Creating a Diversion (Part One)

By Owen Zupp

In aviation, as in life, things do not always go to plan. Despite one’s best efforts, intentions and preparation, events can still unfold that call for a change in strategy. When these events take place aloft, pilots need to be able to adapt without undue delay and exercise the options available to them. Under the high workload environment of the cockpit, there is a certain skill set required to successfully execute an in-flight diversion.

Be Ready for Anything.

I recently had cause to divert to an alternate airport in a Boeing 737 as the weather at the destination deteriorated rapidly mid-way through the flight. Only a week earlier, an aircraft had become disabled on the runway, also forcing the thought processes to consider the available options and ready the aircraft to divert elsewhere. Fortunately, in this instance the aircraft was cleared away and our flight arrived as planned, if not as scheduled. Obviously, operating an airline transport category aeroplane has the benefits of auto-pilots, flight management computers (FMC) and multi-crew to alleviate the workload. However, in both cases, it was striking how the principles and considerations of planning these diversions were common to those basic pilot training exercises so very many years ago.

The first thing to consider is that diversions are extremely varied in their nature. Everyone is familiar with the copybook flight-test diversion to the degree that you can almost guess where and when the change in plan will take place. In the real world of the VFR pilot, the cause is not always so clear-cut. Deteriorating weather is the traditional foe, while a passenger’s deteriorating health may offer far less warning. An aircraft serviceability issue may call for an expedient landing or a ‘wheels up’ landing by another aircraft may take out the only available runway at the destination. Perhaps the diversion is not to a new destination, but a divergence from the planned track to avoid some isolated weather.

As with all aspects of flight, a great deal can be achieved with thorough pre-flight preparation, before the workload of the cockpit has even started. A simple diversion consideration can relate to the destination airfield, should it only be serviced by a single runway. In these cases it is always worth having the required fuel to reach an alternate airfield as any number of occurrences could render it out of action. For the greater part of the journey, consider the planned route and then expand the perspective to include nearby airports. The level to which this consideration is detailed can be matter of personal choice and available time. At the very least, draw a reasonably sized circle around each airfield as this will enhance situational awareness and offer a ready appreciation of the distance from any particular airport at any particular stage of the flight. Some choose to draw a compass rose on the circle, while others will include basic facts such as elevation, runway direction and radio frequency; it’s your choice.

In pre-flight planning, review the weather and NOTAMs for these proximal airports to guard against a worthwhile diversion to an unavailable airfield. Similarly, consider the location of controlled airspace or active restricted areas in this planning phase. Highlight any significant restrictions in your planning notes so that are at the ready should an in-flight change of plans take place. Similarly, organise your cockpit, charts, pencils and plans before you taxi as this equipment will all be needed to be accessed without fuss in flight. Even without concerted effort, these simple measures will begin to formulate an enhanced appreciation of the route you are to fly, which is a definite advantage when the unexpected takes place enroute.

Decisions, Decisions.

Often the most difficult part of the diversion is the initial decision to go elsewhere. The pressure to ‘push on’ beyond a safe point can often be exacerbated by pride or the desire not to disappoint the passengers. Alternatively, some folks, even pilots, can tend to procrastinate and forge on aimlessly rather than taking action. Whatever the circumstances, the safe conduct of the flight rests squarely on the shoulders of the pilot-in-command and any operational decision must be made in a safe, timely and measured manner.

Firstly, consider why diverting is an option. Is the weather progressively reported as worse than the forecast or is there rising suspicion that the fuel in the tanks will not be enough to arrive safely with reserves? Overall, if the facts are enough to evoke genuine concern, then there is a solid reason to divert to another available airfield, get on the ground and sort out the issue on the safety of Terra Firma. While conservative, an early decision is generally a good decision. And always remember that an early radio call to the Flight Service facility is a wise move if the situation, particularly weather, is starting to cause a degree of doubt.

