"Well Chosen Words." (Part Two)

CLICK HERE for Part One.

Say What? (continued)

......Last, but by no means least, comes the consideration of emergency contingencies. This may include an engine failure on the runway, or after take-off. What landing options lie ahead should the need arise and at what point and height does a return to land at the airfield become a possibility? Significantly, what are the vital actions and critical airspeed to maintain in this situation? Discussing the emergency situation lastly leaves those key points freshest in your mind should the added pressure of a problem arise. Obviously, the emergency plan will vary depending on such factors as the number of remaining engines in the case of a failure and the weather in the area. Hence, look at your plan realistically.

At the other end of the flight, the descent and approach phase is worth briefing and again it is best to follow a relevant order. Ideally, such a brief should be completed well in advance of commencing the descent. Start with the potential threats for the descent and in the terminal area. Terrain is always worth considering as a threat when you’re descending towards it. Review the ATIS, QNH and prevailing weather conditions as this will also provide some insight into the conditions you are likely to be confronted with. Review the descent profile in terms minimum safe altitudes and circuit joining procedures, before considering the approach to land. Revisit the flap setting to be used, the approach speed, the runway length available and where you anticipate turning off to taxi to the parking area. Importantly, examine the go-around situation. How will it be flown, what fuel will be remaining and what options are available in the event of a missed approach? What's my fuel status and options should I 'go-around'? Flying the missed approach should be thought of in terms of the actual aircraft handling as well as the flight path to be flown. With top of descent to the potential missed approach covered, pilot and aircraft are prepared to start heading down and reunite with the runway ahead.

Multi-engine aircraft and Instrument Flight Rules (IFR) offer more variables. On take-off, you are not likely to make a visual return to land if the cloud base is 200 feet above ground level, so setting up the navaids and having the relevant approach plate at the ready may be prudent in this instance. However, there is no need to brief this approach at this time. Conversely, when considering an instrument approach prior to descent, it is very relevant to thoroughly brief the approach and airfield lighting as well as confirming the readiness of the navigation aids. The weather at the minima also obviously plays a critical role in IFR and should be assessed to give some indication of what will be seen should ‘visual reference’ be attained right at the minima. For instance, in a strong crosswind and lowered visibility, looking straight ahead might lead to not sighting the runway which is now relatively offset.

Regardless, of the relative simplicity or complexity of the operation, the briefing should remain practical, ordered and relevant to the phase of flight. Many commercial flight providers will define the content of the briefing in their ‘Standard Operating Procedures’, but for the individual, the choice remains in their hands.

Speak Up.

As a point of technique, briefings should be spoken out aloud. This is obvious in the multi-crew scenario as the information is there to be shared. Equally importantly, the briefing offers the opportunity for other crew members to raise questions and point out any omissions. Through an open briefing technique, all of the flight crew are able to be ‘on the same’ page and not guessing the next move of the pilot flying.

In single pilot operations, there are also definite benefits in briefing out aloud. It may seem strange at first, but the spoken word will allow the content to also be absorbed aurally and not merely through the ‘mind’s ear’. This provides another layer of consolidation to cement the details in the mind. That is not to say that the briefing needs to be yelled out, but a quiet review to oneself will serve the briefing better. When flying with passengers, obviously keep the audio level down as words like ‘engine failure’ can tend to alarm them. However, if simply taking a friend for a flight in the front seat, explain to them what you’re doing. In much the same way as you explain the emergency exits to them, reviewing your plans is a case of preparing for every situation. Passengers will often be reassured by such thoroughness, as this is in line with briefings on an airliner.

Supporting briefings, pilots may also choose to have a simple check-list to assure that they have covered the content. Additionally, there is a real benefit to be derived from ‘touch-drills’ for such manoeuvres as an engine failure after take-off. Point at the best glide speed, touch those points associated with the emergency and the flap lever in unison with your words. It is a quick but very effective means of reviewing a very critical manoeuvre. Ultimately, the technique adopted will be the one with which the pilot is most comfortable and most likely to recall from day to day. Keeping the format constant will assist in guarding against omissions, maintaining a flow and keeping it concise.

