Originally Posted by
hans brinker
Our SOP has normal operating procedures for T/O with FD/AT off, and we are supposed to be proficient, as they are in the MEL, and I have flown without them. There is a requirement for AP on on low visibility approach, but only if it works. We are fully expected to be instrument proficient. Maybe it has changed for you, but not for me. I regularly switch every thing off, I do a lot of backside of the clock flying. That's not me waving my D***, that is me doing my job the way my company expects me to do it.
What would the report say? It said the investigator was astonished to find no one in the cockpit was able to control the aircraft after the autopilot failed.
I started my career doing almost exclusively backside of the clock flying. The skies are very much queiter at night and the boxes didnt mind their G&T being spilled so providing you're not feeling dog tired, then great, crack on. But as I've said, it's a right place & right time decision. We've all got IR's so should all be very proficient on instruments, being "instrument proficient" has cock all to do flying manually.
And I'd also say that bigger more modern aeroplanes are designed with maximum use of automatics in mind. I was pretty astonished at the level of redundancy to automation when I moved to my new type. It was briefly demo'd during the groundschool phase and we were both left amazed compared to the older tech on the 767. That said, the first few Non-ILS Approaches left me craving my good old RDMI and a basic DME readout.
Funnily enough (well....it was funnier after the event) I had a complete (all bloody 3 of them!) AP failure linked to an FCC Fault not long before leaving the 767. Ended up flying the entire descent and approach manually which was great fun. We subsequenty departed for the return leg after much engineering headscratching to discover the fault returned as soon as we got airborne. Given the conditions, we elected to continue and stay below RVSM. 2 1/2 hours later we arrived back at home base and I was satisfied I'd done enough to know I can still do it when required. Would I regularly do it out of choice....no thanks. It's not the safest and most efficient way to fly the aeroplane, which is what my company and the customers down the back want. And what I'm paid to do at the end of the day.
Recently been offered a share in a C172 with a descent instrument set up but even that looks expensive to buy in to and keep current.