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 Accident Reduction Task Force issued nine conclusions and recommended several initiatives to support each conclusion.156 (The recommendations for each conclusion are detailed in appendix C.) The conclusions were as follows:


 * Establishing and adhering to adequate standard operating procedures and CRM processes will improve approach and landing safety.
 * Improving communication and mutual understanding between ATC services and flight crews of each other's operational environment will improve approach and landing safety.
 * Unstabilized and rushed approaches contribute to ALAs.
 * Failure to recognize the need for and to execute a missed approach, when appropriate, is a major cause of ALAs.
 * The risk of ALAs is higher in operations conducted during low light and poor visibility, on wet or otherwise contaminated runways, and with the presence of optical physiological illusions.
 * Using the radio altimeter as an effective tool will help prevent ALAs.
 * When the PIC [pilot-in-command] is the PF and the operational environment is complex, the task profile and workload reduce PF flight management efficiency and decision-making capability in approach and landing operations.
 * Collection and analysis of in-flight parameters (for example, flight operations quality assurance programs) can identify performance trends that can be used to improve the quality of approach and landing operations. Global sharing of aviation information decreases the risk of ALAs.

1.18.3.2 Factors Involved in Recent Controlled Flight Into Terrain Accidents and Incidents

A British Airways Boeing 777 captain who was a member of the FSF's Approach and Landing Accident Reduction Task Force and CFIT Awareness Task Force testified at the Safety Board's public hearing about the factors that have been involved in CFIT accidents and incidents. The captain testified that five of six CFIT accidents in 1996 and 1997 occurred during nonprecision approaches. The captain also said that, from 1988 to 1997, one-half of the commercial jet CFIT accidents were during step-down approaches, even though most of those airplanes had DME available.

The captain testified that, according to the accident data, the chances of a CFIT accident occurring during a nonprecision approach is five times greater than during a