Part 6: Visiting Central America And The Caribbean

Welcome again for three further legs, three legs only but with enough new technical aspects and scenery opportunities to give this article the usual 'big size' of this project's standards. The flights that will be described here took place in the 2007 late spring/early summer period (June), almost one year then after the very first flight of this long journey.

We're now ready to board the A330 again and say farewell to the United States, with the beautiful Tampa scenery that was last visited.

We'll first pay a visit to the Mexico City megalopolis, then head towards the Caribbean. Far more destinations were first scheduled for this 6th part, many of them were unfortunately cancelled later. As you can see on the following map, we will directly 'jump' from Mexico to the Small Antilles, the arc of islands stretching east of the Caribbean Sea.

But before that, I wish to come back for a few moments to the previous part of this project, if you agree to do so.

First, some of you have reported missing images in the Part 5 article. They were all math formulas actually, those that were provided in Leg 22 where some further explanation was given about the flight instruments and the IRS system. The problem has been fixed since then, so you may open this previous part again and see all the equations displayed properly if you missed them when the article first went online.

Secondly, most of you do probably remember the steep descent that took place while approaching New York JFK. We flew the LENDY5 Standard Arrival and 'dived' towards LGA VOR, located on La Guardia airport, prior to our landing on Kennedy's runway 13L. I reported in the article that LGA was to be crossed at 2000 feet, implying a very steep descent from the previous waypoint that was crossed at 19000' (FL190). This was a mistake. In fact, the 2000 feet altitude did appear on the STAR chart leg but was to be interpreted as the minimum altitude to be observed – the altitude that guarantees both ground obstacle clearance and adequate navaids reception, or MEA for Minimum Enroute Altitude – but NOT the altitude that should be flown. In the real world, ATC will never make the traffic bound to JFK level off at 2000' just above La Guardia airport as it will obviously conflict with its own arrivals and departures. Aircraft will usually be radar vectored before reaching LGA and far above 2000 feet.

I wish to thank two of our readers, Dean Brown and Tony Vallilo, respectively real life air traffic controller, flight instructor and real life pilot (also familiar to Flightsim.com thanks to his several real flights reviews) for their kind advice and the correction they provided to me. The flight we made was physically possible, but was unrealistic if we consider the real world procedures in force in the New York area. Anyway, as a consolation, we enjoyed great (and low!) views of Manhattan, something that would probably not have happened if we had been higher.

Steep ATC descent rates, however, could sometimes be actually encountered in real life operations. I had once the opportunity to fly from Rome FCO to Brussels on the cockpit jumpseat of a Virgin Express B737-300, in October 1998. On our arrival to Brussels, ATC cleared the aircraft to descent very late, so that we really 'dived' towards the destination. I remember the analog variometer needle being at full stroke, meaning a descent rate greater of equal to 6000 ft/min, which is the descent rate we (erroneously) observed while approaching New York in our virtual flight.

So, after this necessary finalizing, let's come back to the trip now.

Leg 25: Tampa, Florida, United States – Mexico City, Mexico

Note: because of the many night screenshots that'll be displayed, this leg flight report will be best viewed in a dark room.

We'll begin this sixth part with a night crossing of the Gulf of Mexico. Tampa will be left at dusk and Mexico will be reached some two and a half hours later.

Takeoff is planned from runway 18R today, to be followed by a right turn towards the Gulf, flying above the Old Tampa Bay and Clearwater.

Flight Plan

From TAMPA INTL (TPA/KTPA) to MEXICO CITY/LIC BENITO JUAREZ INTL (MEX/MMMX) Alternate MMAA ACAPULCO KTPA18R TPA3.TPA CIGAR R875 MINOW A509 NUBEL R522 PAZ UJ102 PCA SLM SLM1 MMMX05R

Distance 1101 nm (2036 km)

Docked to Airside E at Tampa Intl.

Prior to joining the flight deck again, let's first perform an external walkaround of the aircraft. In real world operations, the external walkaround is executed by the Captain (CPT) or First Officer (F/O) before each flight. This is a systematic way to walk around the machine and look for possible external damage encountered during the previous sector. Off course, not much surprise is to expected in our virtual world, but the 'Active Camera' add-on (see credits) provides us with the opportunity to simulate this, greatly enhancing the default view options so that every single part of the aircraft can be easily reached, as close as we want.

First, we check the static cores (or ports), here on the left side of the fuselage, looking for possible dirt or obstructions. The static cores are sensors for the static pressure, a physical quantity that is used to measure altitude as well as other fundamental flight parameters. A more detailed explanation of this was introduced in Part 5.

