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Delta Airlines 141 From EBBR To KJFK - Boeing 767-300 By Rik Vyverman Sim: + + Wilcopub Boeing 767 RRiiiiiing..."Uuuhh...hello", I say with a sleepy tone..."Good morning sir, this is your wake up call. Have a nice day." "Thank you, ma'am...".Rain is gently stroking the window of my Hilton room and a closer look to the scenery outside reveals a gray landscape... This must be Belgium I think to myself while strawling to the shower to freshen up. I meet with the rest of the crew in the breakfast lounge and while enjoying the delights of the Belgian chocolates we exchange experiences of our short stay in Belgium. The weather starts clearing up and the weather forecast on the news promises some patches of sun throughout the day... While the F/O browses through the latest North Atlantic Track messages I prepare my last croissant...it'll be a few weeks before we fly back to Belgium and I'll have to live without these delicacies for some time. A look at the arrival board shows that Delta 140 has landed and will be ready for disembarking within the minutes to come...right on time! I take my bags, just as the rest of the crew, and start walking to the gate while chatting with the chief stewardess. The previous crew is still in the cockpit when we enter and they look tired. "Had a nice night?" I ask and they both respond with pride that they saw lots of falling stars...and did lots of wishes...who wouldn't? I strap myself in the captain's seat and, powering up the systems, IRS on NAV and listen to the Brussels ATIS 132.47: Brussels information Juliet...time 0705...clouds scattered 3000...broken 5000...temperature 17 dewpoint 15...QNH 1005...wind 270/8...take off runway 25R...landing runway 25L...contact Brussels delivery when ready for start up Pretty straightforward and typical Belgian weather. The redcap enters the cockpit with the load sheet and asks me to sign it off. He also advises me of the fact that our slot has a 30 minute delay but that he will try his best to get us in the air on time. The F/O tests the overspeed warning, GPWS, stick shaker and fire warning before leaving the aircraft to perform the external inspection. While he is busy with his 10 minute walk around, I punch all the necessary data in the FMS, in accordance with the company route: Departure Brussels runway 25R - Costa 4C departure - REFSO - REDFA - SPRAT - KIPPA - SILVA - FAMBO - NEW - TLA - LANAK - GOW - CLYDE - FYNER - BRUCE - TIR (entry point for the NATS) - N57W10 - N59W20 - N58W30 - N57W40 - N54W50 - HECKK - YAY (exit point of the NATS and entry into the USA) - HITOR - CONAY - YQM - YSJ - CHATH - EBONY - SEAER - SCARS - ENE4 arrival into JFK. Today we will be using North Atlantic Track C, as published on the latest track message. The route on the NAV display Delta 141 at the gate in Brussels. Cruising altitude is FL 380, cost index 50, assumed temperature 66°C, cruise speed Mach .798, zero fuel weight is 122 tonnes, 45 tonnes of fuel are in the tanks, including the required 6 tonne reserve upon reaching JFK and ETOPS time is 2 hours for Delta Airlines. Take off with flaps 15 and the take off speeds "roll out of the box": V1 146, Vr 150, V2 157 and these are confirmed by the weight book. I prepare the take off data card and hear the F/O entering the cockpit while passengers are boarding. I start the APU and after a one minute heating period I put the APU on bus and signal the marshallers to disconnect the power plug. When the F/O has strapped himself into his seat, we both go over the cockpit preparation and cross check each others bug settings: V1 146,Vr 150, V2 157, V2+15 172 and the last bug on 210. The departure briefing is performed as follows: "Take off runway 25R, Costa 4C departure, initial altitude FL60, immediately after take off we contact Brussels departure on 126.62 and expect further climb. In case of engine failure before V1 I will call stop and perform the abort, you monitor max braking, thrust idle, reverse thrust applied and speedbrake lever up and call 'speedbrake up', in case of engine failure after V1, I fly, you clear the emergency, we will go straight ahead on runway heading, upon reaching 1500 feet right turn to BUN VOR, contact ATC and prepare for an ILS runway 25L. Thrust reduction altitude is 1500 feet, acceleration altitude is 3000 feet and the transition altitude is 4500 feet." "Cabin is OK for flight" announces the chief flight attendant and I order the F/O to contact Brussels delivery on 121.9 "Delta 141, cleared to JFK International as filed, slot cancelled, COA 4C, initially flight level 60, squawk 4642". Yes, our slot has been cancelled, we should have no problem arriving in NY on time. My F/O reads back the clearance and Brussels delivery comes back to him "Delta 