.  
Crew experience with airport and airport environment:

. surrounding terrain; and/or,
.  specific airport and runway hazards (obstructions, …);
.  
Runway visual aids: . Type of approach lighting system; and, . Availability of a VASI or PAPI. 

The following key points should be discussed during flight crew training for safe visual approaches:

.  
Assessing the company 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 weather factors;

.  
Awareness of surrounding terrain and obstacles;

.  
Awareness of airport environment, airport and runway hazards;

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

.  
Tuning and monitoring all available navaids;

.  
Use of automation with timely reversion to hand flying;

.  
Adherence to defined PF/PNF task sharing:

.  PF should fly the aircraft and look outside (i.e., being head up); while,
.  PNF should monitor instruments (i.e., being head down);

.  Maintaining visual contact with runway and other traffic at all times;
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction
.  
Performing altitude and excessive-parameters-deviation callouts; and,

.  
Complying with go-around policy, as for instrument approaches.

8 - Landing Techniques
8.1 - Preventing Runway Excursions and        Overruns
Runway excursions and runway overruns account respectively for 8 % and 12 % of all approach-and-landing accidents.
Runway excursions and runway overruns can be categorized into six families of events, depending on their primary causal factor, as follows:
.  
Events resulting from an unstabilized approach;

.  
Event resulting from an incorrect flare technique;

.  
Events resulting from unanticipated or more-severe-than-expected adverse weather conditions (e.g., tail wind, crosswind or wind shear);

.  
Events resulting from reduced or loss of braking efficiency;

.  
Events resulting from an abnormal configuration, including:

.  aircraft dispatch under minimum equipment list [MEL] / dispatch deviation guide [DDG]; or,
.  in-flight malfunction; and,

.  
Events resulting from incorrect crew action or inadequate crew coordination, under adverse technical or weather conditions.

Company prevention strategies and individual lines-of-defense should be developed based on:

.  
Strict adherence to SOPs;

.  
Enhanced awareness of environmental factors;

.  
Enhanced understanding of aircraft performance and handling techniques; and,

Briefing Notes Summary
Page 12
　
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