Now here is finally an issue that brings us to the root of CRM. "If and when should the F/O initiate/command a go-around?"
We can be good at this CRM stuff, be excellent aviators, leaders, parents, teamplayers etc.
But here is a situation where every single of our qualities (professional and personal) is put to its ultimate test.
Rule number one: The Captain is always right.
Rule number two: Should this not be the case, refer to rule number one.
The Captain is always the first one on the scene of an accident, closely followed by his crew. I do not have to refer to the countless accidents where the crew has followed their Captain into their demise. As far as I know, NO accident has yet been attributed to mutiny (please correct me if I'm wrong, anyone!).
I am not out to undermine any ones authority - and the Captain IS the ultimate authority on board. But let us assume the following statements as facts:
1) All crew members of an airline are rated, qualified and competent individuals.
2) Most airlines fill seats based on seniority - not always based on competency.
3) All aviators make mistakes, and also mistakes based on faulty judgment.
4) All humans have a varying day form which grossly influences our performance at any given time.
In our airline we see the role of the multiple crew concept as the ultimate safety valve. If I as a F/O "ride it in" with my Capt. I am as much to blame as he is for not taking action.
Assuming a Captain chooses to refer to Rule number one, and elects to disregard the F/O's go-around call, doesn't he cut himself off from utilizing the F/O as a resource, and isn't he ultimately performing poor CRM?
If the input given by the F/O is "for orientation only" and not regarded as a valid judgment by a competent (albeit a junior) crewmember, then what exactly is the purpose of his presence?
Isn't flying complex aircraft in an increasingly complex environment also a matter of trust between crewmembers?
Our Boeing 737 AOM states, regarding Landing procedure:
Pilot Flying:
Aircraft must be stabilized at 500 feet AGL with gear down, landing flaps, correct speed and LANDING checklist complete.
Pilot Not Flying:
Call for go-around if not stabilized and checks completed.
Unfortunately this is where Company recommendation stops. There is no mention of what to do if Pilot Flying (Assumed to be the Captain) does not initiate the go-around.
Personally I would initiate go-around immediately when called for by PNF. Period. Why?
1) PNF might be aware of factors influencing our current situation that might have slipped my mind. I am only human.
2) . Nobody in his/her right mind gives phony go-around calls
One well respected Captain and flight instructor said: "Where do I get the arrogance to question a call for go-around, when I deep down inside know that this is the wise thing to do, but refuse to admit it. Is stubbornness and opposition to reason not also a form of incapacitation?"
One of the key elements in CRM is " What is right, -not who" This must also go for the decision to land or go around.
Just my 2 cents (or oere, as they are called in Denmark!)
Hauke H. Oldenburg
737 F/O