Even so, all decisions should be made on the foundation of fact, so gathering in the available information may take a little time. It is here that the pre-flight observance of alternate airfields starts to pay dividends in the workload stakes. Consider your options in a measured way, but never ignore flying the aeroplane; it must always remain the first priority. Distraction can pose a real threat in these situations and the flying conditions may already be ideal by virtue of the weather necessitating the diversion. Stay in control, ensure there’s adequate fuel in the tanks and maintain safe clearance with the terrain; these are three potential killers that stalk the pilot under pressure.

The speed with which the decision is made may ultimately be determined by the circumstances on the day. A wall of water falling from the heavens ahead, or an incurable rough running engine will call for action without delay. However, if the issue is a disabled aircraft at the destination on a fine day with hours of fuel in reserve, the decision may not have to be so time critical, such that the diversion takes place from overhead the destination. Whatever the time frame may be, once the decision is made get the plan into action without further delay.......

Check back soon for the conclusion of "Creating a Diversion".

Leap of Faith.

By Owen Zupp

Bald Hill at Stanwell Park in Australia is much less than inconspicuous. From a car driving past, if you blink, you'll miss it. Even when you stand upon its crest with the ocean's waves crashing far below it is a small patch of mown grass that very quickly turns to rough scrub and drops away dramatically. Between the strong winds, limited space and the precipitous drop, only the very bravest would dare to gather the family for a picnic at Bald Hill. And yet it is a very special place.

For over a century ago Lawrence Hargrave used this small hill as the launching pad for his pioneering work in the world of aerodynamics. For many Australians, Hargrave was most widely known as the man whose image was to be found on the twenty dollar note, while Sir Charles Kingsford Smith adorned the flip side. With a change in the design of the currency, his image and name has faded in some quarters, but in the world of aviation he remains a true pioneer in the quest for manned flight.

On November 12th 1894 Hargrave secured himself to a chain of his 'box kites' and rose to a height of five metres above the beaches below Bald Hill. A major step in the search for heavier-then-air flight, Hargrave had made significant advances in the study of curved aerofoils, box-kites and rotary engine development. A firm believer in the sharing of scientific knowledge, he never sought to patent any of his discoveries or designs. Consequently, his findings were incorporated in designs all around the world and the history of early manned flight is littered with its pioneers paying credit to Lawrence Hargrave.

Yet for many, Hargrave's name will draw a blank response. Yet as I stand on Bald Hill, his legacy is all around me. In a traditional sense there is a monument to the man, albeit missing its bronze plaque which has mysteriously disappeared. However, his legacy survives in a far more tangible form as Bald Hill is now home to the modern 'bird men'; the hang-gliders. One by one they assemble their basic rigs and leave the grassy knoll for the freedom of the skies. At times the sky is filled with their triangular forms sailing upon the breeze; from a virtual hover to surfing downwind at speed.

As I observe their airborne dance it takes very little effort imagine Hargrave's spectre standing beside me, undoubtedly filled with joy. His scientific mind would have seen the parallels of the aerodynamic form to his early studies and he would have stood in awe of their control and freedom. A sense of the breeze and a shift of weight and the hang gliders soar about the ridge line with the purest form of flight. Airliners climb out overhead bound for the southern states and their backdrop only further highlights the advances that aviation has made. And I think I can see Hargrave's jaw dropping just a touch.

With their landing fields on the beaches far below, I take the land-borne route via the road and await their arrival with my young son. He squints as he scans the bright sky for the colourfully adorned triangles and tracks them with an outstretched, pointing hand. Such a pure form of silent flight, he leans his ear towards the wind as the conversations of those above can be heard as the words waft back down to the earth. We are both entranced by these dancing descendants of Hargrave's humble box-kites as one after the other they position themselves for their return to earth. Their touch-down resembles a bird's return to earth as their graceful flight transitions by means of a pair of legs running along the surface until they slow and once again bear the weight of gravity's burden.

