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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?
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.3. What does not using standard procedures for the approach and landing 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.2. What does Speed’s creeping in the second 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.1. Some words used in first paragraph have a similar meaning to be aware of, except （ ）.
Domestic airline passengers will be able to make phone calls and send e-mails from the sky from next year, a local carrier has said. Shenzhen Airlines said on Monday it has signed an agreement with Geneva-based On-Air to provide passengers with in-flight communications services on all its planes by the end of 2009. The service will be introduced on three aircraft ahead of the 2008 Olympics, on two routes----from Shenzhen to Beijing and Shenzhen to Shanghai, the airline said. Passengers will be able to use their own electronic devices to send e-mails and short messages, make calls and surf the Internet, it said. The service is expected to be of particular interest to business travelers. According to a survey at the end of last year, China had 4.55 million mobile-phone subscribers. Ninety-three percent of those polled said they wished they could send and receive e-mails and messages while on a plane. Despite the introduction of the new service, passengers will still be prevented from using their cell phones and laptops when the plane is taking off and landing, or flying at less than 3,000 m above sea level, the official said. The official said the new service would not lead to an increase in ticket prices, but users of Chinese mobile-phone services will be charged the international roaming rate for any calls made from the sky. Shenzhen Airlines is the first Chinese carrier to provide such in-flight communications services. Its president, Li Kun, said installing the facilities will cost 4.5 million yuan ($596,000) per aircraft. However, the project still needs to be approved by the Civil Aviation Administration of China, a source said.5. It can be inferred that the new service will probably cause（ ）.
