Narrative:

Let me explain a situation that I found myself in last week. I had just finished 6 weeks of widebody transport transition training with my initial operating experience (IOE) being done the first week in december. I then had to return to flying the large transport as my bid on the widebody transport would not be converted until 1/91. Going back to the large transport involved unlearning of widebody transport procedures and relearning large transport procedures. This process was difficult because the airplanes are so dissimilar. I reported for the beginning of my trip on friday evening. I met my first officer who told me that although he had been a first officer for 2 months, he had only flown 3 short legs and this was to be his first full rotation. The WX in cvg was CAT ii and expected to stay that way. We left approximately 1 hour late and indeed made a CAT ii approach and landing in cvg followed by a very slow taxi in fog to the gate. We were then to continue on to cmh, but were further delayed by inbound connections. When we departed for cmh we again had a very low visibility taxi followed by a takeoff with rvrs of 1000-700-700. I made the takeoff and was going to make the landing in cmh as our company does not allow the first officer to do either with those WX conditions and less than 100 hours in the seat. The approach in cmh was started with rvrs of 4500 and then with variable rvrs of 3500, 2500, 2800. When we xed the marker we were given an RVR of 2200, which was below minimums of 2400, but we were still legal to continue to our MDA and 'have a look'. The runway was sighted at minimums and we landed uneventfully. My point in writing this is that even though everything we did was 'legal', it was a bad combination. Myself trying to sort out 3 airplanes, which are vastly different, in low visibility situations late at night when we're all tired. A first officer who is trying his best, but is really not up to speed for the situations we were in. The potential was there and everything was 'legal', but uncomfortable. I really don't think that it is safe for a pilot to have to go back to his old equipment after spending so much intense effort in preparing for a rating on a new airplane which is 'light yrs' different than the large transport.

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Original NASA ASRS Text

Title: REPORTER NEWLY CHECKED IN WDB REVERTS IN SCHEDULE BACK TO LGT. PROTESTS BEING SCHEDULED WITH NEW FO AND DIFFICULTY IN ADJUSTING TO OLD ACFT AFTER TRAINING IN NEW EQUIPMENT.

Narrative: LET ME EXPLAIN A SITUATION THAT I FOUND MYSELF IN LAST WEEK. I HAD JUST FINISHED 6 WKS OF WDB TRANSITION TRNING WITH MY INITIAL OPERATING EXPERIENCE (IOE) BEING DONE THE FIRST WK IN DECEMBER. I THEN HAD TO RETURN TO FLYING THE LGT AS MY BID ON THE WDB WOULD NOT BE CONVERTED UNTIL 1/91. GOING BACK TO THE LGT INVOLVED UNLEARNING OF WDB PROCS AND RELEARNING LGT PROCS. THIS PROCESS WAS DIFFICULT BECAUSE THE AIRPLANES ARE SO DISSIMILAR. I RPTED FOR THE BEGINNING OF MY TRIP ON FRIDAY EVENING. I MET MY F/O WHO TOLD ME THAT ALTHOUGH HE HAD BEEN A F/O FOR 2 MONTHS, HE HAD ONLY FLOWN 3 SHORT LEGS AND THIS WAS TO BE HIS FIRST FULL ROTATION. THE WX IN CVG WAS CAT II AND EXPECTED TO STAY THAT WAY. WE LEFT APPROX 1 HR LATE AND INDEED MADE A CAT II APCH AND LNDG IN CVG FOLLOWED BY A VERY SLOW TAXI IN FOG TO THE GATE. WE WERE THEN TO CONTINUE ON TO CMH, BUT WERE FURTHER DELAYED BY INBND CONNECTIONS. WHEN WE DEPARTED FOR CMH WE AGAIN HAD A VERY LOW VISIBILITY TAXI FOLLOWED BY A TKOF WITH RVRS OF 1000-700-700. I MADE THE TKOF AND WAS GOING TO MAKE THE LNDG IN CMH AS OUR COMPANY DOES NOT ALLOW THE F/O TO DO EITHER WITH THOSE WX CONDITIONS AND LESS THAN 100 HRS IN THE SEAT. THE APCH IN CMH WAS STARTED WITH RVRS OF 4500 AND THEN WITH VARIABLE RVRS OF 3500, 2500, 2800. WHEN WE XED THE MARKER WE WERE GIVEN AN RVR OF 2200, WHICH WAS BELOW MINIMUMS OF 2400, BUT WE WERE STILL LEGAL TO CONTINUE TO OUR MDA AND 'HAVE A LOOK'. THE RWY WAS SIGHTED AT MINIMUMS AND WE LANDED UNEVENTFULLY. MY POINT IN WRITING THIS IS THAT EVEN THOUGH EVERYTHING WE DID WAS 'LEGAL', IT WAS A BAD COMBINATION. MYSELF TRYING TO SORT OUT 3 AIRPLANES, WHICH ARE VASTLY DIFFERENT, IN LOW VISIBILITY SITUATIONS LATE AT NIGHT WHEN WE'RE ALL TIRED. A F/O WHO IS TRYING HIS BEST, BUT IS REALLY NOT UP TO SPD FOR THE SITUATIONS WE WERE IN. THE POTENTIAL WAS THERE AND EVERYTHING WAS 'LEGAL', BUT UNCOMFORTABLE. I REALLY DON'T THINK THAT IT IS SAFE FOR A PLT TO HAVE TO GO BACK TO HIS OLD EQUIP AFTER SPENDING SO MUCH INTENSE EFFORT IN PREPARING FOR A RATING ON A NEW AIRPLANE WHICH IS 'LIGHT YRS' DIFFERENT THAN THE LGT.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.