On Mar 12, 7:59*pm, Dudley Henriques wrote:
Well trained pilots will fly the approach treating it as a constantly
changing dynamic. They will be planning for the next anticipated action
based on all prevailing cues. Along with this they will have an
accompanying exit plan keyed by any expected parameter not being met by
any of these cues.
The go around trigger should occur if a critical parameter isn't met.
Each pilot will have a different trigger level based on various human
factors involving the pilot's training and his/her mental processing in
play on the approach.
This is the pedantic version of "If it don't look good, it usually ain't
no good......take it around!! :-))"

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Dudley Henriques- Hide quoted text -

Bertie, WJR andDudley,
I like these explanations, even if not highly technical. I would
characterize my thinking at the time (if you can call it that) as the
"critical parameters" being (1) the ball being centered, (2) the speed
being above 70k, (3) keeping the nose down, not "yanked", to permit
the plane to sort of fall into a descent at 400-500 ft.min. and (4) my
position (altitude/heading) at every point during the turn.
Obviously, I wasn't thinking in terms of "critical parameters', but
the turn "felt" and looked OK (according to those criteria). I was
constantly prepared to level the wings, shove in the thrrottle and
break off the approach at any time things didn't feel or look right or
stay within the criteria I set. Right hand was on the throttle at all
times. I guess my original question was really "how much of a comfort
factor, if any, is a coordinated turn vs a slip or skid while turning
at that point in the approach?"