Narrative:

A visual approach was being conducted to runway 18R at mco with my first officer as PF. We were instructed to proceed visually to the orl VOR (5 NM north of the field) and then visually to runway 18R. A low scud of status (broken) partially obstructed the view of the airport. I directed my first officer to proceed to the VOR using the #1 RMI needle (set to the VOR). Her side was set to the ILS runway 18R to provide vertical guidance. I was busy setting flaps, radios and responding to checklists and did not notice that the first officer was not proceeding to the VOR. Approach control then asked if we were proceeding to the VOR and I detected the overshoot to the east of final toward runways 18L and 17. I redirected my first officer to the VOR and the approach was concluded without incident. I heard approach advise another aircraft on visual approach to either runway 18L or runway 17 of our presence, but I am not sure of its type of proximity. Factors contributing to the incident are as follows: 1) I had not flown into mco for many yrs and should not have accepted a visual approach with low scud partially obscuring my view of the airport. 2) my first officer was very inexperienced (as are many of our new crew members, moving directly from light twin types into a heavy jet). I overestimated her situational awareness and did not properly monitor her approach. 3) fatigue is always a factor in my flight operations. This was the 4TH leg of an all-night flight, which was proceeded by an all-night flight of 3 legs. I had about 6 hours of actual sleep between these flts! All legal!

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Original NASA ASRS Text

Title: DC8-71 FO FAILED TO GO DIRECT TO THE VOR DURING TRANSITION FOR A VISUAL APCH TO PARALLEL RWYS. APCH CTLR CAUGHT THE MISTAKE AND ALERTED THE FLC.

Narrative: A VISUAL APCH WAS BEING CONDUCTED TO RWY 18R AT MCO WITH MY FO AS PF. WE WERE INSTRUCTED TO PROCEED VISUALLY TO THE ORL VOR (5 NM N OF THE FIELD) AND THEN VISUALLY TO RWY 18R. A LOW SCUD OF STATUS (BROKEN) PARTIALLY OBSTRUCTED THE VIEW OF THE ARPT. I DIRECTED MY FO TO PROCEED TO THE VOR USING THE #1 RMI NEEDLE (SET TO THE VOR). HER SIDE WAS SET TO THE ILS RWY 18R TO PROVIDE VERT GUIDANCE. I WAS BUSY SETTING FLAPS, RADIOS AND RESPONDING TO CHKLISTS AND DID NOT NOTICE THAT THE FO WAS NOT PROCEEDING TO THE VOR. APCH CTL THEN ASKED IF WE WERE PROCEEDING TO THE VOR AND I DETECTED THE OVERSHOOT TO THE E OF FINAL TOWARD RWYS 18L AND 17. I REDIRECTED MY FO TO THE VOR AND THE APCH WAS CONCLUDED WITHOUT INCIDENT. I HEARD APCH ADVISE ANOTHER ACFT ON VISUAL APCH TO EITHER RWY 18L OR RWY 17 OF OUR PRESENCE, BUT I AM NOT SURE OF ITS TYPE OF PROX. FACTORS CONTRIBUTING TO THE INCIDENT ARE AS FOLLOWS: 1) I HAD NOT FLOWN INTO MCO FOR MANY YRS AND SHOULD NOT HAVE ACCEPTED A VISUAL APCH WITH LOW SCUD PARTIALLY OBSCURING MY VIEW OF THE ARPT. 2) MY FO WAS VERY INEXPERIENCED (AS ARE MANY OF OUR NEW CREW MEMBERS, MOVING DIRECTLY FROM LIGHT TWIN TYPES INTO A HVY JET). I OVERESTIMATED HER SITUATIONAL AWARENESS AND DID NOT PROPERLY MONITOR HER APCH. 3) FATIGUE IS ALWAYS A FACTOR IN MY FLT OPS. THIS WAS THE 4TH LEG OF AN ALL-NIGHT FLT, WHICH WAS PROCEEDED BY AN ALL-NIGHT FLT OF 3 LEGS. I HAD ABOUT 6 HRS OF ACTUAL SLEEP BTWN THESE FLTS! ALL LEGAL!

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.