Widebody Transport
Flight Crew Air Transport Pilot (ATP)
Confusion; Physiological - Other
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Unstabilized Approach
Human Factors
While conducting the second leg of a Line Check Airman Upgrade on a Captain during his Line Check the flight departed HNL Rwy 8R and initially flew the MKK4 departure on heading 120 until Honolulu Departure instructed a left turn to heading 090. The Captain was having trouble seeing the heading knob and first commanded a turn further to the right to first 290 then more right to 090. The First Officer verbally intervened when he saw the aircraft start to turn more right; then intervened again when he saw the Captain command an even greater heading of clockwise to 090. The Captain then spun the heading knob far to the left to heading approx. 300. The airplane started a turn to the intended direction but when the First Officer saw the heading was too far left he verbally intervened again. The Captain did not make a timely correction and the Line Check Airman upgrade verbally told the crew to roll out the First Officer took control of the aircraft; turned off the autopilot; put the aircraft on the correct heading and returned control of the aircraft to the Captain with the autopilot on. At about that instant Honolulu Departure asked if we were turning to 'heading 090'. The First Officer responded we now were heading 090. The Departure Control did not query further or indicate separation was jeopardized.The second event occurred on approach into [our destination]. The flight was cleared for ILS Runway XY at or above 2000 feet and maintain 210 knots until about 15 miles. The Captain was not aggressively making the descent as was needed. When cleared the approach the Captain seemed to have trouble finding the approach button resulting him making the aircraft high and fast in an unlandable situation. The First Officer directed a go around. During the second pattern the Captain was late to slow down and execute a turn ATC issued back for Runway XY. The First Officer pointed to the approach button and the aircraft did a mild overshoot lining up to the landing runway. Approach asked if we were tracking the localizer and we tracked the ILS without problem after the Approach tile was selected. The landing was firm and right of centerline.The check ride was graded Unsatisfactory and the Captain was relieved and recommended to see a medical doctor. The flight continued to [another airport] two days later flown by myself; the Line Check Airman.The Captain was having difficulty manipulating the FMS and MCP on this flight. At first the crew thought it was the pressure of a check ride or being new to the left seat. After the departure heading incident we queried the Captain about his well being. He stated he had a headache and was wearing new glasses combined with difficulty sleeping. The First Officer and both Check Airman asked if he was okay; he said he was 'fine; just tired'. After the flight concluded we discovered the Captain was experiencing medical problems on this flight. The best prevention for fitness for duty should start with the individual stating they are not well. After the fact when the first incident happened the two Line Check Airman discussed we could've pressed the Captain harder about his condition and relieved him if we had known how much trouble he was having.
During a Part 121 line check operation the Captain displayed difficulty with operating the automation. It was postulated that this was due to undetermined medical issues.