The nose wheel comes then, checking the tires as well as looking for possible oil leaks from the hydraulic system, feeding the brakes and shock absorber.

The aircraft nose and radome (where the radar antenna is located) is checked, making sure that there are no bird impacts (1). The Pitot tube condition is checked as well (2). The Pitot tube is a device that measures the total pressure, another very important physical quantity used by the Air Data Computer to compute the true airspeed as we've also seen in Part 5.

Here are the right (secondary) static cores, checked as well.

On the aircraft underbelly, we check that nothing is obstructing the ram air inlets. They can supply the aircraft with ambient air in case of a failure occurring in the Electrical system (with the ram air turbine driving an emergency generator) or in the Air conditioning system, or supply additional air if cabin smoke removal is necessary.

The wing leading edge and slats must be free of any kind of damage such as bird impacts.

Here's the right engine (look at this beauty : as real as it gets) : further checking for damage or leaks...

... and close-up to the fan and engine inlet, which must be totally clean; checking for possible bird impacts or bird remains.

Below the right wing: looking for possible hydraulic or fuel leaks, checking the ailerons...

The right main gear: checking the brakes for possible leaks, checking the tires, the shock absorber position.

Tail and APU exhaust: checking the elevators, rudder, still looking for damage or leaks.

The underbelly's antennas are checked also.

The engines' exhaust is checked in the same way as their inlet.

A last external look before...

... joining the flight deck and getting prepared for the flight!

The cockpit preparation, whom main operation consists of programming the Flight Management System, is made before each flight while the aircraft is still at the gate. The FMS is programmed through the MCDU (the nice keyboard that Boeing pilots call 'FMC'), the several stages of this sequence have already been deeply introduced in Around the world 2006-2007's previous parts. The new topic I'd like to introduce now are the checklists.

Checklists are compulsory system checking procedures every pilot cannot get away from, which are provided for each phase of the flight. Every aircraft type has its own specific checklists. In the meantime, checklist procedures may slightly vary from one airline operator to another for the very same aircraft type.

Usually, the Captain asks for one checklist. The First Officer then states the several checklist points, with the CPT answering 'checked' (CHKD), 'ON/OFF', etc. or giving a figure following the required answer for the checklist point.

All the checklists will then be introduced for this short flight. As said in this project's introduction, these checklists were worked out considering real world ones. The checklists provided here are meanwhile not to be used in real world operations. Bold font will be used for the checkings that are actually simulated, while regular font will be used for the checkings that are only applicable to the real world, though given here for realism purposes. Blue will be used for the optional settings and the figures that would vary from one flight to another. After the checklists, each checklist point will be explained and illustrated, if necessary.

A briefing is a verbal agreement made between the two pilots. There is one briefing that must be executed at least before take off (we'll do that here before engine start) and another one before beginning the approach. The briefing usually takes the following steps in mind : the pilot in command ('who' is flying the aircraft for takeoff or landing, either the CPT or F/O, and makes the takeoff or landing decisions), the take off runway, the aircraft configuration (takeoff power, flaps, anti-ice etc...), the route (SID, STAR, ...), the destination airfield facilities (runway lights and runway length, available taxiways to vacate the runway etc.) and, off course, the actions that would be engaged if any malfunction, failure or any other unforeseen event occurs. The CPT will usually make the briefing, and will conclude by asking the F/O : 'No questions ?'. If the F/O agrees and if everything is clear for him, he will answer 'No questions.' and the briefing is complete.

So let's proceed with the departure briefing for today's flight, which is made just after obtaining the Clearance delivery from Tampa tower :

CPT:

My takeoff runway 18R, FLEX takeoff with Packs ON and Anti-ice OFF, Flaps CONFIG 1. Any malfunction before V1 I make the decision 'Stop or Go'. If we stop I monitor the brakes, speedbrakes and reverse and we'll stay on the runway. Any malfunction after V1, I fly, no actions below 400 feet excepts gear retraction, we climb straight ahead to 1700 feet FRA*, accelerate, retract the flaps and climb safe to at least 2000 feet, asking for radar vectors to runway 18R ILS for a return to Tampa with a normal weight landing. Now, if everything is normal, that will be a TAMPA THREE vector departure : immediate right turn on track two zero zero after take off (I'll ask for selected lateral guidance) and then we should be radar vectored to our first waypoint, climbing to the first altitude cleared by ATC, which is 12000 feet...