I am in awe of this form of flight and feel the very history seeping up through the grains of sand beneath my feet; the same sands that Lawrence Hargrave once hovered above. I cast my gaze back up to Bald Hill and sight his monument jutting up from the rounded ridge and in my mind's eye I can see Hargrave there still with his kites sailing on the wind. I am brought back to reality serenely as another glider leaves the certainty of the ground and moves into the mystical beauty of the air. Just as Hargrave once had, another seeks to soar above Stanwell Park and make the skies their own through a wonderful leap of faith.

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

Somewhere across the globe a Boeing 737 takes off or lands every 5 seconds and over 1200 of their compatriots are aloft at any given time. With the 7000th aircraft rolled out in December 2011, the 737 has truly brought the term ‘prolific’ to airliner production and considering the maiden flight of the 737-100 took place in 1967, it is quite appropriate that the latest metamorphism be dubbed the “Next Generation”.
 
With its title clipped to the more easily handled, “NG”, the ‘next generation’ covers the -600 through to the -900 series of the 737. Of Boeing’s latest offering the 700 and larger 800s have gone on to dominate the skies, while the ‘Max’ is still yet to come. The NGs predecessors, the -200, -300 and -400 had provided the backbone of short haul travel in a very similar way. Whilst the number of earlier models is ever dwindling, they have gone on to be referred to as ‘The Classics’ as they reflect a last bridge between the analogue and digital flight deck. Whilst a highly visible transition, the clocks and dials are but one area of many in which the Classic has been superseded.

737 Next Generation Development:
 
The 737NG program was launched in 1993 under the title of 737-X. Boeing recognized the time-tested qualities of the type, but needed to bring the efficiency of new technology and systems to its most enduring machine. Fundamentally, the 737-X was to fly higher, farther, faster and more fuel efficiently than its predecessor without evolving into a new machine requiring a new designator and certification. A challenging task to say the least.
 
Much of the efficiency revolved around the redesigned wing. With 25% more total surface area and potentially 30% more fuel capacity, the new wing has much to offer. Boasting a higher span than the Classic, the new wing is a more swept with a constant angle of sweep and double-slotted continuous span flaps. Gone is the double swept leading edge and characteristic ‘kink’ of the earlier wing. Similarly, there have been changes to the leading and trailing edge flaps that have resulted in weight saving as well as aerodynamic efficiency. For all of the improvements to the aerofoil and lift augmentation devices, the most visible change to the wing and the aircraft generally, is the emergence of blended winglets on the 737.
 
The smooth, upward sweeping fairings at the tips stand a prodigious 2.4 metres and increase the span by a metre and a half. Simply put, the winglets benefit the aircraft through the reduction of induced drag and consequently improved operational and economic performance. Whilst yielding an impressive 4% saving in mission block fuel, the winglets also increase the 800s range by over 100nm. (Source: Boeing) Improved performance out of ‘hot, high and humid’ airfields is another advantage of the blended winglet. In fact, this aerodynamic device has proved so successful that it is now being retrofitted to 757s as well as 737s.

                                                          The Flight Deck of the Boeing 737-800.

 
The NG also sees the introduction of GPS to the 737 navigation system. Previously only equipped with dual Inertial Reference Systems (IRSs), the system relied upon ‘updates’ from ground based VORs and DMEs to continually refine the aircraft’s present position. Without such updates, the pictorial presentation on the map display could be inaccurate requiring the crew to heavily rely on ‘raw data’ from conventional radio navigation aids. GPS provides a far more consistently accurate map display for the crew and allows for more integration of the aircraft’s Lateral Navigation (LNAV) and Vertical Navigation (VNAV) systems. Additionally, the NG is equipped with a Predictive Windshear Warning and Enhanced Ground Proximity Warning System (EGPWS). This ‘forward-looking’ form of the original GPWS provides improved terrain clearance by such mechanisms as Terrain Clearance Floor, Look Ahead and Runway Clearance Floor algorythms.
 
