Originally Posted by
Bob Viking
What you’re suggesting is not vastly different from what is already done.
This accident was on a PEFATO where there would not normally ever be a low key. The 500’ contract decision (it really is not complicated like some on here believe) is the final decision point.
During a circling PFL pattern high and low key are gates of sorts but they are not, and do not need to be, mandatory. Pilots judgment and assessment of their energy state is sufficient. Varying the point at which gear and flaps are selected or adapting the ground track are all options. The contract is always there as the final check where a go around or an ejection (there should be sufficient energy to raise the nose to level flight first) can be made.
I don’t think we need to agree to disagree. I think we are basically in agreement.
BV
i have seen footage of a very similar incident (missed the ground by not much), also on a hawk, where the pilot got the visual cue wrong, which led to a false sense of energy. Instead of being at low key and ~2.5-3k they were half the distance from the runway and half the altitude. This led to them being low and “tight”, and in the end were very close to hitting the ground.
I must admit when I first read the numbers that R3 gave himself (as presented in the SI) I had a sharp intake of breath... it was not alluded to in the report however the visual cue, particularly in a non HUD aircraft could give one a false sense of where they are in time and space...