Kefuddle, thanks for the tip re FCOM1, but the company for whom I work have taken a reasonably constructed set of Boeing manuals and split them into so many Fcoms and OPs and sundry other pubs that I'm losing the will to live.
AND they're in a laptop, making the access even more laborious to a wrinkly like me. Once upon a time one came back from a flight with a query re systems or ops which was quickly resolved by hauling out the PAPER manual from its easily accessable location, opening the relevant chapter and hey presto, query resolved and off to sleep. But that leads me down the rant about how much info is thrown at us, how it's presented and even graphic design issues, which is another thread. Our QRH claims to be Boeing but has almost as many paragraphs and pages redacted as the 9/11 commission report. That's something I've NEVER seen in 26 years in civil aviation!
BOAC, I'll take the advice re thinking for myself. I asked my authorised medical examiner whether I could have that facility inhibited til retirement and he sadly shook his head at me (a frequent occurrence!) and said it would have to be a complete lobotomy, as per management qualification, and I might not then get a Class 1 certificate for the six months. We must meet for an exchange of info 6 Bells or equivalent soon?
Seriously, I understand the info lies in a paper book hiding in the compartment under the spare jumpseat, something for me to hunt which will help me stay awake on the next Egypt and return trip. However, the location of that info and it's convenience for consultation doesn't help on the day for descent planning, especially for the rookies?
Rarely do I hear the phrase ENERGY MANAGEMENT uttered these days, nor good solid guidelines for the uninitiated as to how to assess a particular 'frame full (or empty) on the day, including wind allowance, which receives barely a mention.
And now back to that dark room for a lie down...........................
