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Old 15th Nov 2017, 16:48
  #725 (permalink)  
Join Date: Jun 2001
Location: Rockytop, Tennessee, USA
Posts: 5,886
Lots of good reading in this NTSB accident docket:

This actual excerpt from one of the BA manuals reminds me of that infamous non-handling, non-landing pilot procedure joke making the rounds two decades ago.


The following allocation of duties is specified for the workload associated with normal operation. However, the Commander must assess any exceptional workload associated with nonnormal conditions and assign revised duties as necessary.

i. P1 and P2 roles must be allocated for every flight. Each flight starts with:

a. PF duties undertaken by P1.
b. PM duties undertaken by P2.

ii. It is British Airways policy to employ a monitored approach policy. Prior to top-of-descent:

a. PF duties are undertaken by P2.
b. PM duties are undertaken by P1.

iii. For a planned manual landing PF duties revert to P1 if:

a. Stable Approach Requirements are met; and
b. Visual Reference Requirements are met.

iv. For a planned autoland PF duties revert to P1 if:

a. Stable Approach Requirements are met; and
b. The aircraft passes 1000 R.

Note: Only BA Captains, or First Officers undergoing Command Conversion Courses and occupying the left-hand flight crew compartment seat, may operate as P1 during Low Visibility Operations. The definition of Low Visibility (OM A 8.22.1 Low Visibility Operations) is subtly different from that specified for First Officer handling limits, defined in BA as Take-off in less than 600 m RVR or Landing in worse than Cat I conditions.
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