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The FAA employs Air Carrier Operations Safety Inspectors to oversee airline operations. Their duties may include examining airmen for initial certification and continuing competence. They also evaluate airman training programs and the operational aspect of air carriers to ensure safe operation. These inspectors are free to observe simulator operations or line flights carrying passengers.
In the early 90s I was the captain in command of a scheduled passenger flight on a TWA Lockheed L-1011 en route to Chicago O’Hare Airport (KORD). On board in a cockpit observer seat was a well known FAA air carrier inspector who oversaw the L-1011 operations at TWA. He was a tall and large man with an unfriendly reputation. Our passenger flight was getting a checkride from the FAA.
I was the captain in command of a scheduled passenger flight on a TWA Lockheed L-1011 en route to Chicago O’Hare.
At the time of this flight, I was Chairman of the Airline Pilots Association Training and Standards Committee. My ALPA position made my Vice Chairman and me members of the TWA Pilot Training Board that included the Domicile Chief Pilots and the Vice President of Flight Training. This board oversaw the training and standards of the airline.
A major role in my job as Chairman of the Training and Standards Committee was to oversee the training and checking of the TWA flight crews. I had to deal with crew members that were having difficulties and were in jeopardy of failure. Failure meant lack of proficiency which could result in termination from TWA. I also oversaw the role of the instructors and check airmen who might be overzealous and maybe unfair. In this role, I had to be very proficient in the knowledge of the procedures and policies of the TWA Flight Operations Department. I preached that you could not flunk a checkride if you go by the book. This also included the instructors and the check airmen.
If the glide slope failed, the Policy Manual permitted crews to revert to the Localizer Approach minimus.
The weather at O’Hare was IFR and the airport was using the ILS to runway 14L. Having flown into O’Hare as Captain on the Convair 880, Boeing 727, and the Boeing 767 many times for over 20 years, I was looking forward to a routine approach.
The flight crew did everything by the book while observing strict cockpit discipline. The flight crew reviewed the ILS 14L approach. What is not published on the approach chart is that TWA has a policy that it is acceptable to continue the ILS to localizer minimums if the glide slope fails. This is in the Policy Manual and not part of the required briefing.
Well guess what? During the ILS approach, the glide slope failed. The DC-10 ahead of us made a missed approach. I advised the first officer to change the decision altitude of 852 feet to the minimum descent altitude of 1,140 feet and that we would continue the approach to localizer approach minimums. I also stated that I started the timer at the outer marker and was counting off two minutes and 15 seconds to the missed approach point.
I advised the first officer to change the decision altitude of 852 feet to the minimum descent altitude of 1,140 feet.
The runway soon came into view and a normal landing was made. Although we were anxious to discuss the approach, the flight crew observed the sterile cockpit until we arrived at the gate and completed the checklists and prepared to deplane.
Here is where it got interesting. I moved my seat back and started to the right to get out of my seat. However, as I stood up, I could not move. I was confronted by a large FAA Inspector who stood in front me. He looked down at me and then gave me a hug. Wow! Yes, he gave me a hug. Then he said “Captain, you just saved TWA a lot of money by knowing the policy and procedure. I am proud of you!”
Lesson learned. If you want a hug from the FAA, go by the book!
On the flight deck of the L-1011.
- A Big Surprise from an FAA Inspector - September 23, 2024
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Jerry, just out of curiosity, did you have to get a new clearance to do the LOC instead of the ILS while on approach?
I didn’t see THAT one coming! Well done!
Great story Jerry, brought back the good ole days in all its full glory!!
I guess the only item I would have added would be “contingencies” used in the approach, such as failed nav components.
OTT, the “System of Manuals” is “the Bible.”
Speaking of which, I think the time has arrived when these manuals are fully converted into “A-I” references, easily accessible on the approved cockpit device or panel.
“… my 2 cents.”
I am not sure I agree with TWA prosedure in the case of a glide slop failure,to change to a MDA as oposed to a DH whick was briefed prior to the approach, could cause confusion with the crew at a possibly low altitude, as a former airline B 727 Captain , I agree with the DC10 who went missed when the glide slope quit.
Our airline’s standards required the crew brief both approaches to use it as a backup.
Did NOT see that coming. Great story.