Approach Techniques Flying Stabilized Approaches(6)

. Insufficient awareness of wind conditions:

. Tailwind component;

. Low altitude wind shear;

. Local wind gradient and turbulence (e.g., caused by terrain, forest 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;

. Visual illusions during the visual segment;

. Continued approach without acquisition of adequate visual references or after loss of visual references;

. Failure to accurately follow the PAPI / VASI; and / or,

. Failure to adequately maintain the aiming point (i.e., duck-under).

IX Typical 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):

. 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  – 2200 ft/mn, flight path angle up to 15 % gradient / 9-degree slope); Steep approaches appear to be twice as frequent as shallow approaches;

. Shallow approach (i.e., below desired glide path);

. Low airspeed maneuvering (i.e., inadequate energy management);
　
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