* Flap Retraction Altitude

F/O (checking the FCU altitude window, already tuned to the desired altitude):

Set.

CPT:

... with autoflight managed vertical guidance. Any questions?

F/O:

No questions.

CPT:

Okay, so we may proceed with the Before start checklist.

BEFORE START

COCKPIT PREP.....................................COMPLETE 
BRIEFING.........................................COMPLETE
PAX SIGNS........................................ON (1)
FUEL QTY.........................................26 420 KG CHKD (2)
T/O DATA V BUGS..................................SET (3)
ALTIMETERS.......................................QNH 29.21 X-CHKD (4)
WINDOWS/DOORS....................................CLOSED (5)
BEACON...........................................ON (6)
THRUST LEVERS....................................IDLE (7)
PARKING BRAKE....................................SET (8)

Let's come back to these several checklist points:

The passengers signs (NO SMOKING / SEAT BELTS) switches (1), located on the overhead panel, have 3 positions : ON, AUTO, OFF. Note that nowadays, smoking is forbidden on board at any time in almost every airliner in the world, the NO SMOKING sign should then always remain switched on. If switched to AUTO, the SEAT BELTS signs will illuminate automatically when slats are extended or landing gear is down. Here, we've switched them to ON, keeping direct control of that function. The SEAT BELTS signs must obviously be set to ON or AUTO before engine start.

The fuel quantity (2) is read directly from the ECAM display once the tanks are filled in. Almost 26.4 tonnes of fuel are required for today's flight, a rather short leg for the A330 (fuel planning was sooner introduced in Part 4).

Lower ECAM FUEL page, giving the detail of the fuel load. Only the wing tanks are filled in for this short flight.

The total fuel quantity (Fuel On Board) is displayed on both Upper and Lower ECAMs, as we can see on the following image.

The PSS Airbus Pro IFR panel, where we can check both ECAMs simultaneously (engines are not started yet, as well as the APU).

The takeoff data V bugs (3) are supposed to be set on the standby analog anemometer (located between the Nav Display and the standby horizon as you can see on the image) following the V1, VR and V2 values. This was a very important step in the classic airliners that relied on analog gauges only. Nowadays, this must still be done on the standby instrument, considering the very unlikely failure of the electronic displays (the PFDs in this case). Off course, we cannot do that on our simulated panel, this is why this checklist point is not written in bold.

The altimeter setting (4), provided by ATC as well as ATIS and deeply introduced in Part 5, is QNH 29.21 in Hg (989 hPa) for today. In the real cockpit, there are two altimeters (CPT + F/O), three if we add the standby one. They are then cross-checked in the real operation, while we have only one possible altimeter setting here (CPT), the standby altimeter knob being not functional.

The cockpit windows and all aircraft doors (also including the hold and cargo doors) closing (5) is checked thanks to the Lower ECAM DOOR page. A door that is still opened would be displayed in red.

The beacon (6) is the red exterior light flashing on the top of the fuselage and on the underbelly. The aircraft also has strobe lights, which are flashing white and are located on the wing tips as well as on the tail cone. The Nav lights are constant, there is a red one on the left wing tip and a green one on the right wing. The Nav and Logo lights (the latter is lighting up the tail logo) are only used at night, but the beacon must be switched on at any time. This is why it is included in the Before start checklist.

The Overhead's Exterior lights panel, from which the landing lights are also activated.

The thrust levers (7) must be on the IDLE (neutral) position. This is the obvious rule for any jet or turboprop aircraft before engine start.

Finally, the parking brake (8) is checked as set. It could also be released for the pushback if the pushback action has been requested and is to be shortly engaged.

The pedestal with the thrust levers (idle) and parking brake control (set).

Now ready to leave

Well, the sun is setting very quickly here... a fact that once surprised me the first time I visited Florida, arriving from the old continent. We're pretty close to the Ecuador and at 8:30 pm (0:30 GMT) it begins to get dark, while the extreme northern latitudes are now enjoying the midnight sun.

At the end of my second (and latest up so far) visit to Florida, dating back to June 1998, I remember to have left Tampa Intl at sunset while huge thunderstorm clouds were gathering in the sky with sporadic showers. These circumstances provided an incredible light and atmosphere that I would never have imagined to be able to recreate in Flight Simulator almost 10 years later. This virtual departure from Tampa is then dedicated to that memory, with a further thought for my family living there.

Passenger's feeling just before pushback.

