Where do you place your approach charts?
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Where do you place your approach charts?
Hi everybody, this question is particularly for B 737 pilots.
As you know, there are two clipboards on flight deck for each pilot: One is on the yoke and the other is near No 2 window. What is your preference to place your approach charts (e.g. Jeppesen) during descent and approach? As an MCC instructor, I could not come across a recommended practice regarding this and I do not know how to advise the beginners on this type.
Thanks in advance
As you know, there are two clipboards on flight deck for each pilot: One is on the yoke and the other is near No 2 window. What is your preference to place your approach charts (e.g. Jeppesen) during descent and approach? As an MCC instructor, I could not come across a recommended practice regarding this and I do not know how to advise the beginners on this type.
Thanks in advance
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I prefer to have the approach chart on the yoke clipboard, and the STAR then the taxi chart on the window clipboard.that is for approach . For Departure SID on the yoke , taxi chart on the window.
Charts
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I prefer to keep the "active" chart on the side clip (by the window) especially at night, it is much easier on my eyes then having to look trough a light beam that is illuminating my chart.
Plus that, I try to familiarize myself well with the expected approach ahead of time, so, most of the time I just have to quickly glance at the chart to confirm something I already know and the angle at which the chart sits on the side clip its easier to read then on the yoke clip.
Plus that, I try to familiarize myself well with the expected approach ahead of time, so, most of the time I just have to quickly glance at the chart to confirm something I already know and the angle at which the chart sits on the side clip its easier to read then on the yoke clip.
A long time ago in a galaxy far, far away when I used to fly the 737, I sometimes wedged the approach plates into the side of the instrument panel so they could be scanned without looking too far away from the primary instruments.
I remember the cockpit lighting being crap but the panel had some sort of fluorescent flood which meant you could actually see the plate rather than squint at a grey blur off to one side.
I found the yoke mount annoying in that it moved about a lot in turbulence (unsurprisingly) and had a habit (in the old heaps I flew) of dropping the plate onto the floor in the heat of battle.
Now I chuck the printed stuff onto the top of the coaming and just pick it up and read it when I have to (99% of the time on A/P for IFR approaches, anyway)
Hope this helps.
I remember the cockpit lighting being crap but the panel had some sort of fluorescent flood which meant you could actually see the plate rather than squint at a grey blur off to one side.
I found the yoke mount annoying in that it moved about a lot in turbulence (unsurprisingly) and had a habit (in the old heaps I flew) of dropping the plate onto the floor in the heat of battle.
Now I chuck the printed stuff onto the top of the coaming and just pick it up and read it when I have to (99% of the time on A/P for IFR approaches, anyway)
Hope this helps.
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Thank you all guys who reply.
I will just write my technique. First of all, I believe Boeing has a very poor design philosophy in the Flight Deck. This is true for Flight Deck map/chart lighting as well. For example, when I clip the charts on the yoke, at night, my head is shading on the yoke clipboard as protruding on map flood light (either EFIS or NG). Also because swift yoke movements occur on the yoke (either A/P engaged or not) at later stages of approach, reading the chart becomes rather difficult. Therefore I prefer to place the approach charts which I need particularly at later stages of approach, on window side clipboard. I keep the Star Charts, which I normally do not need when I established the final course, on the yoke. When I am on the final course, I remove them from the yoke as revealing the clipboard cheklist. These what I do. But still I kindly expect more responses and comments from those who have glanced at this topic.
Thank you.
I will just write my technique. First of all, I believe Boeing has a very poor design philosophy in the Flight Deck. This is true for Flight Deck map/chart lighting as well. For example, when I clip the charts on the yoke, at night, my head is shading on the yoke clipboard as protruding on map flood light (either EFIS or NG). Also because swift yoke movements occur on the yoke (either A/P engaged or not) at later stages of approach, reading the chart becomes rather difficult. Therefore I prefer to place the approach charts which I need particularly at later stages of approach, on window side clipboard. I keep the Star Charts, which I normally do not need when I established the final course, on the yoke. When I am on the final course, I remove them from the yoke as revealing the clipboard cheklist. These what I do. But still I kindly expect more responses and comments from those who have glanced at this topic.
Thank you.
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right clipboard..airport diagram then on top arrival procedures then on top STAR.
On yoke,runway approach plate.
In the pocket by O2 i set charts for airways and other approach expected if different runways may be used including the chart which has all the runways frequencies in case of quick change of landing runway.
I use the fix page to set up all speed restrictions and altitudes(approach and missed)..more visual that way.
Chears,
M.85
On yoke,runway approach plate.
In the pocket by O2 i set charts for airways and other approach expected if different runways may be used including the chart which has all the runways frequencies in case of quick change of landing runway.
I use the fix page to set up all speed restrictions and altitudes(approach and missed)..more visual that way.
Chears,
M.85
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Not B737, but the aircraft I currently fly (CRJ) also has two clipboards;
I usually have all the charts on the window clipboard: Approach chart, then STAR / Transition, then Taxi chart. If there is a chart with minimum radar safety altitudes, I usually have it below the STARs. There is plenty of space on the side panels where I sometimes put charts that may be required, like approach to an alternate runway.
I usually have all the charts on the window clipboard: Approach chart, then STAR / Transition, then Taxi chart. If there is a chart with minimum radar safety altitudes, I usually have it below the STARs. There is plenty of space on the side panels where I sometimes put charts that may be required, like approach to an alternate runway.
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757 cockpit side panel
JABBARA wrote,
"First of all, I believe Boeing has a very poor design philosophy in the Flight Deck."
Along these lines, I get a chance to fly the 757 only about once every 6 weeks. I am very surprised at the design of the side panel. It is not constructed flat, but at a downward angle toward the pilot. If it was flat, well, I can think of many things it would be useful for. At the angle it is built at, it is a waste of space.
What would be the purpose of the angle?
"First of all, I believe Boeing has a very poor design philosophy in the Flight Deck."
Along these lines, I get a chance to fly the 757 only about once every 6 weeks. I am very surprised at the design of the side panel. It is not constructed flat, but at a downward angle toward the pilot. If it was flat, well, I can think of many things it would be useful for. At the angle it is built at, it is a waste of space.
What would be the purpose of the angle?
