Let me add some perspective here.
OK, so the ILS was unserviceable, but the PAPI apparently was working according to the pilots. Flying conditions were near perfect VMC. Even in a big jet, you are running out of excuses for this accident.
In my airline, as stated above by Capt Emad, a sustained speed excursion below Vref would be a fail in the simulator for the flying pilot.
A sustained speed excursion below Vref and not called by the non-flying pilot would be a fail for the non-flying pilot. Neglecting to call a go-around if the speed is not immediately corrected would also be a fail for the non-flying pilot.
Likewise for sustained deviations above or below the PAPI, unusual rates of descent, etc etc.
The flying pilot would be failed for sustaining these errors, and the non-flying pilot would be failed for either not noticing/calling them, or not demanding a go-around if the errors weren't immediately corrected after they were called.
That's how it works. Well, in some airlines at least. The importance is placed on noticing the error, and applying an immediate correction, or if that doesn't work, go-around. If you do this, you won't fail. In fact, in our airline you can screw up your approach but so long as you go-around either of your own accord or when told to, and get it right next time, you generally cannot be failed in the simulator.
Last edited by DutchRoll; 11th Jul 2013 at 00:42.