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The following parameters have been recommended by The Flight Safety Foundation to define a stabilized approach. They should be met by 1,000 feet above touchdown in IMC conditions. ? The aircraft is on the correct flight path. ? Only small changes in heading and pitch are required to maintain the flight path. ? The speed of the aircraft is not more that Vref + 20 knots indicated airspeed and not less than Vref. ? The sink rate is no more than 1,000 feet per minute. ? The aircraft is in the proper approach and landing configuration. ? The power setting is no lower than the minimum specified for the type of aircraft. ? All briefings and checklists have been performed. All of these approach parameters must be met by 500 feet, including visual approaches. If your Standard Operating Procedures do not include parameters for a stabilized approach, The Flight Safety Foundation recommends that you use the parameters just listed. In a situation where you are unsure of your position such as an unexpected radio altimeter reading (in other words, a radio altimeter reading that is surprising or that does not agree with the pilots＇ expectations), a go-around should be called for. Always check altitude against range. ? You should not see radar altitudes less than 1,000 feet while on an instrument approach prior to (＇prior to＇ = before) the initial fix. ? You should never see radar altitudes of less than 500 feet between the initial fix and final approach fix. ? You should never see less than 250 feet past the final approach fix unless you are on an approach with lower minimums or until going visual. Pre-planning and a good approach briefing will allow you to make a timely go-around decision when ? weather is having a significant impact such as the loss of visual reference, or ? there is a significant cross wind, head wind, tail wind or wind shear.3. What is the meaning of power setting?
The following parameters have been recommended by The Flight Safety Foundation to define a stabilized approach. They should be met by 1,000 feet above touchdown in IMC conditions. ? The aircraft is on the correct flight path. ? Only small changes in heading and pitch are required to maintain the flight path. ? The speed of the aircraft is not more that Vref + 20 knots indicated airspeed and not less than Vref. ? The sink rate is no more than 1,000 feet per minute. ? The aircraft is in the proper approach and landing configuration. ? The power setting is no lower than the minimum specified for the type of aircraft. ? All briefings and checklists have been performed. All of these approach parameters must be met by 500 feet, including visual approaches. If your Standard Operating Procedures do not include parameters for a stabilized approach, The Flight Safety Foundation recommends that you use the parameters just listed. In a situation where you are unsure of your position such as an unexpected radio altimeter reading (in other words, a radio altimeter reading that is surprising or that does not agree with the pilots＇ expectations), a go-around should be called for. Always check altitude against range. ? You should not see radar altitudes less than 1,000 feet while on an instrument approach prior to (＇prior to＇ = before) the initial fix. ? You should never see radar altitudes of less than 500 feet between the initial fix and final approach fix. ? You should never see less than 250 feet past the final approach fix unless you are on an approach with lower minimums or until going visual. Pre-planning and a good approach briefing will allow you to make a timely go-around decision when ? weather is having a significant impact such as the loss of visual reference, or ? there is a significant cross wind, head wind, tail wind or wind shear.2. According to the paragraph, which of the following is true?
The following parameters have been recommended by The Flight Safety Foundation to define a stabilized approach. They should be met by 1,000 feet above touchdown in IMC conditions. ? The aircraft is on the correct flight path. ? Only small changes in heading and pitch are required to maintain the flight path. ? The speed of the aircraft is not more that Vref + 20 knots indicated airspeed and not less than Vref. ? The sink rate is no more than 1,000 feet per minute. ? The aircraft is in the proper approach and landing configuration. ? The power setting is no lower than the minimum specified for the type of aircraft. ? All briefings and checklists have been performed. All of these approach parameters must be met by 500 feet, including visual approaches. If your Standard Operating Procedures do not include parameters for a stabilized approach, The Flight Safety Foundation recommends that you use the parameters just listed. In a situation where you are unsure of your position such as an unexpected radio altimeter reading (in other words, a radio altimeter reading that is surprising or that does not agree with the pilots＇ expectations), a go-around should be called for. Always check altitude against range. ? You should not see radar altitudes less than 1,000 feet while on an instrument approach prior to (＇prior to＇ = before) the initial fix. ? You should never see radar altitudes of less than 500 feet between the initial fix and final approach fix. ? You should never see less than 250 feet past the final approach fix unless you are on an approach with lower minimums or until going visual. Pre-planning and a good approach briefing will allow you to make a timely go-around decision when ? weather is having a significant impact such as the loss of visual reference, or ? there is a significant cross wind, head wind, tail wind or wind shear.1. What dose parameters mean in the first paragraph?
