Unstable Night Approach and a Fatigued, Medicated Captain
You are the captain of an ATR 72-600 on a night ILS approach to Cebu. You have been awake for 17 hours, have a cold, and took a sedating antihistamine about 6 hours ago. The weather is 300 ft overcast with RVR 1,200 m. You are the pilot flying; the first officer is monitoring. Company SOP requires a stabilized approach by 1,000 ft in IMC. The FO has 2,000 hours; you have 9,000 hours. At 800 ft, the aircraft is 15 kt fast and one dot high. You say, "I have it, we'll make it." At 500 ft you are still 20 kt fast, and the runway is not in sight. The first officer calls, "Approach is unstable." You reply, "Stand by."
1. Identify the human factors and regulatory issues in this situation.
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Three hazards converge: fatigue (17 hours awake at night), illness, and a sedating antihistamine, all of which degrade reaction time, judgement, and instrument scan.
PCAR requires flight crew to be fit for duty and prohibits acting as flight crew while under the influence of a drug that impairs performance; a sedating antihistamine is disqualifying until it is out of the system and a doctor or AME clears you.
The captain's "we'll make it" is classic get-there-itis and plan-continuation bias. An approach that is 20 kt fast and not stabilized at 500 ft in IMC must be discontinued; the stabilization gate is 1,000 ft in IMC (500 ft VMC). The captain's "stand by" increases the authority gradient and delays the go-around.
2. What should the first officer do and say?
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The FO should be assertive and specific, using the aircraft's callouts: "Go around, unstable, 20 kt fast, runway not in sight." If the captain does not respond, the FO should take control: "I have the controls, go around," press TOGA, and call for flaps and positive climb.
The FO should not ask a question ("Do you want to go around?") because that invites a "no." Use sterile-cockpit discipline and the company's assertiveness model-respectful but unambiguous. If the captain still resists, the FO should state, "I am taking control," and fly the missed approach; safety overrides rank.
After the go-around, the FO should state the reason on the intercom and ensure the captain is not left flying.
3. What actions and reports follow the go-around?
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Fly the published missed approach, advise ATC "going around, unstable approach," and request vectors for another approach or a diversion. Assess fuel, weather, and the captain's fitness; with a sedating medication and 17 hours awake, the captain should not continue as PF, and the flight should divert to an airport with better weather or hold until the captain is replaced.
File a report through the company safety system and, if the captain was impaired, report to the authority as required.
Do not attempt a second approach to the same minimums with the same crew state; the risk has not changed. A go-around is a normal maneuver, not a failure.