ACMS: +1 on that.

dale hardale


And you have just shown exactly the problem. too scared and unable to fly a visual approach due to over reliance on automatics. waaaa


You don't want to be in the back of 43R's aeroplane if he flies the Sheed late at night. I'd rather be in his aeroplane than yours if you are of the mindset that you can't fly that approach because you're tired.


Time for you to get back on Flight sim 10 and relearn how to fly an aeroplane. Stick to ATMs if you just want to press buttons.

+1 to Rodney half Rude and his false arse!

So get rid of the LCC carrier and blame them because the legacy division cocked up a simple approach?

Puuuulease.

If you can't fly a visual approach after sitting in the seat for 11 hours, you shouldn't be in it.

Set circuit height on the altitude selector of the FCU, bird on AP off, FDs off, set runway track, use the blue arrow for required ROD to be on profile at the CF.

Fly from the CF just like any instrument approach. You'll still have the brick :)

Really mate? I suppose a circling approach in bad weather whilst an ILS was available to save a few minutes and make you feel like Chuck would be perfectly acceptable as well?


There is a time and a place for visual approaches, I've done Hundreds in my time all over the world and will continue to advocate their use as long as it's JUSTIFIED under ALL circumstances on the day.

I think you've lost sight of the job requirement.......:=

Why would you do that?

An ILS approach is justified in bad weather.

Just like a visual approach is justified in good weather to keep the traffic flowing and to prevent the backlog and slowdowns that we all love so much.

Saving one minute is 3-6 mm and an additional landing or takeoff slot.

I think you've lost sight of the job requirement!

Whilst nobody knows the guys full reasoning or situation on the day, there is something of a sticking point for me out of this story.

The amount of people who turn up to work on the flight deck of an aircraft worth millions upon millions of dollars, carrying paying passengers over thousands of kilometres and millions of city dwelling innocents, whilst feeling under the weather, or after a night without sleep, or in an emotionally unfit state, etc ,etc ,etc; is pretty astonishing.

Airlines have folks on standby for a reason, they have means to get extra help from others when the standbys are all used up (day off payments in some airlines, etc), they have a massive support network that can swing into action to ensure things get done.


YOU ARE NOT LETTING ANYONE DOWN BY CALLING IN SICK!!!!!

Don't be afraid to do it!

I would be even more peeved if you show up to work and pass an illness on to me, or contribute to an incident such as this, rather than have a perfectly healthy standby come out and work instead.

Oh NO, NOT THE DREADED SHEED ARRIVAL, AND AT NIGHT. Do they really expect me to take out the autopilot and fly a base turn onto finals by looking out the window??!!!! Who do they think I am??? That's impossible.


FFS.


Oh Dale, did you really mean this??
"On a related matter - why do guys accept this visual SHEED arrival for 34 late at night after a long 4 sector day, and even more interesting why does CASA allow this."

I would say, Dale, guys accept this because they are far more competent than you seem to be. And you want CASA involved??? You really make me laugh.

I don't fly into Melbourne so I am not familiar with ATC practices over there, or approaches via sheed.

Why do you have to make phone calls presumably to explain yourself after rejecting a problematic approach? Maybe your company should be on side with you by telling Airservices what they require from the "service" it provides.

Thanks Des :D

I seem to recal reading your own comments on the successful conduct of visual approaches into MEL after a non QF carrier buggered it up. Sorry if doing the same upset you.

Well that old chestnut, the SHEED arrival, the old debate that flares up every couple of years on pprune land !! At the end of hundreds of posts it still ends up the same a few detractors of it and most don't care! Lol!

Hey I'll do the Sheed visual approach in suitable conditions and that includes the state of the crew as well.

Like I said, time and a place.

You don't.

Re SHEED and 34:


I think the whole point is that it is "time and place". After a long duty period and late at night - is this the right time to be accepting this?


Otherwise, it's not a problem.

Similarly with a strong N to NE winds on the leg overhead SHEED, a combination of turning onto final and the turbulence with such winds can often trigger a wind-shear alert. Flying a long final to 34, say the GNSS approach, almost completely avoids this.

WTF is SHEED ??

A New Zealand shed?

Absolutely nothing to do with this incident!

Check out the WAREN 9V. SHEED is a waypoint about 8nm from the threshold, that has an altitude restriction of 2500' for the landing runway elevation of 330'.

So passing at 2500' puts one between 400' & 500' above profile, on a right base, to a runway that slopes upward and has only a PAPI for slope guidance.

8 miles at 320ft/mile is 2560. Less 330 is 2230. 400 to 500 high? Am I missing something?