B737 gross over-run accident. Time overdue to fix the simulator syllabus.
Join Date: Sep 2007
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I can comfortably say that I have never (knowingly) continued an unstable approach. Does that mean my airspeed has always been knot perfect or my rate of descent hasn’t briefly dipped over 1000fpm? Almost certainly not.
But there surely is a difference between a professional aviator making a brief and recognized error and the Garuda skipper who is a criminal and should never spend a free day roaming the planet again (the captain in this instance would likely be in the same category had the ending been as catastrophic).
But there surely is a difference between a professional aviator making a brief and recognized error and the Garuda skipper who is a criminal and should never spend a free day roaming the planet again (the captain in this instance would likely be in the same category had the ending been as catastrophic).
Join Date: May 2003
Location: KGRB, but on the road about 1/2 the time.
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At my airline, we just changed from 1000' IFR/500' VFR stable to 1000' stable. They also noted that many unstable approaches occurred because the aircraft was configured too late. When I was flying in Africa our "Chief Pilot" made the rule to go gear down at 8 miles out. I have been using that technique, and it seems to work quite well for me (now it is "Gear Down, Flaps 20").
We have "no-fault" go-arounds, and we are encouraged to go-around more than we have been. They would prefer a report (ASAP) for every go-around, but it is not required. We are told any operating crew can call for a go-around, which I don't agree with. If I am, or I have a jumpseater (or deadhead crewmember) in the cockpit, I hope that they would call for a go-around if necessary, and I expect that the flying pilot will go-around regardless of who calls for it.
I know there are/were airlines where the crews would get in trouble if they went around...NOT VERY NICE!
We have "no-fault" go-arounds, and we are encouraged to go-around more than we have been. They would prefer a report (ASAP) for every go-around, but it is not required. We are told any operating crew can call for a go-around, which I don't agree with. If I am, or I have a jumpseater (or deadhead crewmember) in the cockpit, I hope that they would call for a go-around if necessary, and I expect that the flying pilot will go-around regardless of who calls for it.
I know there are/were airlines where the crews would get in trouble if they went around...NOT VERY NICE!
. One outfit I know, the civil authority examiner [on the CAA payroll, not an industry delegate] also moonlights for his assigned airline.
Whether this should be reported to ICAO and whether ICAO would take any action on the word of a simulator panel operator is debatable. If ICAO is anything like the U.N. it is toothless.
Whether this should be reported to ICAO and whether ICAO would take any action on the word of a simulator panel operator is debatable. If ICAO is anything like the U.N. it is toothless.
In my personal experience, not unknown in the UK in years gone by. In the day, add UK CAA to the above.
Tootle pip!!
