Good point joepilot.

Respectfully KC10, I'm not sure if I agree entirely with your post. I think in an interview situation, demonstrating knowledge of the FARs should always be done and I'm pretty sure most interviewers would be paying attention. That said, my guess is that you were successful in your interview, so I am sure that you are familiar with what you say.

I believe they want someone who knows the FARs and who would follow them conscientiously. Moreover, I definitely do not promote randomly disregarding limitations and FARs as the first course of action, but you can't appear inflexible and callous. Your argument for not endangering all the occupants of the aircraft for the sake of one is valid. However, in the scenarios I mentioned, specifically shooting an ILS at 2,000' RVR versus the 1/2 mile that is required is hardly dangerous. Let's face it, if you were doing this for real and already inside the FAF when the visibility fell, would you go around or continue down to DH and take a look. It gets more interesting as the scenarios escalate- smoke in the cabin and/or the floor over the cargo hold is hot to the F/A’s touch. I know I would not be willing to fly 90 minutes to the first wide-open, fully-legal airfield when the aircraft is on fire.

I have heard of guys who flew around in sim until they ran out of gas because they were already engine out, the only fields available were Cat III conditions, and the aircraft was not certified for single-engine CAT III ops.

Along the same line, I heard of a foreign carrier evaluation sim that included an engine out scenario where the live engine caught fire at 200' above DH and the candidate chose to go around and fight the fire in-flight.

In the end, I guess it depends on the company, and most certainly the individual. I still maintain some of these scenarios have no completely correct answers and company’s culture will have some influence on the answers that they find acceptable.