Efficiency and costs savings can also be achieved on the ground. Production line improvements saw the final assembly of a 737NG in a record-breaking 11 days in 2005. On the maintenance side, the NG was developed with an eye to reducing airframe maintenance costs by 15%. Comprised of significantly less parts than the Classic, the NG was also designed with far more ‘ease of access’ for maintenance crews. Redesigned leading edges, landing gear, electronics, APU and the 15% more efficient CFM56-7 engines all contributed to the bottom line. In conjunction with improved maintenance documents, corrosion prevention and extended scheduled maintenance intervals, the 737NG has won the battle of the dollar over its forerunner.

On the flight deck, the 737NG strongly resembles its twin-engined big brother, the Boeing 777. The panel is dominated by the presence of 6 LCD panels arranged side by side, replacing the combination of EFIS and analogue that was found on the Classic. For the pilots, this means a degree of modification of their instrument scan from the vertical to the horizontal. The flight deck was designed in response to the demand by operators that a new type endorsement not be needed. As a consequence, the overhead panel closely resembles the Classic with its array of toggle switches and dials, though the operation of the system behind the switch may well be different.

                     A QANTAS Boeing 737-800 awaits its take-off clearance as another 737NG comes 'over the fence'.

 
As for achieving higher, faster, farther and more fuel efficient performance; Boeing delivered. The NG possesses greater range by more than 400nm over the earlier model, whilst topping out at FL410 (41,000 feet) as opposed to the Classic ceiling of FL370 (37,000 feet). With a typical cruise speed of 0.78M and a sprint capability to 0.82M, the NG draws away from the Classic’s average cruise of 0.745M, whilst all the while burning less fuel. Furthermore, depending on the cabin configuration, the -800 can achieve all of this while carrying around 40 more passengers than its predecessor. From humble beginnings as the 737-100 nearly 40 years ago, the 737 has kept pace with the times through ongoing development and improvement. The 737NG is no exception.
 
Technologically, some 737 NGs can be equipped with a ‘Head-Up Guidance System’ or ‘HGS’. The HGS 4000 system features a transparent drop-down screen in front of the Captain on which is projected an array of flight information, allowing the pilot to operate in lower visibility situations than would otherwise be possible. Head-Up Display (HUD) technology has been available for years on military aircraft and Alaska Airlines started flying HUD on their 727s back in the mid-80s and all of their 737-400s are equipped with the technology.
 
Some airlines have opted for the Vertical Situation Display (VSD) on their aircraft. The VSD displays the current and predicted flight path of the aircraft and indicates potential conflicts with terrain. The VSD is designed to enhance situational awareness on the flight deck and is yet another way in which the Next Generation is offering advances over its predecessor......

Check back later this week for the conclusion to "Boeing 737. The Next Generation."

"Late in the Day"

                    "Traffic Ahead." A very popular image on the blog this past week.

Hi All,

Thanks once again for a tremendous week at this aviation blog. Your support just keeps on growing!

The choice of highlighting the most popular blogs is getting more difficult each week as the numbers seem to be rising right across the range of stories. In a news sense, the post on the collapse of 'Air Australia' seemed to strike a nerve. As a series, 'The Practical Pilot' seems to be very popular, so you can be sure that more of that style of content will be on its way. Similarly, the second instalment of 'The Fatal Stall' inspired quite an amount of comment and feedback; particularly given the fate of Air France 447 in more recent times.

I would like to humbly thank Karlene Pettit for mentioning this blog and profiling me at her very popular website. I also received my copy of her book, "Flight for Control", in the mail a couple of days ago and I recommend that you check it out at her website also.

Episode 82 from the lads at the PCDU podcast hit the airwaves where we chatted about topics like 'The Fatal Stall' and the recent Air Test of the GippsAero GA8 for 'Australian Aviation' magazine.

