services and operators should:
.  Introduce joint training that involves both ATC personnel and flight crews to:
.  Promote mutual understanding of issues such as procedures, instructions, operational requirements and limitations between flight deck and the ATC environment;
.  Improve controllers’ knowledge of the capabilities advanced technology flight decks; and,
.  Foster improved communications and task management by pilots and controllers during emergency situations; and,

.  
Ensure that controllers are aware of the importance of unambiguous information exchange, particularly during in-flight emergencies;

.  
Implement procedures that require immediate clarification or verification of transmissions from flight crews that indicate a possible emergency situation;

.  
Implement procedures for ATC handling of aircraft in emergency situations to minimize flight crew distraction;

 

Flight Safety Foundation ALAR Task Force – Conclusions and Recommendations
Page 4

.  
In cooperation with airport authorities and rescue services, implement unambiguous emergency procedures and common phraseology to eliminate confusion; and,

.  
Develop, jointly with airport authorities and local rescue services, emergency-training programs that are conducted on a regular basis.

Flight crews should:

.  
Verify understanding of each ATC communication and request clarification when necessary; and,

.  
Accurately report the status of abnormal and emergency situations and the need for emergency assistance using standard phraseology.

Approach Hazards -Low Visibility, Visual Illusions and Contaminated Runway Operations:
Conclusions:
The risk of approach and landing accident is higher in operations conducted in low light and/or visibility, on wet or otherwise contaminated runways, and with the presence of optical or physiological illusions.
More than 70 % of CFIT and runway excursion/overrun events occur:
.  
In low visibility;

.  
In hilly or mountainous terrain; 

.  
On contaminated runway; and/or,

.  
Under adverse wind conditions.

The lack of acquisition or the loss of visual references is the most common primary causal factor in approach-and-landing accidents.
Recommendations:
.  
Flight crews should be trained in operations involving adverse conditions (i.e., crosswind, runway contamination) before they are assigned line duties;

.  
Flight crews should make operational use of a risk-assessment checklist to identify approach and landing hazards;

Appropriate procedures should be implemented to lessen these risks; and,

.  Operators should develop and implement a policy for the appropriate use of automation, navigation and approach aids for the approach being flown.
Use of Radio Altimeter for Terrain Awareness:
Conclusions:
Using the radio altimeter (RA) as an effective tool helps prevent approach and landing accidents.
Recommendations:
.  
Education is needed to improve crew awareness of radio altimeter operation and benefits;

.  
Operators should state that the radio altimeter is to be used during approach operations and specify procedures for its use; and,

.  
Operators should fit radio altimeters and activate “Smart Callouts” at 2,500 feet, 1,000 feet, 500 feet, at 200 feet or the altitude set in the “DH” (decision height) window (as well as at 50 ft, 40 ft, 30ft, 20 ft and 10 ft, as required) for enhanced terrain awareness.

Flight Operations Quality Assurance (FOQA):
Conclusions:
Collection and analysis of in-flight parameters, (FOQA) programs identify performance trends that can be used to improve approach and landing safety.
　
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