接着上一篇：干货推荐：稳定进近的误解与误读（1）

今天继续学习FSF（国际飞安基金会）的研究报告：

（不想看英文的往下翻，有翻译）

Factors in Unstabilized Approaches

Unstabilized approaches are attributed to:

• Fatigue;

• Pressure of flight schedule (making up for delays);

• Any crew-induced or ATC-induced circumstances resulting in insufficient time to plan, prepare and conduct a safe approach. This includes accepting requests from ATC to fly higher/faster or to fly shorter routings than desired;

• ATC instructions that result in flying too high/too fast during the initial approach;

• Excessive altitude or excessive airspeed (e.g., inadequate energy management) early in the approach;

• Late runway change (lack of ATC awareness of the time required by the flight crew to reconfigure the aircraft for a new approach);

• Excessive head-down work (e.g., flight management system [FMS] reprogramming);

• Short outbound leg or short downwind leg (e.g., because of traffic in the area);

• Late takeover from automation (e.g., because the autopilot [AP] fails to capture the glideslope);

• Premature descent or late descent caused by failure to positively identify the final approach fix (FAF);

• Inadequate awareness of wind conditions, including:

– Tail-wind component;

– Low-altitude wind shear;

– Local wind gradient and turbulence (because of terrain or buildings); or,

– Recent weather along the final approach path (e.g., wind shift or downdrafts caused by a descending cold air mass following a rain shower);

• Incorrect anticipation of aircraft deceleration characteristics in level flight or on a three-degree glide path;

• Failure to recognize deviations or failure to adhere to the excessive-parameter-deviation limits;

• Belief that the aircraft will be stabilized at the minimum stabilization height or shortly thereafter;

• Excessive confidence by the PNF that the pilot flying (PF) will achieve a timely stabilization;

• PF-PNF too reliant on each other to call excessive deviations or to call for a go-around; and,

• Visual illusions.

造成不稳定进近的原因：

不稳定进近归因于：

• 疲劳;

• 航班正点的压力（弥补延误）;

• 任何机组或ATC引起的导致没有足够的时间来计划、准备和实施安全的进近的情况。这包括接受来自ATC的要求高高度/大速度或切入比预计更短的航线;

• ATC指令在起始进近航段导致飞得太高/太快;

• 开始进近时，高度过高或速度过大（例如，没做好能量管理）;

• 更改跑道时机太晚（ATC缺乏对于机组人员为重新准备进近所需的时间的意识）;

• 过多的低头工作（例如，飞行管理系统FMS重新准备）;

• 出航边太短或三边太短（例如，由于飞机太多）;

• 手动接管过晚（例如，因为自动驾驶仪未能截获下滑道）;

• 未能确定最终进近定位（FAF）导致的过早下降或晚下降;

• 对风的影响认识不足，包括：

- 顺风分量;

- 低空风切变;

- 当地的风的梯度和湍流（由于地形或建筑物）;或者，

- 沿最后进近路径的最近天气影响（例如，由阵雨后的下沉冷气团引起的风的变化或下洗气流）。

• 在平飞或三度下滑路径上对飞机减速特性的预计不正确;

• 未能识别偏差或未能遵守超出参数偏差的限制;

• 相信飞机将会在最低稳定高度或此后不久建立稳定进近;

• PNF过度信任PF将可以按时建立稳定进近;

• PF-PNF对彼此之间会进行的偏差过度或复飞的提醒过于依赖；

• 视觉错觉。

以上基于FSF（国际飞安基金）的ALAR（进近和着陆事故降低）研究文献，供大家学习！

感谢飞行圈麦机长协助翻译校对