Well, you've probably grasped that it's been another busy week and I'm currently organising content for the seven days ahead. It's a significant task, but the ongoing support of this aviation blog is making it all worthwhile.

Please keep the feedback and comments coming and don't forget to subscribe to this website or 'Like' me on Facebook.

Cheers for now,

Owen

                           "Be Prepared." (Part Two)

                                            Click HERE for Part One.

A Personal Preflight. (cont.)

.....Ensuring that all licences and ratings are up to date is a basic responsibility, but equally critical is the matter of currency. Currency can be precisely defined by regulations, but these must be seen for what they are; base level requirements. Only you know if you are satisfied with your level of currency and comfortable to strap loved ones into the seats behind you. Are you clear on your engine failure procedures? How long since you last flew a go-around? There is legally current and genuinely current; ensure the latter is always the case.

Personal fitness is also too often overlooked. Head colds and blocked ears are an obvious indicator of inadequate fitness to fly, but it is the more subtle issues that can sometimes slip beneath the radar. Inadequate or restless sleep, pressures at home or the office can all impinge upon a pilot’s performance without manifesting in the form of straightforward symptoms. Yet these silent ailments are no less threatening to flight safety than their diseased counterparts are.

Whether it is our level of knowledge, currency or fitness we need to be able to step away and logically assess whether we are up to the task of flying. If there is any doubt, our responsibility is to stand down. As such, these assessments are best made well before the flight as there is added pressure as we stand at the airport with the aircraft on the ramp and our passengers waiting expectantly. Furthermore, the earlier we assess our preflight readiness, the more time there is to rectify the situation.

A State of Readiness.

In addition to self-assessing the fundamental issues of readiness, there are numerous common sense preflight strategies to ensure that the flight goes as smoothly as possible.

At the forefront is time management. Anything that can be calculated, organised, studied, flight planned, booked or scratched before arriving at the airfield is an opportunity to alleviate the load on the day you go flying. Additionally, by attending to these matters well in advance permits the exercise to be unrushed. A review of the weather or NOTAMS the night before may avoid surprises and offer time to plan alternative strategies. Time is critical and very few sound decisions are made in haste. This theme carries through to the day of the flight. Allow for bad traffic driving to the airport, allow additional time for flight planning and readying the aircraft. A pilot shouldn’t be racing around or the body will be in the cockpit with the mind still at the briefing office.

‘Armchair flying’ is another technique to fine tune flight management away from the aeroplane. We’ve all seen aerobatic pilots standing alone, arms out and ‘flying’ their routine through their minds eye. For emergency drills, envisaging scenarios before they eventuate can reduce the shock value and potential confusion that may result from an event such as an engine failure. Reviewing the vital actions in the comfort of your home and re-briefing them before take-off will go a long way to providing clarity of thought and executing the appropriate actions should the unthinkable occur. Airline pilots frequently armchair fly ‘engine out’ manoeuvres or other emergency procedures, particularly as they prepare for simulator sessions. The same benefits are there for all pilots in rehearsing procedures to the point that they become second nature. Again, this frees up some of that finite ‘brain space’.

Cockpit organisation is also too often overlooked. Ensuring that ALL of the charts are on hand, along with licences, pens, flight plans and so on can be done well before flight time. Devise a system where the same items are stored in the same compartments of the flight bag, thus not only highlighting any absences but also permitting blind access on a cold, wet night in turbulence. The same applies to stowage in the cockpit; item must be secure and accessible. If you drop a pencil, have another, have your charts folded and ready to go at your fingertips. Flight decks are not for foraging.

Whatever the preflight strategy may be, simply having one puts the pilot ahead of the game. There will always be instances of last minute changes and the best laid plans going awry, but being timely and organised will even offset some of this drama. Even so, do not permit yourself to be rushed or pushed into a corner beyond your own zone of comfort and competency. As every preflight transitions into taking flight, as a final check the pilot should ask, “Am I ready?” If the answer is “no”, it is never too late to walk away in the interests of safety.

