Did I inadvertently bust a reg?

[your_dreamguy]

Our airline requires that anytime we shoot an approach into vis conditions less than 4000 RVR, the CA and I must do a CAT I Monitored approach and brief, prior to flying the approach. Yesterday, I was flying into Newark. All the weather reports we got thru our Digital ATIS and from tower were reporting 6000 RVR. When we started our approach, we got a weather report (tower update) indicating that RVR had dropped down to 3000 RVR. Our location when we got the report was past the IAF but prior to the FAF. We continued to shoot the approach without doing a CAT I monitored approach as well as the briefing due to obvious reasons such as time, running checklists, etc. Would the technically correct thing to do ... be to break off the approach, do the CAT I briefing, then come around and shoot a CAT I monitored approach since we received the WX update outside the FAF? We ended up successfully shooting the approach and landing. Look forward to your advice.

 

[ACL65PILOT]

It is probably a company reg, not an FAR. Most part 121 airlines have gone to a RVR limit on monitored approach.

 

[GCAP]

What do you mean by "monitored approach"???

 

[Hair-on-Fire]

I assume he means a "captain monitored approach"

I think you did the right "real world" thing. But you're right in concluding that the anal-retentive absolute by-the-book answer would be to go around, brief, and do it again. If you were doing a checkride or had a fed in the jumpseat then it probably would of been the best course of action. However, you'll see that everything in the "real world" doesn't alway go exactly by the book. Even when we try.

Don't sweat it. I wouldn't lose one minute of sleep over it.

 

[Getter]

If its in the FOM and the FOM has to be FAA approved; then I think it would be a bust easily covered by ASAP. Its nothing I would sweat too much.

 

[skiandsurf]

Would the technically correct thing to do ... be to break off the approach, do the CAT I briefing, then come around and shoot a CAT I monitored approach since we received the WX update outside the FAF?

Where does the ATC controller want you? On the ground and off of his screen. If you go around for something like that, it just creates another problem for the controller.....especially at Newark.

I landed there one time without a landing clearance. Tower was busy talking to everyone else and we couldnt get a word in. They were talking about us, so I knew they were watching us, but I figured the safest place is on the ground....so we landed. Not a problem.

Now to answer your question.....who cares.

 

[Meiguy]

Is it a requirement or is it recommended to do the monitored CAT I. Sometimes the two get confused. Especially with a new CA. Alot of times with a new CA it's a requirement to do a CAT I monitored when RVR is less than 5000 and the CA is high mins. Other than that I think the guideline is that they should do a Monitored CAT I. So I guess it's how you define should. And in your case considering where you were at and the wx you had before the approach started I think you should have continued as briefed and landed.

 

[m80drvr]

You are thinking waaaaaay too much about this. Answer these three questions.

1. Was it safe for the situation you were in?

2. Were the flaps in the landing configuration?

3. Was the landing gear down?

If you answered YES to all three questions, go home, have a drink and relax. You are thinking way to much about this. If you answered no to any of the above I would send in an asap (Especially for question 3 )

That being said, if I were to freak out about every situation that, I or we as a crew, did not follow the fom TO THE LETTER, the plane would NEVER get off the ground on most days.

 

[Freight Dog]

ASAP/FSAP - problem solved.

 

[CitationLover]

do you know how many people on a daily basis bust 200kias speed limit at every category c/d airport (w/in 4nm of the primary airport up to 2500' agl) in the country on takeoff every day? i'd say this is one of the most broken far's.

i wouldn't sweat it.

 

[Bill Nelson]

Fly the airplane. Do whats right and quit thinking about the lawyers. The will kill you.

 

[glasspilot1]

Our airline requires that anytime we shoot an approach into vis conditions less than 4000 RVR, the CA and I must do a CAT I Monitored approach and brief, prior to flying the approach. Yesterday, I was flying into Newark. All the weather reports we got thru our Digital ATIS and from tower were reporting 6000 RVR.

First of all I think you and the Capt did the right thing.

As you gain experience one thing you learn is to think way ahead. In that situation as the Capt I would have told the F/O: "Look, they're reporting an RVR. There's a chance the vis will continue to go down. Lets brief for a monitored approach, Cat III autoland. That will cover us all the way." (Of course you would brief to your lowest mins. Cat III, 2 or one.)

 

[JetPilot_Mike]

How the heck would anyone, other than you and the CA, know you didn't brief it?

 

[propdog]

I agree with most of the replies. Real world flying is different than the books. If I was coming into EWR under the same circumstances, I would have done the same thing. Imagine breaking out to brief a monitored approach---you are thinking about remaining gas, hurrying through the monitored brief just to check the box, getting a lot of vectors and god knows when back into the final approach---unnecessary distractions and stress. The safe thing is to land.

 

[waterski]

First of all I think you and the Capt did the right thing.

As you gain experience one thing you learn is to think way ahead. In that situation as the Capt I would have told the F/O: "Look, they're reporting an RVR. There's a chance the vis will continue to go down. Lets brief for a monitored approach, Cat III autoland. That will cover us all the way." (Of course you would brief to your lowest mins. Cat III, 2 or one.)

What he said