In Part 3, we have thoroughly reviewed the engine start sequence. So let's directly continue with the After start checklist, taking place after pushback and engine start and before requesting the taxi clearance from ATC.

AFTER START

ANTI-ICE...............................OFF (1)
ECAM STATUS............................CHKD (2)
PITCH TRIM.............................ZERO (3)
RUDDER TRIM............................ZERO (3)
GROUND EQUIPMENTS......................REMOVED
GROUND CREW............................CLEAR

Wing and engine anti-ice (1) is, not surprisingly, not requested for our departure in a warm Florida summer evening. In the ECAM status (2), we must check that everything is normal (no warning or caution messages) and that both engines are stable.

Upper and Lower ECAM (E/WD and SD),

the System Display here showing the secondary engine parameters.

Pitch and rudder trims (3), which can respectively be adjusted thanks to the black and white 'discs' located on both sides of the thrust levers and the RUD TRIM knob on the pedestal (see above), are both set to zero. I usually leave the pitch trim to its default value. Because of the excellent flight dynamics of the POSKY A330 model, the 'Home' and 'End' keys (the pitch trim usual key assignment in Flight Simulator) are very rarely used during takeoff.

The pitch trim setting is displayed on the Lower ECAM Flight controls page, as we will see shortly in the Before takeoff checklist.

Ready to taxi.

F/O:

Tampa Ground, Horizon two zero zero six heavy, request taxi.

ATC:

Horizon 2006 heavy, taxi to and hold short runway one eight right by taxiways Alpha three and Whiskey. Contact Tampa Tower on one one nine decimal five when ready.

Taxiing out while a Delta 767-300 is decelerating runway 18R.

The Before takeoff checklist should be made before lining up on the departure runway. Usually, pilots will perform it in the leaving aircraft queue in a view to make their waiting less long.

More seriously, here are the several points that must be reviewed:

BEFORE TAKEOFF

 

FLIGHT CONTROLS.....................CHKD (1)
FLIGHT INSTRUMENTS..................CHKD
FLAP SETTING........................CONFIG 1 CHKD (2)
TCAS................................ON
V1, VR, V2, FLEX TEMP...............150, 156, 157, FLEX 50 (3)
CABIN CREW..........................ADVISED
ENGINE START SELECTOR...............NORMAL
PACKS...............................ON (4)
ECAM TAKEOFF MEMO...................'TAKEOFF NO BLUE' (5) 

The flight controls (1) are the moving surfaces that are used to steer or slow down the aircraft once airborne. They include the ailerons, elevators, rudder and speedbrakes and are driven by the Hydraulic system, to be introduced in the next part of Around the world 2006-2007. Not a bad idea to check them before the flight anyway.

To do this, Airbus provides a further easy-to-use interface available through the System Display F/CTL page. Pilots can check the control surface movements on the screen while operating the flight commands (sidesticks, rudder pedals and speedbrakes lever) since they cannot see the control surfaces from the flight deck.

SD Flight controls page. Here, all the speedbrakes are extended and the rudder is in

the 'full right' position, while the ailerons are currently left to their neutral position.

Flaps (2) can be set to CONFIG 1, 2, or 3 for takeoff on the A330. The PSS MCDU defaults to CONFIG 1 in the Performance Take off page (introduced in Part 4). The flap setting for take off will depend on the takeoff weight (TOW), the available runway length and airfield elevation. Greater TOW, shorter runways and higher airfields will mean a higher flap setting as we'll also see later on this trip. Today, we're almost 50 tons below the MTOW and we've a long runway so the flaps are set to CONFIG 1, which is actually CONFIG 1+F (Slats + Flaps) as explained in Part 4 as well.

The takeoff speeds and FLEX temperature for a derated take off (3) are reviewed also. Please refer to Part 4 for a fully detailed description of these. V1, VR and V2 will be manually entered in the MCDU following performance tables in the real aircraft while they are kindly computed by the software here.

The two air conditioning packs (4) are fed by the Pneumatic system and supply conditioned air to the aircraft cockpit and cabin. We'll see that in more details in Part 7. We'll also see that in particular conditions, packs are sometimes switched off during take off, while we have the normal situation here with packs ON.

Finally, here's another very smart Airbus feature. The takeoff memo (5) is a checklist in the checklist and contains several further items required prior to takeoff. It is automatically displayed in the Upper ECAM two minutes after the second engine start. Completed items are displayed in green while uncompleted items are shown in blue.