Be Prepared.

Whether flying professionally, or for leisure, there will always be responsibilities and duties requiring attention. With equal certainty, at the heart of flying for every pilot there should be a great degree of enjoyment.

To ensure that this occurs, pilots need to eradicate as many pressures and stresses as they possibly can well in advance of taking to the air. A sound approach to pre-flight preparation and the development of personal strategies and organisation will go a long way to meeting these goals. With as many issues addressed as possible, it will free up mental capacity to cater for unexpected eventualities and manage the flight with a minimum of stress and also allow some gazing beyond the cumulus and the contours below. After all, we have the best seat in the house.

The Practical Pilot. Friendly Words of Warning.

"It was just one of those days."

It was just one of those days again.....in a good way.

Like so many mornings in the airline game it began in a hotel room with an alarm clock sounding at an hour too early to accurately recall. A shower, a shave and a stealthy exit, carefully trying not to slam the door and disturb the other guests. An exchange of pleasantries and a room key to the sole staff member manning the foyer desk, before a cheerful ‘Good Morning’ to my fellow pilot.  As the car makes its way to the airport along the darkened roads, we both check the latest weather and radar paints on our iPhones. What did we do before these things? In the briefing room we pore over the detailed weather and ‘Notices to Airmen’ before ordering our fuel load, passing through security and finally walking out to our aircraft sitting quietly on the tarmac.

The control tower was still asleep as we brought the Boeing to life for the day and then passengers started to climb aboard. A few more calculations and then the ‘tower’ was open for business. We received our ‘airways clearance’ from the chirpy Air Traffic Controller and I’m sure that I could smell coffee on his voice. The runway lights were on, the sun was threatening to rise in the east and we were all ready to go. Engines started; we’re on our way.

Climbing out from Hobart, the darkness grew deeper very early in the flight as we entered a low layer of cloud. Some thousands of feet later the cloud began to glow and then I was in clear air with a line of bright orange sunrise back over my shoulder. The brilliance only lasted a few minutes, before once again the cloud consumed the aircraft and held it in its grasp until 30,000 feet. By then we had well and truly set course for Melbourne and a solid white blanket lay below us. Thirty minutes later and we were over Bass Strait with the thrust levers closing to initiate our descent into the Victorian capital.

Not much was happening on this sleepy Sunday morning, so Air Traffic Control instructed us to fly a straight line at our maximum speed to join final for the northern runway; an instruction that we happily complied with. As the cloud thinned out the coastline lay below and we shadowed the waterline with the high-rise of the city looming ahead and out to our right hand side. This stretch of coast was familiar to me as I had dawdled along it during my fund-raising flight around Australia in 2010. At that time I was flying at 120 knots and around 1,500 feet, now I was on descent from the flight levels at 320 knots. Still, from the higher vantage point I could pick out various features and mentally retrace my steps.

The view as we passed Melbourne’s skyline was beautiful as we began to decelerate. The early morning sun silhouetted the buildings without affording the full detail of colour. But there was colour; seven or eight dots of colour. In the stillness of the early morning air, a sea of hot air balloons silently drifted into the sun’s earliest rays and was illuminated by its light. They appeared to be untethered lanterns welcoming the day from on high. It was spectacular.

We continued on and landed at Melbourne, but after such a breathtaking start to the day, the latter phase of the flight could not compete as a spectacle. The flight deck truly is the best seat in the house and I treasure every day I spend there. Every day offers something new, so really, today was just another one of those days.....but in a good way.

Title Image supplied by "Picture This Ballooning."

                                    "Be Prepared"

For two simple words, the Boy Scouts motto of ‘Be Prepared’ has cast its net far and wide. Whether it is an academic endeavour or sporting pursuit, the ability to turn up cold and expect success has been shown to border on folly. Aviation is no exception and it is often the work outside the cockpit that will determine the success within.

