737 VAPP?
 

Afternoon,

Have just seen THIS video of a 737 on final approach...

At 5:29 the speed briefly tops out at 183KIAS and the flap load relief activates. Are there any technical inspections required after such an event?

For all the frantic control wheel waggling by the pilot the artificial horizon didn't seem to move. Microsoft flight simulator view, maybe?

Seems to be happening more and more on 737 drivers. And his/her thumb isn't on the trim switches. Just seems like radical over controlling to me.

The flap limit is 175 for Flap 30, the kind of speed a lot of the approach seemed to be flown at, rather than a speed between Vref and the bugged Vfly, and yes tech log entry required for busting the flap limit speed.

His power was parked at 68% during the overspeed. Seems self-induced.

Surprised no one's commented on the "50" call coming way before threshold crossing, seems low assuming a standard 3.0 degree path and 1000 ft aiming point were the references.

Really odd.. hovering at the flap limit speed for much of the approach, with a couple of flap overspeed.

Not to mention moving the autobrake switch during the landing roll...

Need more braking? Take over and brake yourself.

Geeeez, that was weird.

Looking at the airspeed bug on the PFD they already appear to have applied a wind additive (VREF 141, MCP SPD 155). Why would you add another 15 to that and fly the majority of the approach at 30, sometimes 40 KIAS above Vref?

Boeing is pretty clear on this, at least in our manuals. Vapp should be set up to but not exceeding Vref+20, dependant on conditions. For a flap 30 approach this may well bring you within 10 knots of the flap limit speed during fluctuations, but you shouldn't be living there.

And the wind all of 22 gusting 33 kts. What would this guy be doing in 50 kts?
Looks like frantic overcontolling.

He busted the limit speed twice. Whats also interesting is that the Flap relief didn't work the second time? I bet the fleet manager is wondering whats going on there.

In my company... A Flap Load Relief any where below 1000FT AGL Baro is an stabilized criterion "." I have had it and I have done a GA...

Seeing this video frightens me to see what other airline operators can be like.

For one I do not think the approach should've been continued considering the guy is flying completely out of his comfort zone, flying WELL ABOVE Vref+20, the maximum stipulated by Boeing throughout the flight.
The high N1% certainly is partly to blame, let alone his yoke handling being way excessive...

Glad to see the aircraft is not a major low cost operator employing many (lower) experienced captains in the EU industry...

That was less than ordinary technique

That video is nothing short of disturbing.

Completely insane to continue an approach like this..

All I can suggest is stay out of other people's flightdecks. How would you like someone criticising your approach.
We don't have the full picture as to what is going on!
For example, the previous landing aircraft may have reported a large undershoot shear!
Who knows. I'm just uncomfortable with the finger pointing without knowing the facts and actually being there.

I agree Capt Fathom to a degree. Can you justify flying a non stable approach in an non emergency situation to a judge?

To be fair the person who's ego felt the need to make the video available online invited us in to the flight deck to be judged and or criticised. If he didn't want criticism of his flight he should have kept the video private.