Airline Pilot Central Forums - Most Complex DPs/Arrivals

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Quote:

Originally Posted by minitour (Post 834803)

Well, I could see that.:p

The procedure itself is pretty simple though. I'm sure there are more complex ones out there. But yeah, if you don't brief it, don't fly what you do brief, or just don't pay attention, you're bound to f-something up.

-mini

I think the problem many folks have with the TEB6 is the low level-off altitude and then the heading change (at DME, right? I don't get to TEB)...kinda like a walk & chew gum thing I suppose :D

Quote:

Originally Posted by CL65driver (Post 834796)

Yep... XJT. I didn't know we still had it available online. I used to avoid Reno for that very reason. Half of the 50 minute flight was spent briefing that disaster waiting to happen. I remember doing it in the sim back in '07 for a PC. It had the potential to be a ball buster if you weren't careful. Did a go around once or twice due to W/S out there. Fun times.

If you go into the charter stuff I believe it's still there.

Quote:

Originally Posted by CL65driver (Post 834796)

That, and the arguments we'd have with tower about departing while tracking the BC vs. flying runway heading (I guess we weren't allowed to depart without tracking the BC as per the -7).

Ya know, as much as I complain about RNO... my worst day of flying Branded was still a million times better than my best day in the CoEx system. :(

You don't know many times myself and a former DelCon/Branded guy/girl said that to each other since September 08. The sad part is, after doing this UAL crap, I miss COEX. Not because it's better, it just sucks less.

Never flown it myself but I hear the canarsie (sp?) climb catches a few people out every now and again

CHANL1 out of SNA is fun. Noise abatement, three navaids, and 100s of Cessnas to give you RAs.

Quote:

Originally Posted by BoilerUP (Post 834823)

I think the problem many folks have with the TEB6 is the low level-off altitude and then the heading change (at DME, right? I don't get to TEB)...kinda like a walk & chew gum thing I suppose :D

Depending on the runway, yeah. I think off of 24 you wait for the DME and the other runways it's a turn, then a turn at an altitude...or somethin' like that.

For us, it's a little easier. We're slow, so things don't happen as fast.

Of course, when you're paired up with a mental midget who can't figure out how to tune the TEB VOR so you can have DME when you're trying to ID the fix to start your circle, anything's possible. :mad:

-mini

Try this one in a DC-9 with no GPS/FMS, always a good time. :)

http://i454.photobucket.com/albums/q...9/b0b1cd1b.jpg

While not one you're likely to see at the regional level, the ANJYO REVERSAL 1 in Nagoya, Japan (RJGG) is a challenge, especially off Rw 36, when being flown with the FMS on the fritz.

It is the DP to expect out of Nagoya, and they always make you do the DME arc stuff for noise abatement. ATC outside the US just assumes everyone has FMS's, which make any non-visual procedure a non-event, just follow the cues.

The River Visual 19 (or the Expressway Visual to 31 @ LGA) is the approach I miss most from my days flying smaller aircraft - great fun and scenery. It is a sad day when visual procedures are being talked of as 'the hardest' - they're all visual, old fashioned, hand-flying. On a nice CAVOK day, turn off all the fancy automation and fly the plane the old fashioned way. From a Cub to a 747, they all fly the same!:)