Being go-around-prepared and go-around-minded are very important, because a go-around does not happen very often. Most important is being prepared to abandon the approach if the weather is below minimums or the approach is not stabilized. The chain of events leading to a go-around can begin at the top of descent, so the following recommendations begin with your preparation for the descent. (1) GENERAL Being go-around-prepared and go-around-minded means the following: ? You know the correct briefings, standard calls, the correct order of actions, task-sharing and cross-checking. ? You should be ready to abandon the approach if the weather is below minimums or the approach is not stabilized. ? If there is any question about the position of the aircraft, you should abandon the approach. ? After the go-around is initiated, the flight crew must fly the published missed approach procedure. (2) OPERATIONAL RECOMMENDATIONS Descent Preparation: Preparation for the descent and the approach briefing should be done early to prevent a late or rushed descent. Approach Briefing: To be go-around-prepared, the approach briefing should include a discussion of the main elements of the go-around maneuver and the published missed approach procedure. (3) THE CORRECT AIRCRAFT CONFIGURATION The flight crew must stay ahead of the aircraft throughout the flight. Any sign that there is a problem should call for immediate corrective action or the decision to go around. (4) FINAL APPROACH The crew should review the main parts of the go-around maneuver and the missed approach procedure at an appropriate time during final approach. (5) TRANSITIONING BACK TO INSTRUMENT FLYING One of the most frequent reasons for conducting a go-around is weather. If a go-around is initiated, an immediate transition to instrument flying should occur.5. When the crew should review the main parts of the go-around maneuver and the missed approach procedure, controllers should （ ）.
Being go-around-prepared and go-around-minded are very important, because a go-around does not happen very often. Most important is being prepared to abandon the approach if the weather is below minimums or the approach is not stabilized. The chain of events leading to a go-around can begin at the top of descent, so the following recommendations begin with your preparation for the descent. (1) GENERAL Being go-around-prepared and go-around-minded means the following: ? You know the correct briefings, standard calls, the correct order of actions, task-sharing and cross-checking. ? You should be ready to abandon the approach if the weather is below minimums or the approach is not stabilized. ? If there is any question about the position of the aircraft, you should abandon the approach. ? After the go-around is initiated, the flight crew must fly the published missed approach procedure. (2) OPERATIONAL RECOMMENDATIONS Descent Preparation: Preparation for the descent and the approach briefing should be done early to prevent a late or rushed descent. Approach Briefing: To be go-around-prepared, the approach briefing should include a discussion of the main elements of the go-around maneuver and the published missed approach procedure. (3) THE CORRECT AIRCRAFT CONFIGURATION The flight crew must stay ahead of the aircraft throughout the flight. Any sign that there is a problem should call for immediate corrective action or the decision to go around. (4) FINAL APPROACH The crew should review the main parts of the go-around maneuver and the missed approach procedure at an appropriate time during final approach. (5) TRANSITIONING BACK TO INSTRUMENT FLYING One of the most frequent reasons for conducting a go-around is weather. If a go-around is initiated, an immediate transition to instrument flying should occur.4. What dose rushed descent mean?
Being go-around-prepared and go-around-minded are very important, because a go-around does not happen very often. Most important is being prepared to abandon the approach if the weather is below minimums or the approach is not stabilized. The chain of events leading to a go-around can begin at the top of descent, so the following recommendations begin with your preparation for the descent. (1) GENERAL Being go-around-prepared and go-around-minded means the following: ? You know the correct briefings, standard calls, the correct order of actions, task-sharing and cross-checking. ? You should be ready to abandon the approach if the weather is below minimums or the approach is not stabilized. ? If there is any question about the position of the aircraft, you should abandon the approach. ? After the go-around is initiated, the flight crew must fly the published missed approach procedure. (2) OPERATIONAL RECOMMENDATIONS Descent Preparation: Preparation for the descent and the approach briefing should be done early to prevent a late or rushed descent. Approach Briefing: To be go-around-prepared, the approach briefing should include a discussion of the main elements of the go-around maneuver and the published missed approach procedure. (3) THE CORRECT AIRCRAFT CONFIGURATION The flight crew must stay ahead of the aircraft throughout the flight. Any sign that there is a problem should call for immediate corrective action or the decision to go around. (4) FINAL APPROACH The crew should review the main parts of the go-around maneuver and the missed approach procedure at an appropriate time during final approach. (5) TRANSITIONING BACK TO INSTRUMENT FLYING One of the most frequent reasons for conducting a go-around is weather. If a go-around is initiated, an immediate transition to instrument flying should occur.3. One of the most frequent reasons for conducting a go-around is weather, which does NOT include（ ）.
Being go-around-prepared and go-around-minded are very important, because a go-around does not happen very often. Most important is being prepared to abandon the approach if the weather is below minimums or the approach is not stabilized. The chain of events leading to a go-around can begin at the top of descent, so the following recommendations begin with your preparation for the descent. (1) GENERAL Being go-around-prepared and go-around-minded means the following: ? You know the correct briefings, standard calls, the correct order of actions, task-sharing and cross-checking. ? You should be ready to abandon the approach if the weather is below minimums or the approach is not stabilized. ? If there is any question about the position of the aircraft, you should abandon the approach. ? After the go-around is initiated, the flight crew must fly the published missed approach procedure. (2) OPERATIONAL RECOMMENDATIONS Descent Preparation: Preparation for the descent and the approach briefing should be done early to prevent a late or rushed descent. Approach Briefing: To be go-around-prepared, the approach briefing should include a discussion of the main elements of the go-around maneuver and the published missed approach procedure. (3) THE CORRECT AIRCRAFT CONFIGURATION The flight crew must stay ahead of the aircraft throughout the flight. Any sign that there is a problem should call for immediate corrective action or the decision to go around. (4) FINAL APPROACH The crew should review the main parts of the go-around maneuver and the missed approach procedure at an appropriate time during final approach. (5) TRANSITIONING BACK TO INSTRUMENT FLYING One of the most frequent reasons for conducting a go-around is weather. If a go-around is initiated, an immediate transition to instrument flying should occur.2. According to the passage, which of the following is true ?
