6.  
Power setting is appropriate for the aircraft configuration and is not below the minimum power for approach as defined by the aircraft operating manual;

7.  
All briefings and checklists have been conducted;

8.  
Specific types of approaches are stabilized if they also fulfill the following: instrument landing system (ILS) approaches must be flown within one dot of the glideslope and localizer; a Category II or Category III ILS approach must be flown within the expanded localizer band; during a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation; and,

9.  
Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach
require a special briefing.

An approach that becomes unstabilized below 1,000 feet above airport elevation in IMC or below 500 feet above airport elevation in VMC requires an immediate go-around.
Source: Flight Safety Foundation Approach-and-landing Accident Reduction (ALAR) Task Force (V1.1, November 2000)
proach became unstabilized. The report said that the absence of this guidance was a factor that contributed to the accident. After the accident, the airline told NTSB that it adopted a recommendation by the FSF ALAR Task Force to declare and sup-port a no-fault go-around policy.
Apply Wind-correction Factors
T
ypical approach technique is to ar-rive 50 feet over the runway thresh-old — as measured from the airplane’s main landing gear — at landing reference speed (VREF — 1.3 times the airplane’s stall speed in landing configuration) plus a head wind-correction factor.
Common wind-correction factors are five knots when the winds are calm or light, or one-half the wind velocity plus all of the gust velocity; the wind-correction factor
should not exceed 20 knots. For example, with winds at 10 knots, gusting to 20
knots, the target approach speed would be
VREF plus 15 knots. The correction factor for wind velocity (five knots in the ex-ample) would be bled off during the flare, while the gust-correction factor (10 knots)
would be carried onto the runway.30
The wind-correction factors are for the head wind components of the steady-state winds and gusts. The correction factors are provided by some flight management systems or by calculations based on the crosswind table provided in the airplane flight manual. A common rule of thumb for VREF corrections is to add 50 percent of the velocity of a direct head wind, 35
percent of the velocity of a 45-degree
crosswind, and none of the velocity of a
90-degree crosswind, and to interpolate
between these values.31
a lockheed l-1011 captain’s failure to
maintain the proper approach speed was cited by NTSB in a hard-landing accident that occurred in Maui, Hawaii, U.S., on May 9, 2000.32 The surface winds were reported at 22 knots, gusting to 27 knots.
　
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