OMDB new MisAP
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OMDB new MisAP
It´s great to know the new routines for handling the seat belt switch, but what´s really important next new few days is the new missed approach procedures at OMDB effective 31 Mar. Have a look, i´m sure you´ll enjoy them...
Last edited by lospilotos; 30th Mar 2016 at 03:55.
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Good point. They have a solid history of focusing on the minutiae and ignoring relevant operational matters. The introduction of the freighters is a case in point. Just another aspect of the special charm of working under these muppets.
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Los
I'm not sure if I should feel sorry for your obvious disenchantment with life at EK (as I presume they have made you this unhappy) or concerned at the obvious lack of professional standards and awareness among the pprune EK contingent who just have to berate the company at any opportunity.
In this case, one is a company policy that they have seen fit to change/refine (and therefore promulgate as a change), the other is a procedural change brought out by the authority. As a professional pilot, do you really need a reminder if a chart changes? I take that part of my job as my own professional responsibility and luckily don't feel that I have to rely on the company to hold my hand.
If you have genuine grievances against the company, (and of course there are many) do yourself a favour and don't dilute the message with a continual ill-informed and banal diatribe.
I'm not sure if I should feel sorry for your obvious disenchantment with life at EK (as I presume they have made you this unhappy) or concerned at the obvious lack of professional standards and awareness among the pprune EK contingent who just have to berate the company at any opportunity.
In this case, one is a company policy that they have seen fit to change/refine (and therefore promulgate as a change), the other is a procedural change brought out by the authority. As a professional pilot, do you really need a reminder if a chart changes? I take that part of my job as my own professional responsibility and luckily don't feel that I have to rely on the company to hold my hand.
If you have genuine grievances against the company, (and of course there are many) do yourself a favour and don't dilute the message with a continual ill-informed and banal diatribe.
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Fair points, Yoyo. However we all know this place is a sheltered workshop where micro-management is the theme and everything is legislated including common sense. They can't have it both ways (but they do). Ineptitude also features and as likely as not they haven't noticed the changes or they'd be dictating from the hip by now. Nothing wrong with pointing out their shortcomings, Yoyo, they point out ours at every opportunity. Just keep a healthy balance. It's a slow day...
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Well I personally don't need a reminder from the company as I, being a well informed, professional and observant person, have already noticed the changes... But thanks, yoyo, I was feeling a bit down this morning, however now I've had a good laugh.
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Do you need to be notified of every charted procedure change. Home base or otherwise. Do BA pilots get notified of LHR changes or LH in FRA? Just wondering. I read the notams , read the chart , check the FMS and fly it.
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lospilotos
Bit defensive there me old mate, yoyonow does have a point.
However, I will agree with you that this latest procedural change is unnecessarily complicated. 3 different processes for normal flights and a different one for flights under 2 hours. 4 different ways to release the crew? FFS! Why not just make a simple PA from the flight deck "Cabin crew released" when it's appropriate, hardly rocket science.
The really sad thing is that it probably took 6 months and numerous meetings between SEP, Service delivery, Flight Ops, Training, standards and the local Barista before it got approved.
Harry
Bit defensive there me old mate, yoyonow does have a point.
However, I will agree with you that this latest procedural change is unnecessarily complicated. 3 different processes for normal flights and a different one for flights under 2 hours. 4 different ways to release the crew? FFS! Why not just make a simple PA from the flight deck "Cabin crew released" when it's appropriate, hardly rocket science.
The really sad thing is that it probably took 6 months and numerous meetings between SEP, Service delivery, Flight Ops, Training, standards and the local Barista before it got approved.
Harry
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Do you need to be notified of every charted procedure change. Home base or otherwise. Do BA pilots get notified of LHR changes or LH in FRA? Just wondering. I read the notams , read the chart , check the FMS and fly it.
At my home base the ground frequencies have been changed (self transfer after vacating). Now I don't take the chart outs every time to look up my ground freq so in this case it's a good reminder.
Big potential for a real mess…
Same goes for misap's; everybody probably knows these by heart as well..
(Now there is no need to explain the whole procedure; a short reminder will do)
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Well Harry, perhaps I thought yoyo was a little overly aggressive towards me just having a little good clean Wednesday morning fun. At least you saw my point on the seatbelt part... speaking of procedures, what to you think about the 1200-1300 feet level off in the new G/A procedures?
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TBH to G/As off either direction were never as published, I know I have done a few
.
