Quote:
Originally Posted by rickair7777
I've seen several airline policies recently recommending that the CA manage and the FO fly up until final, and then the CA takes over if there are going to be any unusual landing characteristics. The policies allow for PIC discretion as needed, ie they can deviate if warranted.
Their are a lot of other factors. Sulley says the main reason he took control is because he had more time on type, but even more so than that is that all the diversion points were on HIS side, so it just made sense.
Too many variables, no cookie cutter here. Despite doing this many times in training, when running through this in my head I missed a couple of things that would have been picked up on the check lists. So it's a blend of instincts and policy that makes for a successful outcome, but let me say this, those engines are on both Boeing and Airbus and with pretty much every airline. Time will tell if their is a policy issue on the mech side, but the one thing we do know as of right now is that their was no mistakes made by any of the flight crew.
Would I have done anything different? I think I would have given the heading knob a twist, so that when I dropped, I'd be out of the muck of other traffic. WHICH SHE MIGHT HAVE DONE, I just didn't see that she did that anywhere. That is total arm chair quarterbacking though.
Somebody lost their life. In my humble opinion, that makes any sarcasm and jest plain old disgusting. That crew will have to live with that for the rest of their lives.
My career has been ever so boring and routine, and for that I am forever grateful.
Yesterday
AIRLINE
