In SR71's defence, the book he is reading is probably the 737 Classic POH - Flap 5 VFE is 225 knots so 270kts = 20% exceedance.
(oops he beat me to it)
Anyway, the fact that one can pull off an eventually stablised approach from 20nm @ 10000' is not really the issue - the techniques SR71 describes are quite legitimate (although probably only suitable in relatively quiet airspace where some flexibility exists with speed and descent rates) - the fact is the chap in question didn't use valid techniques, and exceeded the operating envelope of his aircraft.
I do NOT call that 'good' flying. Anyone can plonk an aeroplane on the TDZ of a runway, at whatever speed and flap setting you happen to have; that's not flying, it's just steering.
Flying which would be worthy of our admiration would be to land with the aircraft correctly configured, at the right speed, with the landing performance calculated and with the second crewmember adequately 'in the loop' to monitor the flying pilot, and all this from a 'non-standard' profile. None of those things happened in this example.
A useful mnemonic (sp?) I was taught (as I recall) for FO/PNF as an 'intervention strategy' (and sometimes you do need a 'strategy') is to have a 'PACT' in the cockpit.
P - Probe: "Do we need to start slowing down soon?"
A - Advise: "I think we should slow down now"
C - Correct: "We're too fast. We have to slow down NOW."
T - Take Control
...so the Captain/PF is given ample opportunity to explain/re-brief/correct his actions throughout, and bring the crew back into the comfort zone.
Of course, sometimes it'd be prudent to leap in at stage 2, or even 3, but RARELY straight in at 4 unless you've tried at least 2 of the earlier stages.
Last edited by Gary Lager; 7th Oct 2005 at 09:29.