Well Chosen Words.

Briefings are a mandatory component of standard operating procedures in airline operations. However, they need not remain the domain of multi-crew flight decks, nor are the benefits limited to heavy jets. Every pilot in every cockpit stands to gain from an enhanced level of mental preparedness. Keeping the content of briefings concise, ordered and relevant will allow critical points to be refreshed in a pilot’s memory without the pressure of a critical flight phase bearing down upon them.

Briefings are a relatively simple task, which when practised will become a small but vital tool in the pilot’s kit bag. They are not a major burden upon time or resources, but in the heat of the moment a successful outcome may well result from a few well chosen words.

"Rotate!"

"Hit the Ground Running."

An Australian Army 'Blackhawk' delivers its troops on a training exercise.

"Another Day in Paradise."

It’s 3am and the rain is pelting down. Actually, to be more accurate it is thrashing the walls of my house, driven horizontally by howling winds. It’s another half an hour before I have to throw my legs over the side of the bed and make my way to work, so I just lie there and listen to Mother Nature flexing her muscles. It’s an awesome sound.

It’s a sound that has meant many different things to me over the years. As a young student pilot, each rain-drop carried a sting of disappointment as I knew that the lesson the next day was sure to be cancelled. The cloud base would be too low for stalling, or the crosswind too strong for circuits, either way it would be another frustrating day on Terra Firma. Even when the bonds of the circuit and training area had been broken, low pressure systems and developing troughs would destroy any chance of cross-country flying. If the weather was marginal, I would still venture out to the airfield and loiter around the briefing office reading the latest forecasts and bothering the ‘Met Man’ as if he could actually control the weather. Sometimes I would be there for hours waiting for the weather to lift, only to travel home tired and disappointed. If only I’d really listened to that rain on the roof the night before.

Even the day of my Commercial Licence flight test got underway five hours late because of the weather and in retrospect I was weary before the propeller ever turned. Still it was a great day that I’ll never forget. Yet even when armed with a brand new CPL, the rain was still there to spoil the fun in other ways. Those early mornings, traipsing across sodden ground in the dark, up to my ankles in water as fresh drops ran down the back of my neck. Pre-flighting the outside amidst waves of falling water, only to take half the sea inside when I opened the cockpit door. I would then slide onto a wet seat with sodden socks and the peak of my cap dripping onto my already soaked flight plan and charts. Yelling “Clear Prop” at the top of my voice to make sure no-one else was stupid enough to be out in this weather and highlight the fact that I was. With the engines started, there was a chance that the de-mister might actually clear the windscreen, even if it only really served to turn my wet socks into ice.

When I was fortunate enough to fly, I was then either dodging thunderstorms in Australia’s vast north-west, or seeing flight lessons cancelled once again, but now as the instructor. An instrument rating brought some solace, but still no certainty. There would be days flying in that thin corridor between the lowest safe altitude and the freezing level, which always seemed to get very narrow over the Great Dividing Range. Or the nights when the rain came by stealth in the form of ice, insidiously creeping along the wings and only exposed by the beam of my torch reaching beyond the cockpit. Some of those nights I was wishing that I was lying in bed listening to the rain thrash against the walls rather than buffeting me about the skies.

Even at the journeys end, the cloud maintained its mystery; how far down did it really extend? Would I be lucky tonight and see the ground first time? The lights of the land below would teasingly glow through thin breaks in the cloud before....yes...a glimpse...no...yes....that’s it....definitely yes... the runway. VISUAL!!!! And still the rain would have its last words against the windscreen while the wind seemingly pulled the world sidewards. I would then do battle with the weather one more time to tie the aeroplane down and put her to bed.

Believe it or not, I still look back on those dark wet nights with real joy and a sense of appreciation for the lessons that I learned.

