WPvsMW wrote:There's an STC that needs doing... AMM + aircraft type + alert if wingtips/nose/empennage are on a path beyond taxiway boundaries.
mmo wrote:I must be missing something. What ever happened to the good old MK I eyeballs? I live having all the information which is available today. I am a big believer in technology, but you can't be dependent on it. It should, in my opinion, be an aid not a crutch.
I will give you an example. Several years ago, I was giving line training to a new cadet/FO. I had flown with this pilot several times and he was absolutely the smartest FO I had ever flown with. You could ask him any question and he could spout the book answer out verbatim. However, there was a big gap in his ability to take all that knowledge and put it to use. We just happened to be flying a freighter flight into SHJ. We were about 100NM out and had just contacted Dubai Control. They asked if we would like a visual to 30, he was the PF. He had programmed the ILS 12 and asked me to decline the routing. We talked for a few moments as I tried to convince him we should do that. However, in the end he didn't want to change. I replied to control, we would like the ILS 12. Control replied there was a runway change in DXB and we could expect a visual to 30. If you could have seen the look on the FO's face. He was absolutely petrified of having to do a visual. At that point he ceased to be a pilot and was merely a passenger.
So, off we went Direct to SHJ.
I am a big believer of "trust but verify". I can't remember our exact altitude but I believe in the 3:1 approach to things. I think we were at FL330, so it would take us roughly 100 miles for the descent, 10 miles to slow and configure and - 10 because we were going on the other side of the airport. So, we needed to descent. Our clearance gave us the pilot's discretion descent. So, like a good FO, he gave the aircraft to me while he programmed the FMC. I called out of 330 and began the descent. As we got closer and closer he became more and more flustered. I was watching him and he was trying to figure out how to input the turn points for the downwind, base and final turns. He had paper out and just couldn't make it work. I suggested he just leave a discontinuity and load the visual for 30 and have a gap from SHJ to the approach. He seemed happy with the solution. His aircraft now.
Soon, we were handed over to SHJ tower. I made the call and we were about 20 miles out. Tower then cleared us to enter downwind and call turning base. I was not in a single seat aircraft. He absolutely froze as his plan had become a dream. We had to enter downwind on our own. He gave control to me while he re-programmed the FMC. The next call is SHJ tower telling us to keep the final turn within 4 miles as there was arriving traffic into DXB. Finally, the breaking point occurred and the FO just gave up and told me he did't want to fly. Not a problem.
It was the time for a visual. Like a good Instructor, I commanded FD's off, A/P off, and to extend the centerlng of 30 and down we went. I tried to explain just what I was doing by using the runway length to measure distance, computing our turn based on TAS, all those things you do in a Cessna 150.
That evening, I hd a knock on my hotel door and the FO was there and we spend a good 4 hours talking about visual approaches. It finally boiled down to, how do I put the fixes into the FMC. Certainly, that information had to be in the FMC for the aircraft to fly....it had to be.
Again, a 744 flies just like a 150........
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