Take off memo: auto brake must be set to maximum in case of an aborted take off (not completed), passengers signs must be ON (already checked in the Before start checklist), ground spoilers must be armed (also in case of an aborted take off), flaps are set to their takeoff config. The last item 'T.O CONFIG... TEST' requires a push of the T.O CONFIG button on ECAM control panel. That will simulate (this is then a simulation in the simulation here) application of takeoff power and generate appropriate warnings if something is not properly configured. The takeoff memo will disappear once takeoff power is set.

When every item is completed, 'Takeoff no blue' can be enunciated to conclude the Before takeoff checklist and pilots just have to wait for the takeoff clearance.

Holding point Rwy 18R. We'll get the takeoff clearance once this landing Southwest 737 has vacated the runway.

Look at the sky... amazing if we think about the earlier versions of MSFS.

Lining up for an immediate takeoff. CPT: I have controls ? F/O : You have controls.

Photoreal scenery, almost real clouds... I'm not really in a hurry to try FSX by now...

So long Tampa... note the BA 777 taxiing out for departure.

Immediate right turn after takeoff. Tampa downtown in the distance.

Climbing away above the Old Tampa Bay with the Courtney Campbell causeway below, heading towards Clearwater.

Left and right passenger views as we cross the coast...

... and Clearwater Beach as a farewell to the Sunshine state... so long Florida!

This departure story could not be concluded without a further FS2004 sunset! We're directly bound to Mexico now.

AFTER TAKEOFF/CLIMB

LANDING GEAR.................UP
FLAPS........................RETRACTED
PACKS........................ON
ALTIMETERS...................STD X-CHKD (1)

We see that the After take off/climb checklist is executed after the departure phase, when passing the transition altitude where the altimeters (1) must be set to the standard reference of 29.92 in Hg. However, when the transition altitude is rather high (the United States are precisely a good example for this with 18000 feet), the checklist can be made before and pilots will simply agree saying 'still QNH' instead of 'standard', assuming that STD will be set later once passing the transition altitude.

The night crossing of the Gulf of Mexico was uneventful and there was not much to see excepts the darkness, so let's directly jump to the approach briefing to Mexico. Let's imagine that the First Officer will be the pilot in command now, and then plays the role of the Captain. This is very frequent in airline operation, in a view to strengthen the F/O's experience as well as the CPT – F/O team relationship.

The approach briefing mostly consists of reviewing the standard arrival, approach charts and airport diagram for the destination. It usually takes place before reaching the top of descent point.

F/O:

Approach briefing to Mexico... that should be a LUCIA ONE standard arrival and we've already programmed it in the MCDU...

CPT (accessing the MCDU F-PLAN page):

... checked.

F/O:

... so we'll first cross Sierra Lima Mike VOR/DME at 16000 feet or otherwise instructed by ATC... then we proceed on track two five six towards RADEL until reading 12 miles from the DME (minimum safe enroute altitude 14000 feet), after that left turn on track one five six towards Sierra Mike Oscar VOR/ DME, which is expected to be crossed at 12000 feet. From there, we are likely to be radar vectored for runway zero five right ILS. Otherwise, we continue straight ahead on track one six zero (MEA 9700 feet) until localizer interception. Final approach altitude is 8800 feet. The ILS frequency one zero nine decimal one and localizer course zero five two are already set in the MCDU...

CPT (checking the MCDU RADIO NAV page):

... checked.

F/O:

... and we have two additional navaids, Mike Whiskey NDB on the runway axis...

CPT:

... three seven zero... set.

F/O:

... and Mike Echo Xray VOR/DME on the airport...

CPT:

... one one five decimal six... already set also as VOR two.

F/O:

... Runway zero five right is 3900 meters long, with a PAPI to the left and a Short Approach Light System, High Intensity Runway Lights, everything we need. We'll most probably vacate the runway by taxiway Echo or Foxtrot. In case of a missed approach : we climb on Mike Echo Xray VOR/DME radial zero four zero until DME six, then we turn left to intercept Sierra Lima Mike VOR radial one five eight to join Sierra Lima Mike holding pattern at 11000 feet and expect ATC instructions. Weather is pretty nice : clear skies, eight kilometers visibility and a light wind from the east. That should be an easy landing... any questions ?

CPT:

No questions.

Descending. The STAR path that has just been reviewed and is programmed in the FMS clearly appears on the Nav Display.

The huge orange spot in the distance is Mexico City built up area, where 20 million people live.