Today, the world is a little different. There are two experienced pilots in air-conditioned comfort flying an aircraft with in-built redundancies of everything you can imagine. Turbines have replaced pistons and anti-icing systems that are far more effective than a torch. There are ‘Head-Up Displays’, flight management systems, RNP approaches and autopilots that actually work. Every few months there is simulator training to prepare you for the worst case scenario and every day wonderful cabin crew that feed you when their workload permits. The rain and weather are still there, but these days experience, training and technology has provided me with the best set of defences that I can hope for. Regardless of whether it’s a Beechcraft or a Boeing, it is still up to the pilot to recognise the variables that the weather inevitably brings and cater for them in the safest possible way.

It’s now 4am and I’m driving along the freeway with the wipers sweeping across my windscreen as fast as they will go. The wind is rocking the car and the steering wheel intermittently twists in my hand as the wheels strike a patch of standing water. I sit well below the speed limit and readily concede that this is the most dangerous part of my day as another numb-skull overtakes me at Mach Two. Then my memory trips back to another wet night and I’m just a boy lying in my single bed in our little fibro home in Sydney. It’s 2am and the phone has startled me from my sleep before I hear my Dad’s lowered voice. There’s the unmistakable rustling of his uniform shirt with its wings and ID card and the steps of his undoubtedly highly polished boots. He has been called out on this foul night to guide the 'Air Ambulance' to some remote township to help a stranger in need.

As the front door clicks shut, I hear him scamper through the rain to open our front gate. The rain is pelting down upon the roof and the wind is shaking the screen upon my window, but if I listen really closely, there’s another sound. It’s my father and he’s whistling. It’s 2am, it’s pouring rain, he’s about to launch into the night....and he’s whistling. My head sinks back into my pillow and I think about my Dad whistling. And then I think about his job. There must be something to this pilot stuff. I might have to give it a go one day.   

Goodnight.

"Boeing 737. The Next Generation." (Part Two)

 CLICK HERE for Part One.

 The Next Genration Development. (continued)

......The 737NG is a great all-rounder. In the context of a comparison with the Classic, there are distinct differences from a pilot’s perspective. From handling characteristics and performance to “two cup holders instead of one”, there are a myriad of differences in the newest steed from the 737 stable. Some are subtle, some are distinct, but the vast majority are improvements for the better while still meeting the ‘common type’ constraints.

The majority of pilot’s speak of the NG with admiration. Much of this stems from the re-designed wing and winglets which provides enhanced speed, range and performance. The wing is also a major player from a handling viewpoint. The NG could be described as a “straight line aeroplane” when compared to the Classic. More like its bigger brothers, the increased weight and enhanced wing of the 737NG translates to higher energy that, in turn, calls for greater planning and anticipation when decelerating. On descent the NG can easily accelerate to its upper speed limit of the ‘Barber’s Pole’ and whilst the Classic was quite at home being wheeled around the circling area and washing off speed, the NG is a more ‘slippery’ candidate and needs to be handled on descent accordingly. In terms of turbulence penetration, the Classic possesses a seemingly more rigid wing that tends to “punch through turbulence”, whilst the NGs wing is more “giving” and tends to ride the turbulence better. Again, this is a feature the NG seems to have in common with the larger aircraft from Boeing.

The enhanced performance of the NG also received high praise. In the 737-300, the 1700 nm into wind sector between Australia’s coastal capitals of Sydney and Perth was not possible whereas such sectors are not a problem for the higher powered -800. Additionally, the capability to climb directly to 41,000 feet can prove an operational bonus when performance permits, allowing that extra 4,000 feet to get above more of the weather.

Whilst cockpit ergonomics seemed to have changed little, particularly with reference to the overhead panel, the accuracy of the GPS navigation system is a significant improvement for those up the sharp end. Constantly updated, there is no tendency for the map display to ‘drift’. The outside world is reflected with precision on the cockpit presentation, which assists greatly in visual manoeuvres such as circling off the bottom of an approach. This was not the case with the older IRS driven maps.