Off 30L I have had, after calling ATC , " Turn Left HDG 270 deg climb 6000' " nothing like the published Straight Ahead climb 4000' to GINKI +hold.
Off 12L it was " Turn Left HDG 090 deg climb 6000'" after contact with Director we were immediately descended to 4000'. Again nothing like the then published "Climb 3000' Direct ORSAR + hold"
So these " new " GAs are a step towards what might really happen.............
.Off 30L I have had, after calling ATC , " Turn Left HDG 270 deg climb 6000' " nothing like the published Straight Ahead climb 4000' to GINKI +hold.
Off 12L it was " Turn Left HDG 090 deg climb 6000'" after contact with Director we were immediately descended to 4000'. Again nothing like the then published "Climb 3000' Direct ORSAR + hold"
So these " new " GAs are a step towards what might really happen.............
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Following pressure from EK & FZ, the published initial stop heights in the go-around on 12L & 30L are to be ignored (and have been NOTAM'd as such by A0595/16 & A0596/16)
A0595/16 NOTAMN
Q)OMAE/QXXXX/IV/NBO/A/000/999/2515N05522E
A)OMDB
B)1603311400
C)PERM
E)MISSED APCH PROC RWY 12L CNL ALT RESTRICTION AT DB610.
REF UAE AIP OMDB AD 2-66 AND OMDB AD 2-69.
A0596/16 NOTAMN
Q)OMAE/QXXXX/IV/NBO/A/000/999/2515N05522E
A) OMDB
B)1603311400
C)PERM
E)MISSED APCH PROC RWY 30L CNL ALT RESTRICTION AT DB711.
REF UAE AIP OMDB AD 2-61 AND OMDB AD 2-71.
A0595/16 NOTAMN
Q)OMAE/QXXXX/IV/NBO/A/000/999/2515N05522E
A)OMDB
B)1603311400
C)PERM
E)MISSED APCH PROC RWY 12L CNL ALT RESTRICTION AT DB610.
REF UAE AIP OMDB AD 2-66 AND OMDB AD 2-69.
A0596/16 NOTAMN
Q)OMAE/QXXXX/IV/NBO/A/000/999/2515N05522E
A) OMDB
B)1603311400
C)PERM
E)MISSED APCH PROC RWY 30L CNL ALT RESTRICTION AT DB711.
REF UAE AIP OMDB AD 2-61 AND OMDB AD 2-71.
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Climb 3000' Direct ORSAR + hold
On a more serious note. Can anyone from ATC or an airspace design specialist give the reasoning behind such a low initial level off on the missed approach procedure. I am glad that sense has prevailed and the restriction cancelled by NOTAM but the design was flawed for an airport operation used predominantly high performance jet transport aircraft. There were going to be a number of busts or worse upsets as crews tried to reign in the jet as it transitions to 2000'/min withing a few hundred feet of the restricted altitude. Are the operators not consulted on these things at all before implementation?
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Descending Go Around??
Taking the B777 as an example, do any of the ME3 airlines publish, describe or instruct precisely how to fly a descending go around? i.e. the order of control inputs following the call of 'go around,' required to descend to a lower altitude........?
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As a company, we highlight in weekly emails guidance on how to park at HQ, and the process and pricing for leaving luggage at HQ, but not a heads up about something operational such as changing the minimums and missed approach procedure at home base.
Agree or not, we get useless information all the time, why not highlight something that COULD, and i stress "COULD" be useful. Im sure most people who would be critical about my post are the ones that read every single notam in the package and CCI here, and do a FULL arrival brief into home base. Meanwhile your colleague is rolling his eyes... ...or trying to stay awake.
cc
Agree or not, we get useless information all the time, why not highlight something that COULD, and i stress "COULD" be useful. Im sure most people who would be critical about my post are the ones that read every single notam in the package and CCI here, and do a FULL arrival brief into home base. Meanwhile your colleague is rolling his eyes... ...or trying to stay awake.
cc
I read the notams for the destination but don't read all the ****e they email. I guess we should fly together, we would have everything covered then.
CC
Makes a change to read some common sense here. (re eyeballs, in the old days we had plastic ones that you slapped on and had a snooze while the other guy droned on and on and on....)
Agree or not, we get useless information all the time, why not highlight something that COULD, and i stress "COULD" be useful. Im sure most people who would be critical about my post are the ones that read every single notam in the package and CCI here, and do a FULL arrival brief into home base. Meanwhile your colleague is rolling his eyes... ...or trying to stay awake.