Brings back memories of one fine day when I had access to a presentation by the regional affiliate of a major carrier. They were evaluating putting RJs into a few Colorado ski country airports. When said airline's flight ops leadership put some poor line pilots into sims to fly the procedures as they then existed, the results were "unacceptably high rates of CFIT."

Airline finance and planning is usually interesting but every once in a while a truly scintillating presentation crosses your desk and raises the fascinating question: just what constitutes an acceptable rate of CFIT.

(OT but later on I was similarly entertained by the aftermath of the FAA's transition to RNAV STARs and implementation of "descend via" clearance phraseology. When originally implemented, DFW's RNAV STARs had a bottom altitude of 8000' on "high side" arrivals with crossing restrictions at 11,000' to protect departures who get an initial climb to 10,000'. Altitude busts left and right by highly skilled, highly trained professional aviators ensued. And now DFW STARs have a bottom altitude of 12,000 on the high side arrivals (from my recollection that was initially 11,000 right after the "confusing" bottom altitude of 8000' was eliminated.)