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must be at or above weather minimums in order for the aircraft to continue the approach.
In the USA, the final approach fix is designated for non-precision approaches, while
glide slope intercept (at a “normal” intercept altitude) is the requirement for precision
approaches. Other countries may utilize the outer marker or specific altitudes, but gen-
erally, if the flight passes the designated position with reported weather at or above
minimums, it may continue to the Missed Approach Point or Decision Height (MAP/DH),
as applicable. If acceptable conditions exist at the MAP/DH32 and the aircraft is stabilized
32 In some cases, visual acquisition of the approach lighting system allows for further descent to a lower height; how-
ever, visual contact with the runway environment must still be achieved before landing. The runway environment
usually includes the runway surface and any lighting aids at or beyond the threshold.

Flight Crew Activities During a Typical Flight 245
or “in the slot,”33 the approach may be continued to landing. If weather conditions are
below minimums at the designated position, the procedure must be aborted and other
alternatives considered, e.g., diversion, holding, etc.
Runway wind conditions must be addressed by the crew during the final approach and
landing. Depending on the wind direction, intensity and presence of gusts, adjustments
may have to be made resulting in a higher planned approach speed. Maximum cross-
wind limitations vary among equipment type and weather conditions. The demonstrated
crosswind limitations of modern transport aircraft typically range from 25 to 35 knots.
This value may be further reduced by runway conditions (wet vs. dry), low visibility or
inoperative equipment (e.g., rudder malfunctions). In any event, during high-crosswind
situations the crew must maintain awareness of the aircraft’s limitations, as well changes
in surface winds and gusts.
Unless weather requirements dictate, use of the autopilot during the approach (or for
any phase of the flight) is at the pilot’s discretion. Many carriers encourage their crews
to manually operate the flight controls, when appropriate, for the purpose of maintain-
ing proficiency. Cockpit crews are expected, however, to utilize all available information
(such as the autopilot flight director guidance cues presented on the primary flight dis-
play) during all phases of flight including approaches and landings, whether under visual