I know I'm going to get flamed here, but whatever, I don't ######ing care! Someone mentioned about "standby for an FCIF prohibiting visual approaches." IF THIS IS THE CASE, then this wouldn't surprise me one bit, and quite frankly, we would deserve it. This is a pet peeve of mine and as a Safety guy and an Airlne pilot, I've flown with too many guys in my squadron who get lazy and request visual approaches to airports they've never been to before. I see them losing their minds asking me if I have the field in sight. I tell them I do, but they don't and try to get me at last minute to request an instrument approach, all the while I have the ILS and inbound course dialed in. Instead, I take the aircraft from them, and get lined up and give the plane back to them. All this is then followed up by a snide junior high school remark just to save face. At my airline job we have SOP's that state, "All visual approaches will be backed up with an instrument approach." Sure, the C-17, C-130, etc., etc., etc., all fly tactical stuff and yadda yadda yadda, but this is NO EXCUSE to not use your instrument skills to land an f-ing aircraft.
Quoted for Truth.
I'd be lying if I said I haven't been in this exact situation - here's the setup:
It's my no-shit first flight as AC. Alerted off of Bravo at one on a Saturday morning to help start AMC's Haiti earthquake relief. We're rounding all the people we can get to mission plan and stage at Pope - at least a third of them are drunk.
It's pretty much chaos around the sq trying to get everybody together and manifested.
Sister squadron commander found me, tapped his watch and said, "There are people watching this".
Weather is 300 and 1/2.
We get gone, drop everybody off at Pope, and eventually get our upload figured out ( 2 Humvees and pax) and push on to MacDill to RON and head for Haiti in the morning.
When we start the descent into MCF, it's right around 12 hours since alert.
I have buddy as my co-pilot who upgraded shortly after this trip - he has a significant amount of commercial time.
We get vectors to the ILS 22. Right as the (false) glideslope comes alive, we get asked if we have the field in sight. Since Knight is sitting right about at a 3 degree slope, I think that's the field and start the descent after we're cleared for the visual approach. Tower clears us to land because they see us on final.The eng calls the go-around at 500'A. We quickly re-orient and get on the real glideslope. As we're taxiing in - I get the infamous "phone number to approach" relay. Much to my relief...they asked what I was doing...I fessed up and they said "don't do it again" and that was it. I thought I was about to set the record for shortest time as AC....
Edit: we even read and briefed the note on the approach plate
. At that time, it was a bit different and didn't specifically name Knight field.
Edited by The_Ginger, 21 July 2012 - 12:36 PM.