The Qantas procedure does I believe require a report once the final words
"Captain, you must Listen" are used. It therefore becomes a solid SOP,
requiring action.
There have been comments which appeared to make light of the idea that an
FO could do a go-around! In this context, two points:
1. A certain carrier nearly put a 747 on the grass at Kai Tak some years
ago (apparently wrong rudder in a crosswind), and the FO physically took
control and went round from a few feet, saving the day. If an airline
insists on promoting a procedure in which the FO must defer at all times to
the Captain in such situations, the SOP itself becomes part of the error
chain, and the FO a passenger.
2. An FO is a Captain under training, because he will eventually move to
the left seat if he makes the grade, and he may have to "be" a Captain
following incapacitation of the real Captain. If he is not allowed to
exercise any command skills under supervision, you may have a lame duck on
your flight deck, and a difficult challenge in command training. Allowing
the FO some appropriate decision making does not usurp command, if the
Captain has the CRM skills to manage the flight deck effectively.
Best wishes,
John Bent
Cathay Pacific Airways
At 09:29 PM 1/13/98 +1300, you wrote:
>
>I have often had the discussion about how a First Officer can
>effectively initiate a go-around when the Captain is flying an
>instrument approach to minimums.
>
>Obviously there are some CRM factors do deal with very close to the
>ground which are exaserbated by the so called "get-on-the-ground-itis".
>
>It almost seems like pride can pressure pilots into making the approach
>complete - no matter what! All this aside, the First Officer (FO)
>performing a support duty can break this cycle with suitable CRM tools.
>
>If the captain ignores the command from the FO to go around then a most
>undesirable situation exists. Some discussions I have had now follow.
>
>Some pilots have said the FO could select the gear handle "UP" or just
>take control and deal with the consequences later.
>
>A less aggressive approach is to transmit "Going Around" on the control
>tower frequency - it is highly probable (but not certain) the captain
>will commence the go-around.
>
>A more educated approach to this type of problem comes from airlines
>that have several phases in a support process with the ultimate
>instruction to correct the aircraft flightpath highlighted by the words
>"Captain you must act now, go around" or "Captain you must listen to me,
>go around". If no action is taken then the FO takes control.
>
>Can anyone elaborate on these discussions?
>
>Mark
>
>