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Nice Glass (lucky Windows users)....something tells me there'll be a few 'GPS source" headaches to work through on this stuff. right now, its just get the things in place. TK

Kirk, The visual approach functionality is one of the best things about this airplane and we use it all of the time. I'd have a hard time giving it up. If the ATIS is advertising visual approaches, we will select the visual approach in the FMS. Most of the time we will select 3nm for the RX. Assuming we are more or less 'straight in' when we're cleared for the visual approach, the PF will ask for 'direct to the RX'. The PM will make the selection in the FMS, verify with the PF that it is correct before execution, and when that is complete, the PF will typically ask the PM to 'spin [it] to zero' , meaning the PM sets the ALT selector to zero. The AP is typically on at this point, and the PF sets up the FCP by selecting APPR and VNAV. The PF will also check and verbalize that the computed TOD is 'in front' of the airplane to ensure the airplane isn't already above the computed path. If it is - then the PF will have to select a vertical mode to get the airplane heading downhill to an intercept of the PATH. (The timing of all this varies considerably depending which way we are approaching from, what altitude we are currently at, etc.) Quite often when an airport in the US advertises the visual approach - ATC may still reference an IAP waypoint as part of the initial approach; typically the GS intercept if the runway is served by an ILS. For this reason we always insert that waypoint before the 3nm RX - and we input the IAP crossing altitude. Quick example: KBDL is advertising visual approaches to runways 24 and 33 on the ATIS. Today we are going to Signature Flight Support and the winds are light and variable - so we brief that we will request runway 33 when checking in with BDL Approach. We setup the FMS with the visual RW33, with a 3nm final - ands insert HOMEY at 1800ft. (HOMEY is the GS intercept for the ILS 33). Upon being handed off from Boston Center to BDL Approach, we check-in with the ATIS and request 33. We're given direct HOMEY for the visual 33. This happens quite often, and is why we are prepared to reference the primary underlying approach even though the ATIS is advertising visuals. If we're somewhere we don't fly often - this can surprise you if you aren't prepared and don't know the IAP waypoint. From here at some point we'll be asked if we have the airport in sight or the preceding aircraft - and if we do - we're cleared for the visual 33. We setup per the above and from here it's just automation and energy management. The AP is on - our eyeballs are outside - we have automated lateral and vertical guidance to a stabilized visual approach. Better than an ILS in the sense that there's no NAV to NAV transfer and a go-around already has us selected to FMS source. Briefing for the missed when expecting the visual would take into account traffic pattern altitude and direction for that runway as well as some situational awareness on obstacles on the upwind and close-in to the airport. Thoughts on your scenario 1 outline vs IRL: - Select Visual Approach in FMS and possibly adjust the distance (defaults to 5 nm). [Most typically use 3nm IRL, more if required by circumstance]- arm NAV and APPR [pick one - but can't do both - we leverage APPR - schoolhouse suggests NAV for some bigger picture consistency (save that for later)]- ALT set down to the ground (I believe this is req'd w/ "Visual Approach" in FMC) [ALT set to zero or field elevation in order for airplane to descend at PATH intercept]- VNAV armed (is this req'd for the simulated GP to display in the "Visual Apch" mode?) [VNAV armed with ALT set to zero for airplane to descend on PATH]- AP and ATS deactivated [Up to you - depending on circumstance - Automation has benefits you progressively forfeit as levels of automation are reduced - but it's good to keep hands and skills sharpened. Be smart with your choice based on situation; don't try to be a hero handflying in a busy terminal area with lots of traffic, lots going on] Thoughts on your scenario 2 outline vs IRL: This would be what we'd describe as 'a visual backed up by the ILS' where the jet will nav to nav transfer from FMS to LOC. - Select the ILS approach in FMS (rather than Visual Apch) and use it as a reference, similar to Scenario 1 [Yes]- rest is the same except ALT does not have to be set down to the ground, and VNAV does not have to be activated [Correct - GS will capture similar to VGP regardless of ALT selector - and you can set your pattern altitude - or briefed go-around altitude upon GS capture] I much prefer scenario 1 as it is cleaner - but scenario 2 is handy when it's VFR yet the ATIS advertises an ILS or IAP - and therefore that is what you're setup and prepared/briefed for. At some point on the approach you may press the situation and announce the field in sight - and maybe you'll get the visual clearance -or perhaps ATC asks you and reply you have it in sight and get the visual clearance. Since you're already setup for the ILS - it becomes a visual backed up by the ILS - no more messing with the box close-in - and that's a good example of when you'd use Scenario 2. Considerations: If it's our first time to the airport, or we haven't been there in quite some time - or it's an airport with obstacles/terrain / 'sh*t to hit' or it's dark, we may just ask for the IAP despite the good weather. That pushes us more into 'scenario 2'. Home base - sea level airport - no terrain, minimal obstacles = Scenario 1. If approaching the airport from opposite side of airport - example: Visual 33 KBDL and we're coming from the NW and being vectored onto a left downwind to RW33 = Setup per scenario 1 except put the RX at 4nm, if on radar vectors and flying in HDG mode - perform a Direct To Intercept to the RX but enter a base course in Right LSK 6 spot on CDU. For inbound course of 330, this would be 060. Once cleared for the visual approach - selecting APPR (or NAV) + VNAV + preselect to zero = the airplane will fly a beautiful left base to final and because of the 4nm RX - you're ensuring a more stabilized rollout before 1000' above the airport. If approaching airport from straight in side of airport in HDG receiving radar vectors - perform a Direct TO Intercept to the RX and 'extend the line' through the RX by inputting the final approach course in Right LSK 6. For example with RW33 = 330. Then when cleared for the approach you select APPR (or NAV) + VNAV + preselect to zero = the airplane will intercept the extended centerline for the visual approach. ALT selector to zero vs field elevation will change the altitude alert dynamic. Some pilots prefer field elevation for this reason. If you're expecting and or subsequently cleared for a visual approach from scenario 1 or 2 - understand you were not cleared for the ILS or other IAP. Therefore in a go-around scenario - ATC is not expecting you to fly the IAP MAP. I've flown with a lot of professional pilots that will enter into scenario 2 and brief 'visual backed up by the ILS' and proceed to brief the IAP MAP. NAV vs APPR: The schoolhouse has suggested that to keep our heads straight between the different types of approaches and FCP selections - for the visual approach they have recommended NAV/VNAV

