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Look out the window?

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Look out the window?

Old 16th Jul 2021, 08:47
  #21 (permalink)  
 
Join Date: Jun 1999
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Agree with all of the above and besides it’s easier………
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Old 16th Jul 2021, 09:14
  #22 (permalink)  

Only half a speed-brake
 
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identity the aim point (between the papis )
Say that again?
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Old 16th Jul 2021, 09:37
  #23 (permalink)  
 
Join Date: Apr 2021
Location: Sydney
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Good grief.
There is another thread discussing a mishandled go-around in an A350.
Thats what this sort of thinking ends up causing.
Glad I’m almost at the end.
The profession of “Pilot” is dying.
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Old 16th Jul 2021, 14:40
  #24 (permalink)  
 
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Glad I’m almost at the end.
You and me both!

Imagine the confusion when flying the 'FD's' heads in to the 'deck' during an RNAV or an NPA when the MAP is waaaaaaay earlier! (HND Rwy 22 or the Canarsie are prime examples imvho)

Throw in a time critical event mayhap and the jet t'would be all over t' shop!
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Old 16th Jul 2021, 17:07
  #25 (permalink)  
 
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crimito

Some people don’t realise you can turn them off, it seems.
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Old 17th Jul 2021, 08:16
  #26 (permalink)  
 
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But unfortunately there are several operators that prohibit their crews to turn them off unless required by the procedure.
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Old 17th Jul 2021, 11:33
  #27 (permalink)  
 
Join Date: Aug 2007
Location: The World
Posts: 55
Originally Posted by fire1982 View Post
I m speechless about this post..
So am I.
I reached the end 2 1/2 years ago with no regrets.
Unfortunately this is the trend and fashion with the "Magenta Line Pilots" and this one will probably soon become a fleet manager .... say no more!!!
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Old 17th Jul 2021, 12:22
  #28 (permalink)  
 
Join Date: Nov 2018
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MetoPower. It’s worse than that! I know of one who is now the FOM of a small jet operation. When I flew with him 6 years ago he couldn’t fly his way out of a paper bag. Of course, he knew the manuals backwards. His CV is very impressive, but not how I remember things being.
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Old 18th Jul 2021, 02:57
  #29 (permalink)  
 
Join Date: Mar 2006
Location: USA
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Somebody sent me a quote recently:

Under pressure, you will not rise to the occasion- instead, you will sink to your level of proficiency

Wise words.
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Old 18th Jul 2021, 03:11
  #30 (permalink)  
 
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Check Airman
That's a good one.
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Old 18th Jul 2021, 05:22
  #31 (permalink)  
 
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I had trouble during lower vis training when getting visual at the bottom. Looked at the runway too much and got very wobbly and unstable. Fixed by confirming visual then mostly back to the dials until 50'
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Old 18th Jul 2021, 06:40
  #32 (permalink)  
 
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Is this not "Dominant Response Hierarchy", Which is why we drill procedures so they become dominant response in an emergency when stress levels are higher.
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Old 18th Jul 2021, 12:55
  #33 (permalink)  
 
Join Date: Sep 2016
Location: USA
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Many times, the relevant "procedure" not "drilled" being to simply fly the plane...

Reminds me of this haunting snippet of transcript:

02:44:18 CA: See what the aircraft did!
02:44:27 FO: Turning right sir
02:44:30 CA: What?
02:44:31 FO: Aircraft is turning right
02:44:32 CA: AH
02:44:35 CA: Turning right?
02:44:37 CA: How turning right
02:44:41 CA: Ok come out
02:44:41 FO: Over bank
02:44:41 CA: Autopilot
02:44:43 CA: Autopilot
02:44:44 FO: Autopilot in command
02:44:46 CA: Autopilot

02:44:48 FO Over bank, over bank, over bank
02:44:50 CA: OK
02:44:52 FO: Over bank
02:44:53 CA: OK, come out
02:44:56 FO: No autopilot commander
02:44:58 CA: Autopilot

02:44:58 EC1: Retard power, retard power, retard power
02:45:01 CA: Retard power
02:45:02 : Sound similar to overspeed clacker
02:45:04 CA: Come out
02:35:05 FO: No god except...
02:35:05 SV: "whoop" sound similar to ground proximity warning
02:45:06 END OF RECORDING
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Old 18th Jul 2021, 15:18
  #34 (permalink)  
 
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Perhaps it is. You’ve introduced me to the term. In our case, for many people, the dominant response is “more automation”. Those people scare me. I have seen first hand their dependence on the FD for the simplest of tasks, and to say it’s concerning is an understatement.
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Old 18th Jul 2021, 15:21
  #35 (permalink)  
 
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The Banjo

I think that’s a pretty common problem. I’ve seen and done it in the sim. This is where training works. Stay inside for as long as possible, and it keeps things going well.
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Old 18th Jul 2021, 15:48
  #36 (permalink)  
 
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Grrr

Errrrrrrr isn't that the problem?
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Old 18th Jul 2021, 17:12
  #37 (permalink)  
 
Join Date: Mar 2006
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I should’ve been more clear. I’d only do that under low vis, where some people have a tendency to destabilise an approach (either by going above or below the GS) after breaking out. Gotta make sure you stay on the glide slope.
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Old 18th Jul 2021, 19:51
  #38 (permalink)  
 
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Has something gone wrong in modern aviation (or the training)? I was always very grateful for "modern" aids in my flying career (and they kept appearing and I used them!) but was always told (and always did) use them as aids until I was happy to go visuaL! I also taught this in both the military and civil world. for many years! Guess I am now well out of date!
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Old 18th Jul 2021, 21:26
  #39 (permalink)  

Only half a speed-brake
 
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And so the cat is out.
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Old 18th Jul 2021, 21:57
  #40 (permalink)  
 
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Not seeing what the problem is here. In one specific situation, some people have a tendency to destabilize an approach after going visual. What's wrong with protecting against that by keeping a close eye on the glideslope? Now if you can't do it from a 6 mile final, that's a bit different.
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