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 precision approach. The captain also stated that nonprecision approaches are generally much more complex than precision approaches because, for many pilots, nonprecision approaches are less familiar, are more prone to error, and require more comprehensive briefing. Further, the captain stated that nonprecision approaches need particularly careful and accurate monitoring and that it is possible, with complex step-down procedures, for steps to be missed or taken out of order. The captain added, "in other words, to get one step ahead of the airplane could be fatal." He recommended eliminating step-down nonprecision approaches "...because the accident data says we should...." In addition, the captain testified that nonprecision approaches need much more carefully managed airplane crew and checklist management because many CFIT accidents occur when the crew is preoccupied or distracted by other tasks.

The captain stated that 70 percent of the CFIT accidents occurred on final approach and that most of these aircraft were "...in line with the runway." The captain also stated that "...many accident aircraft [were] underneath the three-degree glideslope [of a precision approach]." Figure 10 shows vertical profile information that was available from the 40 CFIT accidents and incidents that occurred between 1986 and 1990, as prepared by Boeing and provided by the FSF's CFIT Awareness Task Force.

Figure 10. Vertical profile information from the 40 CFIT accidents and incidents between 1986 and 1990.

Reproduction courtesy of The Boeing Company and the Flight Safety Foundation's Controlled Flight Into Terrain Awareness Task Force.