                                              Looking through the 'Head Up Display' (HUD) of the Boeing 737-800 (S.Ruttley)

The longer fuselage of the -800 offers a potentially limiting geometry on take-off, making a ‘tail strike’ a real possibility if the rotation is too fast. Landing the newer variant is also notably different aside from the longer landing distance that is required. With the shorter winged ‘Classic’, a few knots above reference speed in the flare did not seem to alter the touchdown point significantly. Once its mind is made up to land, the spot is fairly fixed. However, the carriage of excess speed, or flaring too early in the NG can result in the wastage of significant amounts of precious runway. The enhanced wing of the NG means that the aircraft wants to keep flying and will happily float as it slowly decelerates in ground effect. For pilots flying the dual variants it is always worth self briefing this point on approach when hopping from type to type.

Walking around the NG, there seems to be only subtle visible changes to the 737 beyond the prominent winglets. It is longer, wider and with a higher fin than the Classic, but unless it is side by side with its ‘parent’ these differences are all matters of scale. However, the aircraft does sit higher than its Classic forerunner and consequently allows greater clearance for the CFM56-7 engines that are slung beneath the wings. The trademark flat-bottomed cowlings of the ‘dash 3’ CFMs are not quite so flat and lean towards more conventional round cowlings. Additionally, since January 2005, Boeing has been rolling out the 737NG without the now familiar ‘eyebrow’ windows above the crew’s main windows.

The Next Generation?

2012 sees the Boeing 737 turning 45. Even so, it is still a design seeking more efficient ways to achieve its designed tasks. This year Boeing announced improvements to engine and airframe that will equate to around 2% in fuel savings. For the passengers, Boeing have looked to the 787 and given the 737 a facelift with the ‘Boeing Sky’ interior with newer sidewalls, LED lighting and bigger overhead lockers.

The 737 also has a proven track record that defies time as all marques of this Boeing are still gracing the sky. With such a bloodline it is not surprising that the 737 Next Generation has enjoyed success in the same vein as its predecessors. With ER (Extended Range) versions giving the type even longer legs; there are very few tasks that the 737NG can’t handle.

Forged from the legacy of another tremendous domestic stalwart, the Classic, it has built upon its strengths and alleviated most of the perceived shortcomings. And with the 737 Max now looming on the horizon, It finds that irrepressible the NG family has captured that quality of so many Boeing aircraft; a workhorse for the airline and a loved stallion by its crews.

For over 90 years of aviation, QANTAS has been at the forefront of numerous technological advances. From the dawn of the jet age and the Boeing 707 to the certification of the Future Air Navigation System (FANS) was in 1995. Today the airline is once again at the cutting edge with advanced navigation development. Nowhere is this more evident than in its challenging operations into New Zealand’s Queenstown Airport where the latest technology has their Boeing 737-800s setting the pace.

A Remarkable Place.

As destinations go, they don’t come much more dramatic or scenic than Queenstown, New Zealand. The mountain range known as The Remarkables tower 7,500 feet above sea level and along with the surrounding peaks draw ski enthusiasts from around the globe. But there is more to the region’s beauty than its seasonal white blanket of snow. On a clear day, its dramatic peaks reflect in the glassy surface of Lake Wakatipu and it is easy to see why it was found suitable as the mythical “Middle Earth” in filming “The Lord of the Rings”.

It is undoubtedly one of the most beautiful areas around which to fly and this is further evidenced by the amazing amount of general aviation traffic that operates from the airport and the surrounding waterways. There are aerobatic joy-flights, parachute operations, scenic journeys to the nearby Milford Sound, heli-skiing and so much more, giving the region a distinct sense of aviation. Yet the location of Queenstown Airport (NZQN) is not what one may regard as geographically ideal for aviation.

The airport effectively sits in a natural bowl, surrounded by peaks and ridge lines. The terrain is not the only challenging aspect as the winds that swirl around the basin can vary significantly in both speed and direction at different levels. Even on a crystal clear day, the combination of traffic and terrain can make manoeuvring an airline category aircraft challenging, so any deterioration of weather conditions further contributes to the demands of making an approach or departure.

