Agreed, and in doing so shown those aviators operating the aircraft and knowing its limitations the various issues arisen during the approach, who then openly criticise the pilot in question.

Maybe the pilot in question was comfortable filming and publishing his achievement, where others would take a different view on his "achievement" that day.

Regardless of reason for posting, a challenging day it may have been, the pilot's limitations may have been exceeded, tunnel vision may have occurred and as such he may not have realised what was going on during the approach.

Let's not judge him, but learn from the video.
Let's teach our fellow aviators it is OK to abandon the approach when seeing one like this in future, when a flap relief activates at low level, or tell the handling pilot his thrust setting is too high, his approach speed is excessive, and so forth...

At least in my airline, this approach would the kind considered as a case study of poor handling skills and lack of assertiveness from the pilot not flying.

It may be the case that the airline involved have more relaxed procedures regarding stabilised approach criteria and flap blowback.

Anybody thats spent more than a few hours in a 737-700/800 knows that any extended period with average thrust well beyond 60% will be far in excess of what is required. Of course there may be periods where reacting to a shear that thrust may be lower or higher but the thrust barely goes below the datum setting at of around 55-60% whilst staying far above that for almost all of the final approach - even during and approaching blowback.

If we look at the ROD in the final stages its between around 300fpm and then all the way to a sustained 1500fpm!

Like the previous poster says, every now and again you can have a bad day at the office, but to consider this an approach to be proud enough to put on youtube... madness in my opinion!

No. There was no overspeed otherwise the clacker would go off. The flap load relief worked as advertised and made sure the plane didn't overspeed the flaps.

Plus I don't think most people would notice the flap relief working while on short final fighting a gusty day.

The pilot did the best he/she could and that's just to fly the plane.

Frozen... are you a qualified 737 driver?

The flap 30 limit speed for this aircraft is 175kts. The airspeed is above 175 for a period before the blowback activates, thus they had a flap overspeed in my book. Blowback is designed to prevent damage to the flap system yes however it is reactive, not predictive in operation.

In my opinion if that was the best he/she could do at flying that aircraft their licence should be torn up or inspected for its validity.

We don't know who the PF is. There is no personal judgement made.

This video serves as a discussion point. Maybe even a training aide.

Shutting down discussion is the worst outcome. No one learns that way.

Even if there was no flap over speed and no excessive ROD it is still scary to watch the over controlling. I have been flying the 737's for ten years and never seen control inputs like that.

At around 400 ft RA the IAS jumped to 183 kt which is command speed + 28 knots considering what seems to be a Vref additive of 14 kt from the original Vref of 141 Kt. So it looks to me like an unstable approach be it due to inadequate handling, windshear or a combination of both. In any case it's a go around.

Apart from the unstable approach it's a brave copilot that offers feedback on the captain's flying technique.

I'd be hoping my copilot would be telling me to go around if I was flying an unstable approach like this.

They had 3.7 tonnes of fuel, there's plenty of time to try again or go somewhere else with that amount.

Out of curiosity, where do you fly?

Where do you fly?

UK, on the A320. There's a big difference between acting as PM (and I have no qualms about speaking up and potentially annoying someone there, as it's my job), and offering feedback directly on someone's flying technique.

I've only done it once (in fact, after the captain specifically asked for it after a challenging approach), and when it wasn't what he wanted to hear I received a bit of a lecture about how a "bit of experience" didn't make me an expert and the importance of keeping my mouth shut.

So, yeah, I'll continue to use our post-flight reviews to pick holes in my own flying - of which there are many, sadly - but will not offer feedback otherwise.

Why did they activate MCP SPEED mode after disconnecting AP? And vertical speed greater than 1000 fpm for 3.0 G/S at height below 500 is crazy.

Over controlling with excessive speed and thrust. I can agree that one might not notice a flap load relief activating in tricky conditions but he should notice the excessive speed and do something about it which he did not. I have to wonder why he selected LV CHG at 1200'AAL and after autopilot disconnect

Having just watched the video, it reminds me of the old blue screen shots when people are pretending to be driving cars: lots of sawing away at the wheel without any corresponding movement from the vehicle. Much of the “turbulence” here appears to be self-induced by flailing away in what are not exactly challenging conditions.

In my outfit, that approach would have been classed as unstable for multiple reasons, with a mandatory GA. Not a great display of airmanship here I’m afraid...

I can describe the whole video using only one word: :UN-BE-LIE-VA-BLE"
During this tragic-comic video I realized so many mistakes from both "pilots" so many times that is hard to believe.