141, readback correct, contact ground on 121.87, bye "Ground on 121.87, Delta 141" "Cabin crew, doors in flight and report please" Before start checklist: pins.........................................on board cockpit preparation.........................completed light test....................................checked oxygen and interphone.........................checked yaw damper.........................................on fuel...........................45 tonnes and pumps on galley power.......................................on emergency exit lights...........................armed passenger signs...................................set window heat........................................on hydraulics.....................................normal air cond and pressurization......1 pack,bleeds on,set autopilot..................................disengaged instruments...................................checked antiskid...........................................on autobrake.........................................off speedbrake................................down detent parking brake.....................................set stab trim cutout switches......................normal fire warning..................................checked radios, radar and XPDR............................set rudder and aileron trim.....................free,zero papers.......................................on board ZFW,N1,IAS bugs.......................set and checked cargo door.....................................locked Before start checklist completed "Brussels ground, Delta 141 stand 253, request push back with juliet". "Delta 141, Juliet is correct, cleared for push back and start up from stand 25 "Cleared for push back and start up, Delta 141" While the tow truck starts pushing the plane backward, I switch off the airco pack, turn on the rotating beacon and place the start switch of the number 2 engine on ground. The duct pressure drops and engine number 2 start spooling up. "Oil pressurizing" announces the F/O and at 20% N2, I place the fuel lever to on and closely watch the engine parameters during this critical phase. Everything looks good until Murphy's Law hits us: engine rpm stagnates and the engine parameters show signs of a hung start. I immediately close the fuel lever while observing the engine parameters. The engine spools down and the F/O contacts Brussels ground, saying. "Brussels ground from Delta 141, we have a problem with the number 2 engine, looks like a hung start". "Delta 141, acknowledged, do you need assistance "Negative, we need about 5 minutes for a troubleshoot and start again" "Delta 141 copied, advise when ready...break...Thomas Cook 55 good morning, make it a slow taxi, stand 253 still occupied After a short check with the airplane and company manual I am ready to try again "Brussels ground, Delta 141 ready for start up" "Delta 141, cleared start up...break...Thomas Cook 55, hold position". OK, same procedure as before, but this time I crank the engine longer, giving the excess fuel in the combustion chambers a chance to evaporate. At around 22% N2, I open the fuel lever again and this time, everything runs smooth. Starter cuts out and the same procedure is repeated for the number 1 engine. "OK sir, we have two successful starts, you can disconnect and show me the steering pin please, goodbye", I announce to the tow controller. I put both generators on bus and open the bleed valves from the engines. The APU is switched off and the taxi light goes on. After start checklist Elec....................................generators on pitot heat.........................................on anti ice..........................................off airco and press......................packs on, flight start levers..............................idle detent tow truck.....................................removed After start checklist completed "Ground, Delta 141 request taxi" "Delta 141, cleared for taxi via E4, F4, W3 holding point 25 "cleared for taxi via E4, F4, W3 holding point 25R Delta 141" I advance the throttles and the 767 starts moving around on the tarmac, time for a brake and flight control check: stick forward, stick aft, stick to the left, stick to the right, rudder left, rudder right...flaps 15 and elevator trim in accordance with the load sheet The taxi via Echo 4. Cleared to cross RWY 02/20. "Delta 141 contact tower on 120.77 bye "Tower on 120.77 Delta 141, bye" "Brussels tower, 'morning, Delta 141 on E4" "Delta 141, cleared to cross runway 02/20 and taxi as cleared "Cleared to cross 02/20 and taxi as cleared, Delta 141 "All aircraft, information kilo is current, QNH 1018 While taxiing around, the chief flight attendant enters the cockpit and requests a departure estimate. I advise her that we will be airborne within 10 minutes, at