Originally Posted by
rocketman99
... Knowing what the mins for the loc are and using them as a potential backup is not remotely unsafe IMO. Do airlines teach it? I don't know, maybe maybe not. Have I ever been corrected while briefing it? Nope. What's one more number or a two second glance at an approach plate?
Ok, we'll agree to disagree here.
- At my current airline (but also other airlines I've been at) for an ILS we start dropping the flaps and the gear when the glide slope becomes alive.
- For a non-prec approach however we are supposed to be fully configured by the time we hit the final approach fix.
Lets say we're shooting your scenario approach where we are on an ILS, on the glide slope (past what would be the non-prec FAF - Maltese Cross) and about to ask for the last notch of flaps (in other words still slowing).
Right then we lose the GS and according to you we should now transition to a LOC approach. However, since we were not fully configured prior to the non-prec. FAF we are required to go missed (see above).
Also, if we decide to continue, the timing will be off because we're still slowing down and the time is predicated on a constant final approach speed.
What about the pilot monitoring (pilot-not-flying) call outs? Hopefully your PNF won't miss the 1,000 and 500 foot callouts (or whichever altitudes you call out on an approach).
Also, don't forget to change your minimums buggs while you're trying to get to the MDA, oh and what was that VDP again?
Can I do it? You bet you and I have done it numerous times in the past in smaller airplanes. However, would I want to do it flying passengers or packages for that matter in transport category aircraft? No way.
If you honestly believe that all those additional distractions are "not remotely unsafe" as you phrased it my hat is off for you. You're simply a better pilot than I am.
I am not saying it in a disparaging way; I simply admit that what you consider perfectly safe would be an undue distracting burden for me possibly affecting my performance.