Did I inadvertently bust a reg?

[OldManPilot]

If it is bothering you that much, I would suggest that you go head and file a NASA report, then let it go.

 

[Mercy98]

Other than the normal "configuration" issues...gear, flaps etc, were there any other configuration issues that had to be dealt with? What I mean by this is, there are times the airplane has to be "told" what it is doing, such as a change from cat I to cat II to cat III. When this happens, there are different switch positions that must be made for the specific approach.

Were there any such switch position changes needed to continue the approach? It doesn't sound like it, so you weren't in the wrong.

As was said in a prior post, you probably should have briefed for the worst case scenario, and done the monitored brief. You didn't break any far's, but the companies expectations of your planning for the approach were greater than what you did.

Had the faa or company been giving you a route check, a go-around to reconfigure/rebrief would have been the best alternative.

Fill out an asap regardless.

 

[Reebo]

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.

Why is this on the Majors board?

 

[titans10]

Walk into the nearest fsdo office and hand over your liscense.

 

[XJ-spartacus]

ASAP forms are for when other people screw up, and NASA forms are for when you screw up. ASAP still makes you available for "faa retraining", NASA is a who dun-it kind of thing.

-Spartacus

 

[Dizel8]

Just have a chat with the CA about

 

[Paul R. Smith]

This can fall into the category of "If your captain let one get by the guards and you never smelled it, did he really fart?"

You sound like a smart feller, if you are worried, fill out an asap but let your CA know to do the same, if you work for XYZ.

Good on ya for being a conscientous guy and thats good but don't let it keep you up at night. Be cool, and don't fill out asaps just because you taxied across a crack in the pavement.

 

[Chest Rockwell]

Do a NASA/ASAP or whatever is available.

If you couldn't expect to see the runway by the FAF/beginning of the FAS, the CA should have briefed the approach just in case.

 

[Freight Dog]

ASAP forms are for when other people screw up, and NASA forms are for when you screw up. ASAP still makes you available for "faa retraining", NASA is a who dun-it kind of thing.

-Spartacus

I don't know if that's how it works at your airline, but at my airline, FSAP report generates a NASA filing as well. If I file an FSAP with the company, I usually get a NASA strip in the mail at home.