least, if no unforeseen circumstances occur... She leaves the cockpit and I lock the door behind her Before take off checklist APU...............................................OFF Recall........................................checked flight controls...................checked,full travel flaps..........................................15 set ZFW,N1,IAS bugs.....................set and X-checked stabilizer trim...................................set takeoff briefing.............................reviewed cockpit door...................................locked Before take off checklist completed Upon approaching the holding point for runway 25R, the plane stops and I set the parking brake. Finally: tower comes back to us saying "Delta 141, behind the departing 737 line up and wait 25R behind "Behind the departing 737, line up and wait 25R behind, Delta 141" "cabin crew, take off in the next 2 minutes", I announce through the public address system. Start switches are turned on, so is the transponder. I crosscheck the treshold elevation for runway 25R and see that the QFU of the runway is coming up Lining up a big bird like this takes some anticipation (at least in FS2000 it does...) and after some small corrections we find ourselves lined up and hearing "Delta 141, wind 280/9, cleared for take off 25 right, bye "Cleared for take off 25R, Delta 141, cya", the F/O replied Lined up on runway 25R. Starting the TO roll. Gear retraction. "Take off, I have controls" I say and advance the throttles halfway, top the timer, and advance further to 93,2% N1. The 767 starts accelerating down the runway, engine parameters remain in the limits..."80"..."checked"..."V1"..."rotate", the nose is gently raised to around 13° up and once the positive climb is attained, I increase the body attitude further to 18° up. "Positive climb"..."gear up". The F/O switches over to Brussels Departure and announced "Brussels departure, good morning Delta 141 climbing FL60, COA4C departure" "Delta 141, morning, radar contact,climb FL70 "Climb FL70, Delta 141" In the right turn to NIK VOR and when passing 1500 feet, I decrease power to 88% N1 and lower the body attitude. Once we hit 3000 feet, I lower the body attitude further to allow the plane to accelerate through the flap speeds and order the retraction of flaps on schedule. Once clean, the gear level is placed in the "OFF" position and the start switches are turned "OFF" After take off checklist: Airco and press...................................set start switches....................................OFF landing gear...............................up and off flaps..............................................up altimeters........................................set After take off checklist completed "Brussels departure, Delta 141 is approaching FL70" "Delta 141, contact Maastricht control on 121.6 "Maastricht control on 121.60, Delta 141" "Maastricht control, Delta 141 climbing FL70" "Delta 141, radar contact, climb FL190 "Climb FL190, Delta 141" Belgian scenery below... "De Schelde" below... We both stow our plates for Brussels and I take the flight logger to write down our take off time and the estimated times over our subsequent waypoints. Once this is completed, I'm getting thirsty...and so is my copilot. The cockpit is unlocked and, like it were common practice the chief flight attendant enters the cockpit and offers us both something to drink. Scenery looks nice and some patches of sun illuminate the Belgian soil, just like the weather forecast promised. Maastricht further clears us to FL 240 and FL 290. Time for a cockpit check: I go over all panels and all pages of the FMS to confirm all systems are operating normally. Special attention is paid to the IRS systems, which will be our sole navigation source once over the Atlantic. Maastricht hands us off to London Control and the latter clears us to FL 360. Passengers are enjoying a small breakfast and some nice movies are playing on the in flight entertainment system, unfortunately for us we are not allowed to watch them while flying...nah, wouldn't want to do it anyway, the flying is much nicer. I'll watch the movie at home. Upon reaching flight level 290, the autothrottle goes into Mach hold and I dial Mach number 0,798 for an econ cruise. The flight attendant serves us a nice breakfast and I take some time to give the captain's briefing to the passengers. "Ladies and gentlemen, this is your captain speaking. On behalf of our crew I welcome you on this morning flight to New York. Currently we are climbing to our cruising altitude, current outside temperature is minus 40 and our current speed is around 810 km/h. I hope you enjoy or have enjoyed your breakfast and the in flight entertainment system. Our flight attendants will do their best to provide you