No Rest for the Wicked.

The term ‘Private Pilot’ is often misunderstood. The inference that it is almost diametrically opposed to professional aviators is both unfair and inaccurate. Whilst some may choose to aviate for leisure, it is very difficult to be a leisurely aviator. The level of theoretical and practical knowledge required to gain the licence is not insignificant, nor is the ongoing effort and cost to maintain standards and currency.

Regardless of the level of licence, there are regulatory requirements and minimum standards that must be met. There are check rides and exams, medicals and manuals. This continual scrutiny of the pilot’s knowledge and ability is not necessarily the most enjoyable aspect of aviation, but the challenge that stems from it reinforces that flight is a worthy pastime.  It’s not easy, but very few worthwhile endeavours are.

The scrutiny does not always come from a higher authority; in fact it most frequently results from the standards we impose upon ourselves. Much of the ability to meet these challenges will not be found in the cockpit, but in the time spent considering a flight’s conduct before the engine even starts. Sound flying begins with sound preparation.

The old adage goes that “poor preparation results in poor performance”. Ask any Designated Flight Examiner about the warning signs of a poorly prepared candidate and they will be able to recount a number of instances where the outcome of the test was obvious even before taking flight. A pilot may have wonderful manipulative skills, but these will very quickly be undermined by a lack of approach, organisation and attitude.

Incomplete paperwork, poor punctuality, scruffy appearance, absent equipment and inadequate briefing materials are just some of the ‘red flags’ of a pilot on the back end of the power curve. The majority are tasks that could have been completed well in advance of the flight and free of the pressure imposed by time constraints. Yet time and again, pilots will box themselves into stress-filled corners because of lack of preparation.

While these warning signs may be evident to an examiner or flight instructor, it is even more critical that they serve as warnings signs to the individual. They may indicate that today might not be the day to go flying, or if it is, that a little extra vigilance is needed after a few long deep breaths. From time to time everyone will run late or forget to pack a chart in their ‘nav bag’, but it is important that these are not symptoms of poor overall preparation.

A Personal Preflight.

So why can’t we just get in and go without adequate preparation? Primarily, aviation is a task that calls for thorough planning. It requires the co-ordination of numerous tasks while being subject to the variables of weather, clearances and aircraft serviceability to name just a few. When these variables compound with time constraints and the everyday demands of operating an aircraft, the pressure can begin to mount. The cockpit can very quickly escalate to a place of spiraling workload at the expense of the fundamental safety of the aircraft’s flightpath.

As humans, we are only endowed with a finite brain capacity to manage multiple tasks; there are only so many balls that we can keep in the air. If the workload is permitted to intensify beyond our limits, the ability to prioritise and make decisions will be compromised and we may become myopic on a single task at the expense of the overall flight management and safety. Hence, it is imperative that we have a strategy in place for the management of the workload and one of the greatest means of achieving this is through sound preflight preparation. Many of the tasks that can prove distracting can be addressed before the chocks are ever pulled away, it just requires thinking ahead.

Thinking ahead can take many forms and placed under the banner of ‘preflight preparation’. Firstly, there are core issues that are expected of a licensed pilot. These include sound knowledge of the aircraft, its performance, limitations and systems. Not just an aircraft type exam that was passed at the time of endorsement, but a practical understanding of the aircraft that is reviewed from time to time. Similarly, the rules and regulations that will govern the flight should be fundamental knowledge........

Check back for Part Two of "Be Prepared" and the next instalment in the 'Practical Pilot' series.

The Practical Pilot. Friendly Words of Warning.

    A contrail at dusk as the traffic ahead turns the corner, bound for home.

Lighting up the Night.

The four engines hummed hypnotically through night night sky over the Pacific. While Honolulu lay only a matter of miles away, the passengers on board the Boeing 747 were blissfully unaware, curled up beneath their blankets in the darkened cabin. The cabin crew chatted in hushed tones behind the galley's heavy curtains, planning their shopping strategy when they arrived in San Francisco in a few hours time.