Being go-around-prepared and go-around-minded are very important, because a go-around does not happen very often. Most important is being prepared to abandon the approach if the weather is below minimums or the approach is not stabilized. The chain of events leading to a go-around can begin at the top of descent, so the following recommendations begin with your preparation for the descent. (1) GENERAL Being go-around-prepared and go-around-minded means the following: ? You know the correct briefings, standard calls, the correct order of actions, task-sharing and cross-checking. ? You should be ready to abandon the approach if the weather is below minimums or the approach is not stabilized. ? If there is any question about the position of the aircraft, you should abandon the approach. ? After the go-around is initiated, the flight crew must fly the published missed approach procedure. (2) OPERATIONAL RECOMMENDATIONS Descent Preparation: Preparation for the descent and the approach briefing should be done early to prevent a late or rushed descent. Approach Briefing: To be go-around-prepared, the approach briefing should include a discussion of the main elements of the go-around maneuver and the published missed approach procedure. (3) THE CORRECT AIRCRAFT CONFIGURATION The flight crew must stay ahead of the aircraft throughout the flight. Any sign that there is a problem should call for immediate corrective action or the decision to go around. (4) FINAL APPROACH The crew should review the main parts of the go-around maneuver and the missed approach procedure at an appropriate time during final approach. (5) TRANSITIONING BACK TO INSTRUMENT FLYING One of the most frequent reasons for conducting a go-around is weather. If a go-around is initiated, an immediate transition to instrument flying should occur.1. What does go-around-minded in the first paragraph mean?
The flight crew does not know that a CFIT accident is happening. But approach and landing accidents are different. The crew can notice many of the problems before the approach and landing accident happens. If the crew notices the problem before an accident, they can do something. If you are aware of the situation and do the right thing to correct the problem, you can prevent an approach and landing accident. The Flight Safety Foundation＇s Approach and Landing Accident Reduction Taskforce has collected a lot of information on ALA incidents. This information has allowed them to understand many of the things that cause approach and landing accidents. Speed’s creeping, uh, faster Well, the approach is unstable, go around. These things include: ? A badly flown approach; ? Not using the standard procedures for the approach and landing; ? Not understanding where the aircraft is in relation to the ground; and, most importantly, ? Not making a decision to go around before it is too late. You have probably been in one or more of these situations many times during your flying career. Sometimes the crew lands the aircraft safely even with one or more of these problems. But each approach and landing is different. On each one there is a chance that one or more of the ALA problems may cause an accident, as was the case for many crews in earlier accidents. The Flight Safety Foundation＇s Approach and Landing Accident Reduction effort uses the input of more than 300 industry experts from airlines, government agencies, business aviation companies and aircraft manufacturers. A big part of this effort is to give you tools that help you understand the problems during approach and landing. The solutions and tools in this Module should be used to help you. But you must understand the problems and do the correct things.5. Which of the following has the same meaning as go around?
The flight crew does not know that a CFIT accident is happening. But approach and landing accidents are different. The crew can notice many of the problems before the approach and landing accident happens. If the crew notices the problem before an accident, they can do something. If you are aware of the situation and do the right thing to correct the problem, you can prevent an approach and landing accident. The Flight Safety Foundation＇s Approach and Landing Accident Reduction Taskforce has collected a lot of information on ALA incidents. This information has allowed them to understand many of the things that cause approach and landing accidents. Speed’s creeping, uh, faster Well, the approach is unstable, go around. These things include: ? A badly flown approach; ? Not using the standard procedures for the approach and landing; ? Not understanding where the aircraft is in relation to the ground; and, most importantly, ? Not making a decision to go around before it is too late. You have probably been in one or more of these situations many times during your flying career. Sometimes the crew lands the aircraft safely even with one or more of these problems. But each approach and landing is different. On each one there is a chance that one or more of the ALA problems may cause an accident, as was the case for many crews in earlier accidents. The Flight Safety Foundation＇s Approach and Landing Accident Reduction effort uses the input of more than 300 industry experts from airlines, government agencies, business aviation companies and aircraft manufacturers. A big part of this effort is to give you tools that help you understand the problems during approach and landing. The solutions and tools in this Module should be used to help you. But you must understand the problems and do the correct things.4. According to this passage, which of the following statements is true?
