.  
Conduct of landing; and,

.  
Conduct of go-around.

Two operating philosophies are commonly used for task sharing during approach:
.  PF-PNF task sharing:
.  The task sharing for the acquisition of visual references depends on:
°. the type of approach (i.e., on the time available for the acquisition of visual references); and,
°. the use of automation (i.e., on the level of automation and redundancy);
.  The Airbus Industrie operating philosophy and training philosophy promote a PF-PNF task sharing with acquisition of visual references by:
°. PNF, for non-precision and CAT I ILS approaches; and,
°. PF, for CAT II / CAT III ILS approaches.
For CAT II / CAT III operations, the CAPT usually is the PF and only an automatic approach and landing is considered.

.  CAPT-F/O task sharing:
.  This task sharing provides an alternative definition of the CAPT and F/O functions during the approach;
.  This operating philosophy usually is referred to as Shared approach or Monitored approach or Delegated handling approach.

Statistical data
The lack of acquisition adequate visual references or the loss of visual references is a frequent causal factor in approach-and-landing accident; this includes:
.  
Descending below the MDA(H) or DA(H) without adequate visual references or having acquired incorrect visual references (e.g., a lighted area in the airport vicinity, a taxiway or an other runway);

.  
Continuing the approach after the loss of visual references (e.g., because of a fast moving rainshower or fog patch).

CFIT awareness
During the final descent, PF and PNF should monitor the vertical flight path and lateral flight path, and should not descend below the charted minimum safe altitude before reaching the next descent fix (i.e., a DME distance, locator or other reference).
In IMC or at night, PF should respond immediately to any GPWS warning or EGPWS / TAWS warning.
Acquisition of Visual References
Page 1

AIRBUS INDUSTRIE
    Flight Operations Support

Defining Visual References
When a low visibility approach is anticipated, the approach briefing should include a thorough review of the approach light system (ALS) using the instrument approach chart and the airport chart.
Depending on the type of approach and prevailing ceiling and visibility conditions, the lighting element(s) expected to be available at the first visual contact should be discussed.
Continuing the approach below the MDA(H) or DA(H) is permitted only if at least one of the following visual references is distinctly visible and identifiable (as detailed in the operator’s applicable regulation):
.  
The approach light system (ALS):

.  e.g., sequenced flashing lights, steady runway alignment lights, 1000 ft or 500 ft cross bars;

.  
The [runway] threshold;

The threshold markings; or,
The threshold lights;

.  
The runway end identification lights ( REIL );

.  
The visual approach slope indicator ( VASI or PAPI );

.  
The touchdown zone;

The touchdown zone markings;
The touchdown zone lights; or,

.  The runway;
The runway markings;
The runway edges or centerline lights.

Acquiring adequate visual references requires that the visual cues have been in view for sufficient time for the pilot to make an assessment that the landing can be completed without further reference to the aircraft guidance-systems.
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction
　
中國航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(138)