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Energy awareness, by maintaining the engines thrust to the level required to fly a 3-degree approach path at the final approach speed (or at the minimum ground speed, as applicable).

This also enhances the go-around capability.

Getting to Grips withApproach-and-Landing Accidents Reduction
In addition, a stabilized approach provides the following benefits:
.  
More time and attention are available for the monitoring of ATC communications, weather conditions, systems operation;

.  
More time is available for effective monitoring and back-up by the PNF;

.  
Defined flight -parameter-deviation criteria and minimum stabilization height support the decision to land or go-around; and,

.  
Landing performance is consistent with published performance.

Factors Involved in Unstabilized Approaches
The following circumstances, factors and errors are often cited when discussing rushed and unstabilized approaches:
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Fatigue;

.  
Pressure of flight schedule (i.e., making up for takeoff delay);

.  
Any crew-induced or controller-induced circumstances resulting in insufficient time to plan, prepare and execute a safe approaches;

This includes accepting requests from ATC for flying higher and/or faster than desired or flying shorter routings than desired;

.  
ATC instructions that result in flying too high and/or too fast during the initial approach;

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

.  
Late runway change (lack of ATC awareness of the time required to reconfigure the aircraft systems for a new approach);

.  
Excessive head-down work (e.g., FMS reprogramming);

Flying Stabilized Approaches
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.  
Short outbound leg or short down-wind leg (e.g., in case of unidentified traffic in the area);

.  
Late takeover from automation (e.g., in case of AP failing to capture the GS, usually due to crew failure to arm the approach mode);

.  
Premature or late descent due to absence of positive FAF identification;

.  
Insufficient awareness of wind conditions:

-tailwind component;
- low altitude wind shear;
-local wind gradient and turbulence (e.g., caused by terrain or buildings); or,
-recent weather along the final approach path (e.g., downdraft caused by a descending cold air mass following a rain shower);

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

.  
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;

.  
Excessive confidence by the PNF that the PF will achieve a timely stabilization;

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

.  
Visual illusions during the visual segment.

Deviations Observed in Unstabilized Approaches
The following procedure deviations or flight path excursions often are observed, alone or in combination, in rushed and unstabilized approaches (figures provided between brackets reflect extreme deviations observed in actual unstabilized approaches, worldwide).
Getting to Grips withApproach-and-Landing Accidents Reduction
.  
Full approach flown at idle down to touchdown, because of excessive airspeed and/or altitude early in the approach;

.  
Steep approach (i.e., above desired flight path with excessive vertical speed up to
　
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