Well I agree with someone who said it earlier in this thread. Another hour of ground school vidoes for all of us in the next year. Point is: we as a group are still letting our pride get the best of us. I'm just as guilty as anyone else and try my best to hold myself to the standards.
I've taken a very black and white approach to these stabilized approach criteria. Either you're stabilized at 500 AGL (VMC) or 1000 AGL (IMC) or you're not. We all know what the criteria are at those decision points and what course of action is to be taken if we're not. If you're stabilized great, continue on. If not then go around. I also make it a point to let the person I'm flying with know that as we're approaching that decsion point, if they're not stabilized at that time, then we're gonna have to take it around. Gives them a little heads up to know what might be about to happen. I also expect them to hold me to that same standard. Kinda like a VDP. You either see it or you don't. No maybes or almost.
Again I'll be the first to admit that my compliance is not 100%. I'm human after all. I have to try my best to hold myself and my FO to that standard.
But another thing that I'd like to add is the whole ATC issue. Seriously this sh!t has got to stop. Poor vectors in low IFR are unacceptable period. I know, I know try telling the guys in the ORD or NYC tracons that one. They'll laugh you right off to the alternate. But ALPA, NATCA and other groups need to step up and put an end to this. We as pilots need to do our part. Ever notice these days that when someone goes around, before the tower even hands you back off to the approach controller, they want to know why you went around. Seems to me like someone is keeping track of the numbers of go arounds related to ATC vs. pilot issues. So I know that data is out there. Problem is that by swallowing our tounges and accepting poor vectors or late turn-ons, sure we're helping them, we're helping the customers, but we're just setting up a false sense of how bad things really are.
I guess there are too many issues to even address. Where do you start. For example. 27L into ORD. That FAF is only like 4 miles or so from the MAP. ATC wants you to hold 170 to 180 till that FAF and then per your company's CFM or FOM be stablized by 1000 AGL. Not sure about others but in my particular aircraft it's damm near impossible to do.
So where do we even start ???
