Descent Management Being Prepared for Go-Around(3)

. Descent and Approach Profile Management 

. Energy Management during Approach

. Flying Stabilized Approaches.

Final Approach When flying with the AP engaged, the flight crew should consider the following aspects, to be ready to take over manually:

. Seat and armrest adjustment (this is of primary importance for an effective handling of the aircraft in a dynamic phase of flight)

. Flying with one hand on the side stick (or control wheel, as applicable), and one hand on the thrust levers (throttle levers).

Transition from Visual References back to Instrument Flying  Once the PF has acquired appropriate visual references, the PNF must maintain instrument references and be ready to announce the appropriate callouts if one flight parameter deviates from the normal and safe value.
If a go-around is initiated, an immediate transition back to instrument flying must take place.
Instrument flying prevents illusions, which can lead to crew corrections that cause the aircraft to deviate from vertical or horizontal flight paths. 
These illusions originate in:

. A sudden linear acceleration: Illusion that the aircraft is pitching too much up and can lead the pilot to pitch down (Somatogravic illusion).

. An angular acceleration: In a case of sustained movement in one direction, there is a sensation of moving in the opposite direction (Somatogyral illusion). For example, in right bank the pilot may continue to turn right.  

Go-Around below the Minimums When the need for go-around is identified, the decision should not be delayed.
Go-around can be decided until the selection of the reverse thrust.
If the go-around has been initiated, it must be completed. Reversing a go-around decision can be hazardous (e.g. F/O initiating a late go-around; Captain overriding and trying to land the aircraft).
　
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