WWYD?

[JayAre]

On an ILS (lets say KJAC ILS RWY 19) hard IFR, mod ice/turb, previous plane went missed and reported wx is at mins at airport, and the tops around 15,000. Smokes fills the cockpit inside FAF, right c/b panel is pouring smoke from behind and bus feeder c/b is tripped glowing red and buring a hole in your FO's pants.

Kill all electrical go missed?

Continue the approach and accept that you will just fly the loc to the ground if you don't breakout at mins

And tower is aware what is happening.

[Itchy]

WAM (We 'Aint Missing)

[jynxyjoe]

Originally Posted by Itchy

WAM (We 'Aint Missing)

oxygen mask, goggles (purge), mic to mask, tell the fo to stop screaming and then turn off the hot intercom. fly it into the ground as gently as possible with the gear down and then put out the FO's leg with the fire extinguisher.

[FlyChicaga]

Land.

I've had two situations in my career where we briefed, "Going missed is not really an option." Both were a combination of weather and fuel related. There is being legal, and there is being safe. Sometimes they are not synonymous. This is a great example of a professional pilot being able to make a tough decision to go around the rules to ensure the safety of the customers as the number one priority.

I'll even add, when you get on the ground, EVACUATE. I ain't hanging around in a burning airplane.

[BobDDuck]

I've done the "we are landing no matter what" approach 2 times now. One was a fuel related thing (1600lbs in the RJ2 for anybody who flies it) and one was for a broken prop blade.

With the OPs case I think I'd be landing no matter what. Legal issues aside, just because it is "below mins" doesn't mean you won't see the runway at some point.

[Sidious]

Originally Posted by Itchy

WAM (We 'Aint Missing)

I think Ill keep that one

I agree with the above, you've got to take her in, no matter what. There really isnt a better choice IMO

[WalterSobchak]

Originally Posted by FlyChicaga

Land.

I've had two situations in my career where we briefed, "Going missed is not really an option." Both were a combination of weather and fuel related. There is being legal, and there is being safe. Sometimes they are not synonymous. This is a great example of a professional pilot being able to make a tough decision to go around the rules to ensure the safety of the customers as the number one priority.

I'll even add, when you get on the ground, EVACUATE. I ain't hanging around in a burning airplane.

Well said. Ive had a few like that when I was flying freight, but nothing in the 121 world fortunatly.(Memory Items)-> I would have the FO fight the fire as best he could and prepare the FA's. I would get that thing on the ground and get the hell out.

Worst one I had was 5 inches of Ice on the Van. I could only maintain 115 kts in a 500 fpm descent. I had a VFR company pilot riding along for experience(and he got it). I told him to watch the wings to see what the ice was doing. It was 200 1/2 every where and the best I could do was a SDF approach. It was +2 so I was hoping on the freezing level and not thinking we'd see the airport. I told him if we don't hit the freezing level we'll track track it to the ground. Fortunatly we hit the freezing level 6-800 agl. That was the worst ice I had ever seen in 4 years of freight(about 1 inch a minute of mixed). Going back up with 5 inches would not have worked even if I walled the PL. So I'm very thankful for the adiabatic lapse rate. You just have to fly the plane no matter what.

[Pilatapus]

I would do what the CA did and adjust the minimums to what ever got me on the ground.

Strong work on her part.