I will fly no matter what. If you want to take control, say "I have control", and I will let go. But be careful what you ask for, because you'll suddenly be flying.
I hope this is the appropriate forum to bring up the subject when talking about the handing over/taking over techique when it comes to briefing. In March 2007 there was a Garuda Indonesia Boeing 737 over-run crash with fatal consequences. The investigation stated the accident was caused by an overspeed approach and improper landing configuration due to pilot error. The copilot had warned the captain who was PF that the aircraft was too fast and that they should go-around. The captain ignored the advice and all the copilot could do was to give further warnings. He made no attempt to take over physical control from the captain. The Investigation criticised the copilot for his lack of action. This is a perennial problem in many airlines and which puts the copilot in a difficult postion. For example, does he risk being sacked for making a too early intervention? .
One simple method of forcing a go-around without resorting to physical intervention (and all that implies), is to say "Go-around" and simultaneously select the landing gear lever to up. No captain would then deliberately land wheels up just to make a point. By then the CVR would have recorded the voice of the copilot warning the approach was unstable and thus clearing the copilot of any wrong doing. This recommended action could be covered in company SOP's. When reading the numerous world wide accident reports caused by poor piloting by the PIC, countless lives could have been saved if the PM had resorted to falling back on gear retraction as a means of forcing a go around and thus preventing a potential accident.
A good example of copilot action that saved an almost certain accident was a Boeing 737 landing at a regional airfield in SE Asia. The captain was very high on final approach in good weather and to the astonishment of the copilot the captain proceeded to apply full aileron in both directions to lose height. He later said the spoiler operation actuated by full aileron would have aided into getting back on glide path without excessive speed increase. The copilot was thoroughly alarmed by the actions of the captain who ignored the copilots call-outs to go around. In sheer desperation the copilot placed his hand under the captain's hand on the thrust levers and pushed them forward to go-around thrust thus forcing a go-around.. In other words he did not try to physically take over from the captain. There was an Inquiry and the captain was repriminded by his company.
Interestingly here is a cut and paste report just arrived into the Accidents and Close calls forum. A perfect case for the copilot to force the captain into a go-around by selecting gear up.
The aircraft departed Lagos with 96 passengers and seven crew members on board. Conditions in Port Harcourt were good, with clear skies, calm weather and daylight visibility. Investigators explained that the aircraft was stable on approach until it got close to landing. At 1,000 feet above the ground the situation appeared normal, and the captain disconnected the autopilot at 500 feet to complete the landing manually. Shortly after, the aircraft drifted above the normal landing path.
The captain later admitted that by the time he realised, the aircraft was already too high. It crossed the runway threshold at about 200 feet, which is much higher than the recommended landing height. The first officer, who was younger and had less than 900 hours of flying experience, told the captain to go around and attempt another landing. This is a standard safety procedure, but the captain, an older and highly experienced pilot with over 10,000 hours on the Boeing 737, decided to continue.
Last edited by Centaurus; 13th September 2025 at 11:54.