. Excessive bank angle when capturing the final approach course (up to 40-degree);

. Activation of a GPWS warning:

. Mode 1 : SINK RATE;

. Mode 2A : TERRAIN (not full flaps);

. Mode 2B : TERRAIN (full flaps).

. Late extension of flaps or flaps load relief system activation (as applicable), resulting in the late effective extension of flaps;

. Flight-parameter excessive deviation when crossing the stabilization height:

. Excessive airspeed (up to V REF + 70 kt);

. Not aligned (up to 20-degree heading difference);

. Excessive bank angle (up to 40 -degrees);

. Excessive vertical speed (up to – 2000 ft/mn);

. Excessive glide slope deviation (up to 2 dots);

. Excessive bank angle, excessive sink rate or excessive maneuvering while performing a side-step;

. Speedbrakes being still extended when in short final (i.e., below 1000 ft above airfield elevation);

. Excessive flight-parameter deviation(s) down to runway threshold;

. High runway-threshold crossing (up to 220 ft);

. Long flare and extended touchdown.

X Company’s Prevention Strategies and Personal Lines-of-defense Company’s prevention strategies and personal lines-of-defense to reduce the number of unstabilized approaches should:

. Identify and minimize the factors involved; and,

. Provide recommendations for the early detection and correction of unstabilized approaches.

The following four-step strategy is proposed:

. Anticipate;

. Detect;

. Correct; and,

. Decide.

X.1 Anticipate Some factors likely to result in a rushed and unstabilized approach can be anticipated.
Whenever practical, flight crews and controllers should avoid situations that may result in rushed approaches.
The descent-and-approach briefing provides an opportunity to identify and discuss factors such as :

　
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