Contrary opinion here. The HOT2's indistinctive relay of information and downplaying tone greased the stairs.
Clear, unbiased and precise delivery of support facts is the true responsibility of the PM and that has completely failed here. Although we do not see the whole story, why he communicated in such an inadequate manner.
Tangent question: If there was a SIM scenario where tailwind would gradually increase from 7 to 20 knots (assuming limit at 10) below say 400 feet once visual after breaking the cloud, and the PM failed to speak up that the landing must be discontinued,... is it a fail-and-retake situation where you work? Probably it should be, it is a two-pilot operation after all, yet my bet is there is no such general training practice. Certainly have not experienced one like that.
Regardless of the above, the crew was illegal to start lt the approach with regards to LDA under the reported wind conditions. No lessons learned from the previous overrun. The only topic left to discuss is if they did, what will prevent me doing the same as well.
1) Clarify to oneself the difference between the so-called and useless touchdown zone definition (shortest of 900 m or 1/3 runway) and the acceptable touchdown point from the stopping performance viewpoint: THR plus 400 m +/- 200 or 1200 ft +/- 600.
Going beyond the target of 1500 ft / 500 m starts to remove the first protective coat and losing three of them will put the naked truth on the front page. So, train your mind thoroughly to execute a G/A when landing deep. Let there be no doubt the subconscious WILL play your rational self very dirty, same as it did to the skipper here. There will be zero defences not do the stupid thing. Raw sensory information that will trigger an automated escape drill is the
only hope for cases where the PM is gone missing. If you happened to step over any lines in the previous moments no matter how thin and formal, do not expect the F/O to speak as the plot thickens. It's the human nature to stay put and be a good boiled frog.
In pilot speak: No landings beyond the last distance markings! Be acutely aware that PAPIs must be disregarded as a general rule because many of them mark for an aiming point that is already on the far edge of where the touchdown is permissible.
2)... passing on to the next contributor..
Last edited by FlightDetent; 14th Feb 2021 at 13:26.