Every operation will be somewhat different of course.... Once we complete the last leg of the day and the shutdown check is complete, one of us is immediately getting up out of the seat to open the cabin door and go verify chocks are in place, the nose doors are opened, and 5 pins are inserted. Of course if our last leg is a passenger leg - they are disembarked first. One pilot typically stays with them for the walk to the vehicles or the FBO - while the other pilot heads to the interior of the baggage compartment to pass the bags to line crew. That pilot then comes through the cabin to check for forgotten personal items - concluding with a thumbs up to the pilot adjacent the vehicles. If they walked inside - typically a text is sent between pilots that the cabin is clear (or isn't). At this point the pilot with the airplane will coordinate with the line crew re: required services - verifying chocks are in place - then retrieving the pins and inserting them. Different operations have different philosophies/standards regarding nose doors opened or closed. At our home base - we will always open the doors and insert 5 pins. Away from home while on the road we can exercise discretion to leave them closed. In a location with security concerns, or if there are any concerns regarding tugs, line crew, etc - we may elect to go with 3 pins and leave the doors closed. I'd say in our operation the doors are left open with 5 pins the majority of the time. Under no circumstance will we leave the nose doors open without inserting the 2 additional pins. Once pins are inserted and we're both back on the jet - it's time to start cleaning up and preparing for the next flight. Garbage is gathered, old coffee is dumped, drinks in the drawer with paper labels are removed from the ice bins - leftover catering is emptied from the chiller and either given to line crew as trash, as a gift, or to be stored in the FBO fridge. If the cabin needs to be vacuumed - we vacuum while power is still on. Tables and surfaces are cleaned at this point, seatbelts are cleaned and put back into presentation , the sinks and lav are cleaned and while this is happening - line crew is probably performing the lav service. Dishes and linens are given to line service as well. We like to keep power on until all of that is finished so we can check the lav - that enough (hopefully clean) water has been put back in and its back to smelling/looking fresh. We also have to restock from the storage drawers in back. Things like snacks, drinks, chips etc - all have to be replenished. If 15 minutes has gone by - one pilot is checking/servicing the oils in the utility bay. If temps will dip towards or below freezing - we purge the potable water system. This is often done at TOD depending on circumstances to avoid dumping 10 gallons of potable water on an FBO ramp which will turn into an iceberg. Water lines must be purged on the ground which is similar to prepping a recreational vehicle or boat for winter storage , minus the antifreeze, although there's different techniques there too. Sometimes during all of this we may also fuel for the next day's flight - circumstances of course dictate when we would do this as there are considerations to keep in mind leaving the jet with a lot of fuel. We also will consolidate crew baggage and put it in the baggage door opening in preps for offloading. We ensure the garbage, catering, fridge items, etc - are indeed all off. The parking brake at this point has probably long been released since chocks were verified - and the signs put in the cockpit windows indicating the jet is safe to tow. We verify one of us has recorded the 'numbers' from the FMS for the trip paperwork. (OFF/ON/FLIGHT times and OUT/IN Fuel) Suction cupped iPad mounts are removed from the windows, the Sentry is verified as off and packed up so it can be charged at the hotel if needed. If it was a night flight and next flight is day, and we're about to secure the airplane - lights will be brought back to a daytime config (full bright). If it's a hot and sunny location - cabin window shades are closed and cockpit reflective covers are put in place. We also have a pin to secure the emergency exit in the cabin that gets inserted. At this point we verify requested services have been received/completed and we check with the other crewmember or crewmembers that they are done with cabin power. From here one of us typically runs the securing checklist and shuts down the APU. But we aren't done yet. Our bags get unloaded at this point and we build our 'pile'. All external panels are locked. A thorough post flight walk-around is completed, typically by both of us. Covers are put on all 3 pitots, both ice detectors, the AOA cone and both AOA vanes. Both batteries are disconnected. Whichever pilot didn't do the cockpit securing - must 'check switches' to make sure all is where it should be. Now it is finally time to make sure everyone is 'done inside' and the door gets closed/locked - and now - we can walk into the FBO, or to our rental car which has been brought planeside. We check in at the CSR desk regardless - providing contact info, verifying the schedule and services requested. This is a great time to make sure we go over the 'stuff in the fridge, the lav service, hangar arrangements, etc etc'. Only after this is all done do we leave the airport and head to the hotel where the trip PIC does 'the paperwork' which in our operation is electronic and must be submitted in a reasonable amount of time after the flight. At home base our operation has a cleaning service that will take care of many of the above tasks, and since another leg often isn't happening the next day - we're off the airplane pretty quickly. Hope this helps understand some of the things that go into this side of the business. On an international arrival after a long day mid-trip- it wouldn't be uncommon for the crew to take 30-45 minutes to do all of the above correctly.