I have to agree with BOAC here.
We do not know the Captains version of events and probably never will. I'm not sure how you intend to get his version Angels. So we have to take the original story at face value. It may be accurate it may not but it does enable us to discuss some usefull CRM points.
In my view the Capt was badly at fault.
Its all very well saying the F/O was flying a poor profile but then he's a junior F/O. What do you expect? perfection. Clearly he had not anticipated the shortcut but then if his vastly experienced Captain had anticipated he should have intervened to ensure the profile flown would place them in an appropriate position to deal with the shortcut.
He should not have accepted the shortcut without gaining the F/0s consent. It is a lamentable breakdown in communication that he did and led directly to what then occurred as his F/O did not have the experience to deal with the new situation. He did not give his F/O the chance to respond to ATC's request and that is wrong.
If there was a good reason for accepting the shortcut if his F/O wasn't happy to fly it then he could have taken control himself and flown it or offered to talk him through it.
What was he doing allowing his F/O to use speedbrake with Flap 30 on a 737 NG ?! Boeings limit is Flap 10 and some companies limit it further to Flap 5. In any case they've both bust an airframe limit so why the hell did he just let it happen? Rushing too much? That alone is an ASR and an entry in the Tech Log requireing maintenance action before the aircraft flies again
Once his F/O voiced his intention to go around as they approached 1000' he could have taken control. Waiting for TOGA to be pressed is too late and at that point they should have continued the go around.
Stable at 300' is too late. If the company has hard gates and you miss them you go around unless you have a very good reason not to. E G burning final reserve or a significant emergency that threatens your safety of flight.
A word for the F/O. If your Captain is unstable at your companies hard gate you must tell him to go around and if he refuses consider takeing control from him to do so but do not get involved in a fight for the controls unless you believe you are about to die.
This Captain allowed an inexperienced F/O to be put in a situation outside his ability and experience. He is the Captain so blameing his F/O for his flying just mirrors back onto himself.
My advice to the F/O would be to file an ASR due to an unstable approach. This will protect you should your company look at the FLIDRAS and look for an explanation as to this shambles. Your always better to fess up as not doing so will appear as if you have tried to hide the event or hope no one notices. Ideally it is best to be up front and tell your Captain you are doing this after the debrief. If your company want to look at it further then it will provide an ideal oppertunity for learning and training if both sides approach it constructively. If you were halfway through a day then if you are not happy with your Captains response you can refuse to operate with him further but it has to be v serious before you do this. This was v serious though.
Chat to your mates, he may be a good bloke and this was an abberation, however if this Captain regularly behaves in this fashion your management need to know ASAP before the company has a major incident.
Sorry, no time for Captains who behave like this and then try to blame the F/O.
Last edited by Ashling; 24th May 2008 at 22:57.