I'm starting to wonder, with the limited number of landings we get under 4A2b, if captains should even be attempting a landing under those circumstances. The lack of flying must be hurting our competence. Maybe, they should hold or divert to better weather?

 

so if the captain "should" make the landing for a crosswind exceeding 15 knots, do i still need to trained/checked to make landings with the x-wind exceeding 15? i'm just sayin'

 

Got this summary from a flex instructor yesterday:

- Any time an approach is called "unstable" a go-around will be executed. The new FOM gets rid on the ...unless in his judgement this would create a greater hazard..."

- At low altitudes, rate of descent will not exceed aircraft altitude in feet AGL

- Airbus emergency fuel has gone from 5K to 7K

- All Cat III approaches with a see to land required now have a defined altitude of 50' for that "see to land" point.

- Departure briefing now emphasizes SE Taxi

- Snowfall vis vs. intensity table now in Chap 8

- Unsat autoland now requires AML and Purple book form in addition to ACARS

- PM 3-step process now in FOM

- As already discussed, more guidance as to when the CA should land
And the best for last....

- We are now allowed to conduct other commercial flying

Now discuss!

 

Does this mean I start flaring at 700' to reduce my rate of descent to 600fpm at 600', 500fpm at 500', etc etc?

Again - more holding of our hands - having your rate of descent less than your actual AGL is basic piloting skills - why do we need it writing in the FOM

Must be an Airbus thing - MD's don't move well on only one engine

 

No, it means that if you start your flare at 700', the other guy should take the jet, or call for a go-around.

JJ

 

Re: Descent Rate

Wasn't there some guidance that states the altitude/rate of descent did not apply to the "landing" portion? We received an updated FCIF/email about this.

I think the posted summary was just -- that a summary.