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| HANDLING THE BIG JETS Statistics show that over %40 of aviation mishaps have been related to weather... That is Mother Nature... As nobody is able to beat her, we should be able to live and cope with it... The aim of FLYING THRU NATURE (R.M.) sites is to provide short, clean-cut, and easy to understand nevertheless valuable information for young flyers and aviation enthusiasts. COMMANDING ALOFT, HANDLING BIG JETS, JETLINERS, CORPORATE / BUSINESS JETS, HANDLING EMERGENCY CONDITIONS IN ALL CIRCUMSTANCES, CREW RESOURCE MANAGEMENT, HANDLING OF HIJACKERS, EASING THE PASSENGERS' AEROPHOBIA are some of the topics that are reviewed. The mere hope is to beam a light into the path of cool and safe flying skills for future aviators and aviation enthusiasts. Avoiding hurting, breaking or damaging; hearts, souls, lives or aviation assets... FLYING THRU NATURE sites correlate bare realities of aviation, findings of scientists and aviation experts and mystics of aviation extraordinarily... In website stories of FLYING THRU NATURE you'll be able to interpret the fine and vital points of commanding aloft on large category jet aircraft. You'll be surprised as you gradually improve your values on handling big jets, synergy, crew resource management, and handling contingent emergencies, airborne abnormals in the coolest way regardless prevailing weather conditions. As all experienced aviators would know that, facing a real catastrophic emergency is no game at all. It certainly doesn't ever look like or feel like a flight simulator training. There are mainly three differences between flight simulator training and real life emergencies. In other words you can discriminate simulated and real emergencies in three ways: 1. There is no adrenaline factor in simulated emergency training, since your subconscious already know that what you're riding on is a simulator. In real life? Yeah you sure get it, eh? 2. There is no "g" factor to be loaded on flight simulators during high altitude upset recovery. In real life? Oh God, you can refer to theory of Sir Isaac Newton (1642-1727 R.I.P.) about the gravity, thereafter, no crumbs of doubt shall remain in your minds... 3. There is no VERTIGO factor in flight simulators. Since, there is not enough rotation when riding flight simulators to deceive the nerves in semicircular canals as in a real airplane. So while you can so easily handle a simulated partial panel or total electrical failure problem in a simulator, in real life it may not be that easy. So what to do? That is what you should try to squeeze the best out of the stories and my articles. They are all true, but names and places are kept confidential... At the beginning of my story, I'd like to enlighten aviation enthusiasts of the "Basics of airmanship" as a very first step of familiarization process into real flights. Those are kind of morals of aviation philosophy.... 1. Enhance your visions! 2. Let your common sense and initiative do its job! 3. be flexible! 4. Watch your instincts! 5. Don't let your wisdom be stepped down by any means! 6. Don't let the unexpected contingencies and fear get the upper hand! 7. Never say "me", instead say "we" in a multi-crew airplane! 8. Listen and be sure to understand what is told to you (either by ATC or your colleague) and reply accordingly. Now, step forward to swear for continuous airborne excellence and promise you'll never discard the basics of airmanship those are partly the rules of Crew Resource Management (CRM) as well. Well done guys, now you can go ahead reading the story! Imagine for a while. Imagine yourselves riding on a flight on a real nice day, suppose on a night with bright stars high above and possibly with a pale slice of moon up there illuminating the cloud layers below as well. You may feel yourselves either as part of crewmembers or passengers of this imaginary flight, your choice... Believe me, I am not trying to make hypnosis out here at all, but to be able to understand what I mean, you should seat back, relax, relieve out of stresses of your daily life, feel as if your feet will take off from the ground and suddenly you will feel so light and fit for a flight.. Open your eyes now and here you are onboard on a commercial jetliner... While cabin crew delicately serves the passengers, let's proceed and take a look at to the flight deck... Yes, the flight deck crew looks so relaxed. The captain in command contemplating the vaulted stars... They seem like they enjoy what they are doing. Every once in a while, make brief systems checks, check-out computer progress, radio some voice reports, chat to each other, etc.. Look at their faces; you can see almost dignity mixed with confidence on each face. Nobody is frowning. That flight deck looks so nice with all that colored and fancy looking, sophisticated electronics and flight instrumentation systems. A cozy atmosphere, eh? Hear what commander says looking at to his aide? "Look at the sky tonight First Officer, charming right? How about the enroute alternates by the way? Are they charming as well?" "Yeah" says the First Officer; "I've got an update and they all look fine for the moment"... I understand why you would like to stay in the flight deck forever. But we are only visitors here with an aim of finding out the reason of scurry thoughts in the brains of flight deck crew even on this kind of a nice and easy flight with all that prevailing favorable conditions... Oh God how nice it is here... Smooth and easy slide thru Mother Nature... Perhaps