On the flight deck the tone was also hushed so as not to disturb the resting crew at the compartment's rear. The aircraft continued to track faultlessly along the magenta line on the instrument flight display as the 'Top of Descent'  indicator and San Francisco edged ever closer down the screen. I called up the latest weather reports through the aircraft's onboard system and shared them with my fellow pilot. It was set to be a beautiful day, but we ran through all of our available options and fuel status to ensure that all the bases were covered.

The first rays of the sun had not yet crept above the horizon but a portion of the upper atmosphere was revealing the first traces of the new day. A light, faint haze met the curved shadow of the earth's outline in an arc that spanned the horizon from left to right. The day was encroaching on the stratosphere, but not yet on the earth below.

The first indication that something special was taking place was not visual in nature. It was the chatter between American crews transiting the busy route to and between the mainland and Hawaii. “Can you see that?”, “What is it?” and “Is someone starting World War Three?” The exchanges peaked my interest, but gave no indication of the location or nature of the commotion. Then there was a hint. “There. On the horizon. Down low. It's brilliant!”

I leaned forward in my seat and peered into the darkness below. Nothing. Resting my arms on the top of the instrument panel, I cupped my eyes with my hands to keep the glow of the instrument panel to a minimum. Then I saw it. A tiny, bright intense light, like the tip of a white hot arc welder. Almost stationary, it was growing larger, ever so slightly. Seemingly in a matter of seconds it grew from a needle point to a distinct flame, growing both in mass and momentum at a rate that was difficult to comprehend.

“What is it?” the other pilot echoed my thoughts, equally astounded. Still it grew each and every second to a brighter and more impressive light, seemingly darting skyward. There was no perspective available to gauge distance or offer an idea of its size; just an ever-increasing intensity. Then someone identified the UFO that was captivating every crew aloft that night. “It's a launch out of Vandeneberg.”

A rocket launch from the US Air Force base on the west coast. Now everything made sense. It was hundreds of miles away, but so powerful that it was clearly seen by every aircraft in the flight levels and as it climbed it seemed to grow in speed as its trajectory could now be viewed in profile. Up through the darkness and onwards towards the illuminated upper atmosphere, the rocket would reach the daylight before the night's end for any of the citizens below. In an absolutely spectacular display of sheer energy, the projectile closed in on the arc between night and day, dark and light. One almost expected it to tear through some barrier between dawn like ripping fabric. And then it virtually did.

Just as its furious flightpath penetrated the arc.

Wooomf!

A flash of light that seemingly lit up the night for an instant before a mammoth expanding ring of vapour exploded across the sky. Like those TV documentaries that show the final burst  of light across the galaxy from a dying star, such was the scope of this amazing sight. In reality it was the rocket jettisoning a stage of its cylindrical being to leave the 'sharp end' to continue its journey into 'earth orbit'. Bound for space and relieved of much of its load, the remaining portion seemed to accelerate ever-faster and ever-higher. I craned my neck to look skyward and follow the lone beacon as it roared away and finally faded from my mere mortal sight.

Wow!

It had departed as quickly as it had emerged. All that remained was the ring across the horizon which was now merging with the moisture to develop into a cloud system of its own, like an atmospheric calling card. Its passage had been silent, but its impact was immense.

Over the years, I have been very fortunate to see many wonderful sights from this treasured vantage point in the sky, but that pre-dawn morning off the west coast of the United States will always rank very highly. In a matter of minutes, a simple light had transformed the sky and left everyone who had witnessed it breathless.

Meanwhile, the four engines of the 747 still continued to hum hypnotically and the cabin crew chatted while the passengers slept, blissfully unaware. But for this boy from Sydney, Australia, I would never look at the night sky quite the same again.

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This spectacular event was the night referred to in another very popular post 'Moments'. (Click Here)