with a maximum of assistance during this flight. Thank you for your attention. Breakfast consists of a cup of cornflakes and a piece of cake, along with a nice cup of coffee. FL 360 is maintained for the moment, it is close to our optimum level and a further climb to FL 380 can be expected before entering the NA. This is also the time for an accuracy check of the altimeters. Since we will be operating within RVSM airspace, this altitude check is not to be overlooked. Entering the NATS Over the Atlantic Ocean And now for the long stretch over an extended piece of water: the Atlantic. IRS's are checked for accuracy and the small fuel inbalance of the wing tanks is corrected "Delta 141, contact Shanwick, have a nice flight "Shanwick control, Delta 141, FL360, good morning" "Delta 141, cleared oceanic entry, track Charlie, climb FL380, Mach number .798, no met report The F/O reads back the oceanic clearance and Shanwick acknowledges correct readback, advises us that the previous aircraft is an Air France 767 Flying over the Atlantic might seem like a boring situation in the sim, but I can assure everybody that this boredness is the major challenge on these long haul flights: attention fluctuates and tends to be minimized during these stretches, and thus discrepancies are less easily found Once fully inside the NATS, I take some time for a stroll through the cabin to stretch my legs. The 767 is flying in fully managed mode and the flight attendants are busy clearing up the trays. In a few hours they'll serve lunch and I'm beginning to get curious what lunch will be (and since I'm behind my computer screen, a walk to the kitchen is...well...enough to investigate this mystery Indeed, after a few hours, I find myself in my captain's seat with an empty lunch plate for me. The Canadian coast is coming into sight and on the right side the passenger can enjoy spectacular views of icebergs floating on this immense water mass We're under control of Gander OCA and can expect a handoff to the Canadian controller any minute now Leaving the NATS Overflying Boston Since we don't have much flying time lying before us, check of the weather and the cockpit is mandatory before starting descent into JFK. I dial in 117.7 to get the ATIS from JFK. Still faint, but readable, the ATIS sounds through my headset New York Kennedy information echo...time 1455...clouds broken 5000...scattered 7000...light rain...temperature 21 dewpoint 21...QNH 1014...wind 290/10...landing runway 31L...take off runway 31R...advise you have echo I pass on the weather information to the copilot and start going over all the panels to verify the status of all systems. A small fuel inbalance is noticed between the wing tanks and a 2 minute crossfeed solves this problem We are getting close to our top of descent and I advise the chief flight attendant that descent is imminent. The enroute charts are stowed and we both break out our approach plates for Kennedy airport, with the Kenebunk arrival on top This is also a good time to advise the passengers that we are about to initiate descent into JFK "Ladies and gentlemen, your captain speaking, we are about to start our descent into Kennedy airport, the temperature is 21°C with some light rain and some patches of clouds, we hope you have enjoyed this flight as much as I did and on behalf of the crew I thank you for choosing Delta Airlines Approach briefing: Weather is checked and all parameters are above minima - there are no NOTAMS for Kennedy airport - about 8 tonnes of fuel are on board which is sufficient to fly the approach, execute the missed approach and head towards our alternate Newark plus a 45 minute reserve - Decision is to land at Kennedy airport via the Kenebunk 4 arrival and the ILS 31L, the arrival plate is on top, approach plate ILS 31L next and finally the airport map for Kennedy etc...(what follows is a spoken description of the arrival and the ILS approach, including the missed approach procedure, to ensure that both pilots understand the procedure "Delta 141, descend to FL260 "Leaving FL380, descending FL260, Delta 141" "Delta 141, contact Kennedy approach on 127.4, bye "Kennedy approach on 127.4, Delta 141" 127.4 is selected in the communications box and time to give approach a ring "Kennedy approach, Delta 141, descending FL260" "Delta 141, good morning, descend FL 190, reduce 250 knots "Descend FL190, reducing 250 knots, Delta 141" Traffic going into New York (Kennedy, La Guardia and Newark) is heavy and the approach controllers must have a tough job sorting out an effective way to get the maximum number of aircraft in, hence the speed reduction. Subsequent clearances get us down to 9000 feet, the weather radar shows no sign of severe precipitation, engine anti ice is switched on before entering the clouds