thru her good temper. Now let's try to intuitionally find out and interpret the ongoing storm deep in the mind of the Commander, widely known as "Captain in charge" of the flight. Concentrate and focalize. Keep your eyes shut to increase your ability of sixth sense or third eye whatever you name it. Could you've received some uneasy beams of thoughts? I could have received some "if"s and "in case"s, but those are incredibly catastrophic thoughts for whatsoever reason... Are you able to receive it now? Yes, he has got a storm going on in his mind... What if one engine fails or catches fire, What if he encounters a flight control problem? What if rapid depressurization occurs? What if he encounters a bomb scare? What if he encounters an unlawful interference aiming to hijack or commandeer the iron bird? It shouldn't be nice to be commandeered or coerced at gunpoint, eh? Gush, what is happening? Is he going mad or something? No surely not... He is trying to stay one step ahead of the plane; he is expecting the unexpected, planning for the contingencies. That's so simple... If you don't see a solution to a contingent airborne problem before it emerges, frustration won't help, and neither will anger. Listen in to the radio talks now; Air Traffic Controller is calling our flight; "Flight 123 Washington Center..." "Go ahead Washington, Flight 123" Replies First Officer. "Contact Jacksonville Center on 124.07" "Roger that, 124.07 over to Jacksonville, Flight 123, So Long..." "So Long" First Officer switching over to newly assigned frequency transmits to new ATC center; "Jacksonville Center, Flight 123..." "Flight 123 Jacksonville, go ahead..." "Flight 123 inbound to FLO, Level 350" "Roger 123, Identified, omit position reports proceed direct to CAE, level 350. And for your information, moderate to severe CAT has just been reported at level 350 in the vicinity of CASAT slightly east of your route..." "Copy all Jacksonville Center, we're going to keep an eye on it, thanks indeed, Flight 123..." "You've heard this Captain?" "Yeah, I've got that. Normally the thickness of that kind of turbulence is about 6000 ft. Good luck then, nobody knows what would be the intersection of reported 35000 ft. to that imaginary 6000 ft. layer for a vertical deviation" "Yeah, you're quite right sir, no way to know the right direction for an escape...Maybe only a rough guess? Or else we can have an idea from other traffics flying at one lower and one higher if any" said the F/O... "Check the local tropopause level out of the weather map" commanded the Captain... "aye, aye sir" said the F/O..."Let's see, it looks like as 390 today sir..." " OK then, it's apparent we're unable 430, I don' want to loiter at 390 for sure, I think we'll have a better chance at level 310 just in case we need to change our level and this will also increase our buffet margin.. We're going to maintain our level for the moment. Would you check present Optimum level please?" "We are at optimum already sir and max looks like 390 at this gross weight"... "Thanks First Officer" said the Captain, "before entering the suspected area, we're going to decelerate down to turbulence penetration speed, seat belts and ignitions shall be switched on and in case the necessity arises, auto throttles shall be switched off and altitude hold disengaged. Cabin crew should stop service as well...Call purser now on IC and ask her to stop service on a possible flash of no smoking lights..." "Roger sir " replied the F/O... Having more or less six to seven minutes passed, F/O reported that the iron bird was approaching to suspected area of turbulence; The Commander commanded for previously discussed pre-turbulence measures to take place. Initial bumps started as irregular chops that could be described as light turbulence in aviation literature... Later on irregularity and level of turbulence increased causing loose flight deck documents to toss about slightly. That was the initial sign of light turbulence turning out to be moderate... "I guess we'll be better of at level 310" said Commander Curtis. "Go for it if there is any... (Chance)"...Commanders speech was cut by a couple of moderate to severe bumps, causing low fuel lights to illuminate momentarily.. "Yes sir, right away" replied the F/O then keyed his mike; "Jacksonville Flight 123, experiencing now and than moderate to severe turbulence at level 350 request 310 if available!" "Flight 123 Jacksonville for the moment you look unable due to opposite traffic, but anyhow switch over to Atlanta Center on 120.42 and look for a coordinated heading and level change. So long and good luck" "Roger Jacksonville 120.42 for Atlanta"... F/O could not have completed his words with some cordial words such as "so long" or "good bye", instead rushed into the newly assigned frequency having trouble switching the numbers on VHF due to irregular moderate to severe bumps... "Atlanta Flight 123 with you, with unfortunate moderate to severe turbulence, unable to maintain level 350 precisely...Request level 310" His voice was shivering due to turbulence. As soon as the F/O released the key for the mike, a garbled and apparently blocked speech of traffic continued. It was another airliner in communication with Atlanta Center but simply was blocked halfway... The F/O keyed the mike again in a hasty manner and tried to talk to ATC but again two stations at the same time created a garbled voice... "Take it easy now, it's his turn and we're not dying here at all. Let him talk first. And don't forget to monitor a newly assigned frequency briefly before starting to talk..." Meantime the communication of Delta with Atlanta Center was over and the F/O jumped in; "Atlanta Flight 123!"