Originally Posted by
Airbus Unplugged
One way of operating an aircraft safely is to have a briefing at a sensible period of low workload, in which the crew openly and cooperatively discuss the approach, the threats to be faced, the required performance of the aircraft, how the aircraft is to be operated and what modes/level of automation to be used, and a number of points or gates during the approach where the energy can be measured against the planned profile. These gates can then be used as decision points as to whether it is safe and sensible to continue the approach, or whether the configuration of the aircraft should be changed or extra track miles should be requested.
Ultimately, both pilots will ensure that at a bottom line, let's say 1000 agl, that if the aircraft is not on the centre line and prescribed glide path, with the speed stable and close to target and the engines at approach thrust - a go around shall be flown.
Some occupants of some aircraft flight decks may use different methods or no methods at all to achieve different outcomes.
Thanks Airbus, you have the nub of the matter right here. You describe what should happen in a well run airline and on a disciplined flight deck. SOPs are always very clear on gates and there are usually a few of them. Some are mandatory such as the 1000 RA or the 500 RA where if certain conditions are not met (basically the approach must be stable) then a GA must be flown. In a well known LCC the PNH can even instruct the Captain to "Go Around" if at 500 ft the plane is not fully configured for landing, on profile and at the correct speed. The Captain must respond with a GA. There are other gates such as the obvious one at 30 nm out at FL 100 at about 300 kts, which is the harbinger of things to come. If you are too high and fast at this point you need to start doing something and work at it until back in the slot. 10nm at 3000 at 210 kts to thereabouts is another really good one of course, but you do need to know your 3 x table. I have met some pilots who don't - and I am not making that up. So the question arises how did this plane end up the way it did? The CVR and FDR will reveal all, but will it be released in full? This is all very sad since like most crashes it appears to be completely avoidable if best practice we to have been applied. But we don't know yet of course and must await the CVR and FDR. All the best Ret'd Guy.