Intercepting GS from above.
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I didn't wear out but the FAA said I was worn out. Now it is 65.
Had an MD80 flying into MSY coupled with minimums ceiling and visibility disconnect at 250 ft, 50 above minimums with nothing in sight. Was able to make minor corrections and land and used usual approach power to make the landing but putting trust in the autosystem that day was a mistake. Automation helps most of the time but manual flying with a good pilot works 100% of the time. If you aren't a very good pilot trust your automation until you learn how to fly the airplane. I think that is what the 1500 hr rule is all about.
Had an MD80 flying into MSY coupled with minimums ceiling and visibility disconnect at 250 ft, 50 above minimums with nothing in sight. Was able to make minor corrections and land and used usual approach power to make the landing but putting trust in the autosystem that day was a mistake. Automation helps most of the time but manual flying with a good pilot works 100% of the time. If you aren't a very good pilot trust your automation until you learn how to fly the airplane. I think that is what the 1500 hr rule is all about.
I fly the 738. Once upon a time going into Salzburg we were well above the glideslope upon intercepting the localiser at Salzburg. The Captain selected LVL CHG and took the gear early and, if I recall correctly, landing flap. We had a non-standard rate of descent for a little while but were still stabilised by 1000' AGL. The only thing I could never quite figure out was why he needed to add so much extra thrust and speed. He said afterwards that it had nothing to do with drag, but was necessary to prevent the AP kicking out on capturing the glideslope. Anyone know why it would do that?
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My checkairman at our major airline wanted a leg into IDA on my 767 FO checkout. I told him he had not selected APP, just LOC and he blew through it, I then said go to idle power, gear down, speedbrakes and lower the flaps. He did and we landed but sometimes it doesn't matter how many stripes you have. In my first airline the guy in the right seat was just as qualified as the guy in the left seat. We didn't hire computer operators, we hired real pilots. My sim check was in an electra because that was the only sim we owned. One engine approach with three shut down but we could do it back then. No buttons to push.
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The most sophisticated the airplane, the better you have to understand this kind of things. And as someone pointed out, every once in a while you will enjoy an above GS capture.
In the 320, for instance, it is most important to know the drill, however it is not very detailed. After many above GS captures, a few of which were untidy or worse, this is what I do as soon as I realise it will be above GS capture:
1st: speed managed (otherwise, in case you are coming at a high selected speed in OP DES, upon V/S selection thrust would suddenly increase)
2nd: ALT sel knob, above actual altitude (to prevent ALT* and to activate V/S if you were in OP DES)
3rd: set V/S -1,500 fpm
4th: attain landing configuration without delay
5th: confirm there is a valid G/S magenta signal (I once was diving to no G/S! luckily we realized what was going on soon)
6th: don't forget to set GA altitude when it is already above you
7th: don't forget to switch to tower, nor checklist, nor to obtain landing clearance
In the 320, for instance, it is most important to know the drill, however it is not very detailed. After many above GS captures, a few of which were untidy or worse, this is what I do as soon as I realise it will be above GS capture:
1st: speed managed (otherwise, in case you are coming at a high selected speed in OP DES, upon V/S selection thrust would suddenly increase)
2nd: ALT sel knob, above actual altitude (to prevent ALT* and to activate V/S if you were in OP DES)
3rd: set V/S -1,500 fpm
4th: attain landing configuration without delay
5th: confirm there is a valid G/S magenta signal (I once was diving to no G/S! luckily we realized what was going on soon)
6th: don't forget to set GA altitude when it is already above you
7th: don't forget to switch to tower, nor checklist, nor to obtain landing clearance
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The more sophisticated the airplane and knowing how complex fixing a simple problem like intercepting GS from above the more important it is to trust your hand flying skills and not have two pilots discussing which button to push next and forgetting to call the tower. How hard is it to press two buttons and hand fly an approach? If that is going to make you uncomfortable about the safety of continuing the approach hand flying, sharpen up your skills now.
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Ah! that's the way I prefer indeed, and have done it quite a few times, but in most airlines they want you to use automation.
It greatly depends on the captain. Some get scared if I disconnect, others (fewer and fewer) encourage disconnection. Lately they are restricting more and more hand flying, sadly
It greatly depends on the captain. Some get scared if I disconnect, others (fewer and fewer) encourage disconnection. Lately they are restricting more and more hand flying, sadly
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I think the reason to encourage automation use is to not need qualified pilots to fly these automated airbuses that really don't need a qualified pilot any more according to Airbus. AF just demonstrated how well that works RIO to Paris. Maybe they should have at least one qualified pilot in the cockpit, not in back sleeping. I know he needed his legal rest but why let new guys with little experience be totally in comand? Can't they afford qualified pilots?
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boeing has automation, too, as any airliner. It is not a problem of the manufacturer. It is a lawyer thing.
In an airline I flew, the issue was so cleverly stated in the OM that anyone can interprete it as he wishes. Then, if there is a crash either for not disconnecting or for disconnecting, then the airline's ass is always covered!
We used to hand fly from time to time. Now I can only do that in NPAs with runway in sight
In an airline I flew, the issue was so cleverly stated in the OM that anyone can interprete it as he wishes. Then, if there is a crash either for not disconnecting or for disconnecting, then the airline's ass is always covered!
We used to hand fly from time to time. Now I can only do that in NPAs with runway in sight
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Just saw a video of Sully countering a young guy who had his 250 hrs and was concerned about losing his valuable training if he wasted a lot of time flying banners until he had 1500 hrs. I wish it was that easy when I was trying to get the job. We flight instructed, flew charters, corporate and hauled freight. I don't know anybody that towed banners. All the real experience after that first 250 hrs gives you the ability to fly people safely, not the 250 to make you barely legal to fly.