... "Flight 123 Atlanta Center, go ahead"... "Flight 123 at level 350, approaching Columbia, have been experiencing moderate to severe turbulence for the last 4 to 5 minutes request level 310..." "Well, flight 123 lets see...Turn right to Colliers this time and descent 310" "Thanks Atlanta inbound to Colliers descending 310" replied the F/O. Setting 31000 Ft. on the Mode Select Panel the Commander Level Changed the Auto Pilot and "Retard!" announced the F/O reading his Flight Mode Annunciator. The air was too rough for a so called "Profile" or "Vertical Navigation Descent ". In the Level Change mode, even though the airplane's attitude was appropriate, the airliner seemed to be unwilling for a descent due to transient updrafts. The iron bird hoisted for several seconds for about 50 to 100 feet then started a diving kind of descent. The Commander switched into autopilot's Control Wheel Steering (CWS) Mode adjusting jetliner's pitch attitude appropriately. That helped to get the iron bird under control and seconds later things were smoother. "One to go!" announced the F/O. "One to go!" replied the Skipper switching into AP's Command and Vertical Speed Mode in 1000 feet per minute. The airliner was still bumping through occasional very rough air while leveling at 31000 feet as the voice of the First Officer's voice broke in: "Captain, it seems like we're getting a rapidly increasing fuel imbalance...Have you noticed that?" "Yeah, 700 pounds for the moment. Weird though, fuel flows have been equal." The airliner was still experiencing moderate to severe turbulence making the conversation difficult. "We still can do with it" continued the Commander; "Still got a little more to reach the margin. Meantime, let's get out of this crazy area first. You see the control wheels are dancing through the turbulent air, hindering the recognition of a true imbalance via flight controls." "Captain, comparison of the computer flight plan and the actual fuel consumption figures seems in agreement, excluding the fuel remaining figures on the quantity indicator since we have entered the turbulent area." "What do you think? Is this possibly a simple fuel quantity indicator problem rather than a true rapid imbalance for somewhat reason?" "I can't promise you this right now sir. But if a fuel low light illuminates on low side we're going to find out pretty quick that it's not.." After a short pause he continued; "unless we compensate with a cross feed eventually for sure!" "If we haven't got this damn rough air," replied the Commander, "we would have found out easily by testing the loads on the flight controls. I can cross feed it right away but if there's been a fuel leak, then we may pour our gas out into airspace and believe me this would be prodigality!" "Yes sir" replied the F/O, "even if your conjecture has a very remote chance to happen, is still more than probable. Isn't there any hint for us to clinch our ideas right now?" "Very easy. Once we're out of turbulent air, we're going to disconnect the autopilot and trim the bird, and then the trim values will clue the truth. In case a fuel quantity indicator problem, trim would look quite normally, otherwise, you would sure feel the real heavy wing. I guarantee it." Meantime, the irregular chops and jolts have increased forcing the controllability of the airliner. The autopilot was on and trying to compensate for the reduced maneuverability with quick inputs in various sizes on ailerons and elevators but it was still impossible to identify neither an imbalance nor a mistrim condition. Back in the cabin the service was held, passengers and cabin crew were fastened and calmly waiting for smoother conditions. As you watch the flight deck crew you can rate their situation awareness, brain storming, reasoning and commanding technique just like a jury of visitors. Remember that noise level of turbo fan engines is much less than turbojets or reciprocating engines. They run pretty quiet. As far as passenger and crew comfort is concerned this is an incomparable advantage but on the other hand is a subtlety as well to be kept in mind. The initial quick recognition ability of an engine flame out is highly jeopardized on turbo fan engines. What I only mean here is Engine Flame out. I do not mean any uncontained failure or fire that is readily and apparently detectable. "Right engine surge!" screamed the F/O. "Surge on the lower tank side!" "Shit! I got it. We need to find out if it's originating from the Power Management System, in other words the Electronic Engine Control or Fuel Computer System whatever you name it. Originally the same shit has a bunch of names on itself... If the Fuel Computer System is not faulty than we may talk about the fuel leak again." The surge was aggressive, the CAT was more than aggressive, the bird was tough to be controlled, and hey they got an engine surge probably impending to an engine failure. "Right Electronic Engine Control off" commanded the Captain after fully disengaging the autopilot and auto throttle and slowly retarding the right throttle. "See if the surge ceases!" "Right EEC off!" acknowledged the F/O. Unfortunately that action could not recover the situation but it was an airmanship prerequisite to be tried anyway. Should the EEC were the cause, that action would have ceased the surge. Supreme airmanship and sound judgement in a safe manner precedes and overrides all