since the outside temperature is around 1°C, the cabin signs are turned on, the autobrake is switched to "1" and I request to execute the descent approach checklist Descent approach checklist: Anti ice...........................................on airco and pressurization..........................set approach briefing................................done Altimeter and instruments...........set and X checked N1, IAS bugs........................set and X checked Descent approach checklist completed Descending through the clouds Fully established ILS 31L "Delta 141, contact Kennedy approach on 127.4, bye "Kennedy approach on 127.4, Delta 141 bye "Kennedy approach, Delta 141 descending 9000 feet" "Delta 141, Kennedy approach good morning, squawk ident "identing, Delta 141" "Delta 141, radar contact, turn left heading 180, descend 5000 feet "Left heading 180 descend 5000 feet, Delta 141" Radar vectors onto final are always a nice way to welcome a flight in, but in some cases also a dangerous way of coming in. Luckily the given vectors brings us over the sea, so as far as I know there is no risk of collision. And after a few minutes on heading 180 "Delta 141, descend 3000 feet, right turn heading 280, cleared ILS approach 31L "Descend 3000 feet, right heading 280, cleared ILS approach 31L, Delta 141" I slow the plane down to 190 kts and extend flaps 1 when passing 210 kts, at 190 kts flaps 5 are selected and the NAV display is switched to FULL ILS mode."ILS approach, next step localizer alive" I announce to the F/O who promptly replies with "checked". The localizer interception is done with some correction for the reported wind and once established on the LOC, it's only a matter of time before the glideslope becomes alive and once it comes alive its flaps 15, gear down, speed brake arm and a thrust reduction. I announce the cabin that landing is imminent and after a short delay the chief flight attendant informs us that all is clear in the cabin. "Approach, Delta 141 fully established ILS 31L" "Delta 141, contact tower on 119. "Kennedy tower on 119.1, Delta 141 "Kennedy tower, Delta 141 fully established ILS 31L" "Delta 141, Kennedy tower, cleared to land 31L, wind 290 at 10 "Cleared to land 31L, Delta 141" Landing lights are switched on with receipt of the landing clearance, flaps are lowered further to 30, start switches are turned on and I make a quick check of the recall items. Landing checklist: start switches.....................................on recall........................................checked speedbrake......................................armed landing gear.............................down,3 green flaps..............................................30 Landing checklist completed Short final 31L no comment... The OM light comes on and we both check our altitude in reference to the OM altitude. The runway is in sight and the GPWS systems warns that we are approaching minimums. I call "landing" and maintain the target speed of 136 kts "50...40...30.....20.......10"..........touchdown! The speedbrake lever comes up and I initiate idle reverse Speed bleeds off and around 70 kts thrust reversers are cancelled, I place the speedbrake back in down position and vacate via the first available taxiway. Upon crossing the yellow line, the F/O contacts towe "Kennedy tower, Delta 141, runway vacated" "Delta 141, contact Kennedy ground on 121. "Kennedy ground on 121.9, Delta 141" Kennedy ground supplies us with the taxi instructions and during the taxi to the gate I order the clean up, which basically consists of switching off the landing lights, strobes, transponder and start switches. The APU is turned on and after the one minute heating up period it is placed on bus and bleed air is taken from the APU Well, whaddayaknow...we get to park right next to an Air France Concorde, time to break out my camera for a nice picture. I wonder if we could board her to have a look inside...nah...wishful thinking. "Cabin crew, all doors in parking condition and report please" A marshaller helps us to dock with the gate and we cut off fuel to the engines right after he signals us to stop. "Doors in parking" is announced by one of the stewardesses. I turn off the rotating beacon and feel a small shudder as the gate docks with the plane. Satisfied with the flight and the performance, I loosen the seat belts and shut down the airplane, in cooperation with the copilot. Once the passengers are disembarked, the entire crew takes out their stuff and leaves the plane. Time to check out the crew roster for changes and to log the hours flown. Next flight is one from New York to Los Angeles with an overnight stay...excellent! I needed to work on my tan anyway. Parked next to Concorde! Rik Vyverman vyverman@hotmail.com http://users.pandora.be/jan.vyverman