The airfield has long been serviced by traditional non-precision approaches and specific visual procedures; however they are less than ideal. The absence of vertical path guidance is one factor, while the inability to align the approaches with the runway or achieve an effective instrument approach are others.

At the bottom end of the instrument approach, the runway is 30 metres wide and a touch under 1800 metres in length, effectively limiting the port to operations by Boeing 737s and Airbus A320s. While a very proficient control tower is operational, there is no radar coverage, further increasing the tolerances required for procedural separation. However, in the near future, a Wide Area Multilateration system will be introduced to aid situational awareness.

In so many ways, operations to and from Queenstown can present a variety of challenges to crews. As a destination the enhanced safety and efficiency on offer through RNP operations elevated the profile of the South Island ski resort in the aviation world. If RNP could be proven to work here, then its overall potential and credibility could only grow.

The Right Approach.

RNP approaches dispense with the limiting rigid straight lines, arcs and trapezoidal obstacle clearance of traditional instrument approaches and departures. By maintaining an ‘area of containment’ relative to the designed track, it is possible to permit optimised routing, clear of terrain, noise sensitive areas and high density airspace.

In the case of Queenstown, terrain is the limiting factor. While the challenges of terrain are obvious, operationally it makes the design of conventional VOR approaches and departure procedures a very challenging task and this equates to higher instrument approach minimas. Higher minimas in turn equate to a lowered assurance of being able to become visual when weather descends upon the airfield and this impacts directly upon the commercial reliability of the service.

For example, the best case scenario for a traditional VOR approach minima into Queenstown is 4,600’ or around 3,400’ AGL. In comparison, the RNP-AR 0.1 onto Runway 05 as pioneered by QANTAS can achieve a minimum altitude of 1451’, or a mere 291’ AGL. Furthermore, the RNP-AR approaches establish the aircraft on final, stable and aligned with the runway. By comparison, the VOR approach still calls for some challenging manoeuvring within the basin to ultimately achieve a landing as the approach leaves the aircraft well above profile to effect a straight-in landing.

Similarly, on departure, the RNP calls for a minimum cloud base 300’, while the old-style departure tracks require a 4000’ ceiling or greater. Like the arrival, the departure provides both lateral and vertical guidance to maintain the aircraft within its safe area of containment as it climbs to achieve the minimum safe altitude (MSALT) of 10,600’ within 15 miles.

Even so, there are RNP approaches and there are RNP-AR approaches. The former are generic approaches designed under the limitations of PANS-OPS Doc 9905, while the latter ‘Authorisation-Required’ tailored approaches are designed by GE/Naverus in conjunction with QANTAS. However, both containing the critical element of vertical path guidance and position the aircraft favourably to conduct a landing. However, the improvements are not merely at the minimum altitudes, as the vertical path guidance offered by RNP approaches is also a significant safety enhancement.

At Queenstown, safety is also enhanced through RNP by the precise ‘engine-out’ procedures on offer. In the event of either an engine failure on departure, or a single-engine missed approach, the RNP offers a safe resolution despite the challenges of the surrounding terrain. The complex tracking is automatically availed to the crew through the FMC when the engine fails. They need only execute the modified routing and continue to fly the aircraft along the new track, ensuring containment at all times. As with normal RNP operations, judicious use of the autopilot provides the best means of ensuring flight within the specified tolerances, while managing the aircraft’s flight-path and configuration.  So much so, that its use is not simply preferred, but required beyond certain points on the approach and departure.

In the face of challenging conditions, the growth of RNP operations into Queenstown has offered not only greater schedule reliability, but an enhanced level of safety. Even so, nothing is ever taken for granted and all QANTAS aircraft operating to Queenstown are required to carry an alternate, regardless of the weather. Even with the best technology, aviation is a dynamic environment......

Check back for the conclusion of  Queenstown. The Remarkable Challenge of RNP.

This article first appeared in Australian Aviation Magazine.

The view through the 'Head-Up Guidance System' (HGS) of the Boeing 737-800.

                                     Image by Steve Ruttley.

     Check back here for the upcoming 'Blog Post' on Head Up Displays.