printed procedures. Checklists can always be a good guide but are not able to contain all kind of contingencies. "Right EEC back to on and Engine Surge Checklist!" challenged the Commander. "I've got the ATC!". In the mean time the right hand engine has flamed out coincidentally with the movement of throttle lever to idle. Apparently as the fuel demand reduced for the right engine, the leaking fuel lines had turned to be insufficient to run the engine on very low power setting. The commander had applied commensurate rudder on the left side and maximum continuous power on the operating LH engine to keep the bird flying in good shape. "Squawk 7700! and call the purser on IC (intercom) and tell that we're going to divert to Hartsfield, ATL and ask her to make an initial PA for the passengers explaining the diversion due to a small tech problem, I'm going to talk to them later anyway!" commanded captain Curtis and keyed his mike; "Atlanta Center Flight 123 got an engine problem, unable to maintain 310 request to descend lower altitude maximum FL200 and request to divert to Hartsfield." "Roger Flight 123, you're cleared to descend initially 13000 ft. on the QNH 1008 inbound to ATL." "Thanks Atlanta descending 13000ft. on the QNH 1008 inbound to ATL, Flight 123!" said the Captain on his mike and instantly challenged; "set altitude 13000 on the QNH 1008 and level change!" then continued; "OK Jeremy have you finished with all your stuff, now we're descending nice and easy and got an engine failure on right hand side, get me the Engine Failure and Shutdown checklist please! Meanwhile we've got only 110NM to KATL. So we may keep a normal descent rate. We sure don't need to make a drift down. Once we're below FL 200 we may seek for an in-flight engine start." The First Officer has commenced in-flight shutdown checklist. Once the airplane has descended through FL 290 the Clear Air Turbulence has ceased. It was a great relief. The flight deck crew sighed in a relief as well. The in-flight shutdown checklist had been completed in accordance with the checklist. After trimming the airplane carefully the captain engaged the autopilot number one. Thereafter relieving voice of the commander Curtis echoed in the cabin. It was a soft and clear voice to explain the reason of the diversion, that was nothing really important but safety was preceding. Approaching to KATL in a descent, the Skipper Curtis asked his co-pilot Jeremy to get in touch with ground ops down there to explain the situation for a momentum for ground preparedness. He also had him contact with the airline dispatch center via HF. Below FL200 the F/O had started the Auxiliary Power Unit and powered right hand essential busses. The Captain did not look for an in-flight engine start due to his suspect on fuel leak. Flight conducted a safe and uneventful landing to KATL. I'm sure you're all like hearing the joyous voices of our flight crew down in Hartsfield in a crew lounge with a great freedom out of strain. Their mission was to fly the iron bird home (the destination) safely. Yes, all the passengers and crew were safe. Regarding the original destination, everything had already been pre-set down there, including passengers' transfer to another airliner for the ones who want to continue without a break, or else, overnight vouchers were to be issued to the ones prefer a break. Chances for airborne risks are so light in our high tech era of aviation. So, those People had probably used their chances up on the risk side. "You were great on your job Captain Curtis." said the first officer of our flight. "You made me feel much better on the course of my future flights. I mean, I feel more confident now as compared to several hours before." "Right Jeremy, time will give you enough but I hope not over confidence one day with all that built-up experiences. Just take your time and don't worry! and thanks to you Louanne and all flight attendants as well, for easing the situation for the passengers during the turbulence and emergency! Thanks indeed!" Their hearty laughters and cheerful voices rose through the crew lounge as they toasted their coffee mugs for their next missions. Open your eyes now. Feel relaxed and relieved cause you're on the ground may be in your sweetie home or in your hotel room. You don't have to drink coffee as the aircrew. You can fetch and sip your cocktails... But, please think once again; How great all those fliers, pilots and all aircrew whom are taking you aloft. They are all very special but plain people whose minds are filled with swift and scurry thoughts resembling kind of continuous brain storming carried out in their minds and also with a special air about them. By: Capt. Uskent (Copyright@2000) This story has ended... ABOUT THE AUTHOR: The author of Flying Thru Nature (R.M.) sites is Capt.USKENT who serves as a Commander Pilot (Captain in Charge) in one of the flag carriers of the old "SPACESHIP THE EARTH". As a holder of FAA and TCAA ATP&CFI&IP licenses and regarding the Transport category large jets, he is type rated on; Airbus-310, Next Generation Boeing-737/800, Boeing 737/400-500, British Aerospace BAe-146, Challenger-601-3A, Learjet-60, Learjet-55C, Learjet-35A and Caravelle-210. Having extensive worldwide experience in all aspects of aviation, he is also a former international corporate jet flight dept mgr, senior and chief pilot that was all on top of an ex-naval aviation career as a Commander, test, Flight Instructor and check pilot. |
| APR.17.2009 |
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