APPROACH

 
BRIEFING.......................COMPLETE
ECAM STATUS....................CHKD
ALTIMETERS.....................QNH 29.91 X-CHKD
AUTO BRAKE.....................OFF (1)
ILS/APP AIDS...................SET (2)
MDA/DH.........................SET (3)
SEAT BELTS.....................ON

The Approach checklist is made 20-30 miles from the destination, when the expected arrival procedure and landing runway are confirmed.

The autobrake (1) can be set to Low, Medium, Max or OFF for landing. Autobrake is an automatic system that I use very rarely in Flight Simulator, while it is usually used in airline operation. With autobrake active, pilots just have to monitor the thrust reverse to slow down the aircraft after touchdown.

The ILS and approach aids frequencies (2) are set here through the MCDU RADIO NAV page. The ILS frequency and course are automatically set once a landing runway has been chosen for the arrival airport (for a more complete description of flight planning, please refer to Part 2).

The decision height (DH) (3) is 284 feet for the ILS Rwy 05R. As we've seen during the Anchorage landing (Part 4), de decision height is read directly from the approach chart and is set through the MCDU Performance APPROACH page. At the decision height, 'MINIMUMS' will be automatically announced and the pilot in command will say 'Landing' if he decides to continue.

Let's directly proceed with the Landing checklist, to be reviewed once established on final.

LANDING

CABIN CREW................. ADVISED
AUTOTHRUST..................SPEED
ECAM LANDING MEMO...........'LANDING NO BLUE' (1)

The landing memo (1) is working similarly as the takeoff one and is automatically displayed prior to landing, below 1500 feet AGL with gear down. The required items are : landing gear down (nobody should contradict me with this), passengers signs ON, ground spoilers armed and flaps set to FULL or CONFIG 3, the two possible landing configurations on the A330. As usual, we've chosen the default flaps FULL configuration for this landing.

The landing memo with two uncompleted items.

'Landing inhibit' on the right means that some ECAM messages are inhibited during landing.

Arming the ground spoilers (Pedestal) will automatically deploy the speedbrakes at touchdown.

Landing memo once completed

Landing checklist completed, cleared to land, approaching the decision height.

F/O: Landing! CPT: checked.

Reaching the gate and engines shutdown. 'Aeropuerto Internacional de la Ciudad de Mexico' as a welcome message.

SHUT DOWN

BEACON.....................OFF
FLAPS......................RETRACTED
ECAM STATUS................CHKD
PARKING BRAKE..............SET

Leg 26: Mexico City, Mexico – St Maarten, Netherlands Antilles

Here it comes! St Maarten is the world's most famous spot for planespotting. This is where the landing gear of arriving aircraft passes a few feet above the hats and sunshades of the Maho Beach's tourists. We'll see that FS2004 provides us with the opportunity to recreate that ambiance once again.

Exceptionally, and for the very first time in these series, I decided to let the default FS2004 flight planner plot the route for me, simply specifying the departure and arrival airports and selecting the 'Hi altitude airways' option. I was fairly satisfied with the result. I printed the flight plan and here's how it looks in the standard format used up so far (with a standard departure added from the origin) :

From MEXICO CITY/LIC BENITO JUAREZ INTL (MEX/MMMX) to ST MAARTEN (PHILIPSBURG)/PRINCESS JULIANA INTL (SXM/TNCM)

Alternate TFFR POINTE-A-PITRE

MMMX05L APN3A APN UJ30 NAU UTZ MID UJ9 CZM UR640 SIA UW6 BENET UG633 CDO UB520 ANTEX B892 MAZ JOSHE COY R760 GOUDA TNCM09

Distance 2078 nm (3844 km)

The flight path will include Merida, Cozumel, Grand Cayman; Montego Bay in Jamaica, the south of Haiti and the Dominican Republic, San Juan and finally St Thomas. As a more singular waypoint, we'll also pass near the Chicxulub place in the Mexican peninsula of Yucatan. Next to Merida, this is the well known location that is said to have been the scene of an asteroid impact that might have triggered the dinosaurs' end some 65 million years ago.

But let's not dwell on these – though very interesting – palaeontology matters right now and go back to the flight for an immediate takeoff.

Airborne after a rather long takeoff run (Mexico airport elevation is 7316 feet above sea level). Smog is also topical at Mexico, mostly because of road traffic, making the town one of the most polluted in the world. The mountains that surround the built up area create a basin where the pollutants remain and are not easily evacuated.

Passing abeam Chicxulub, north of Merida. Don't look for a circular shape, even in the real world : the Chicxulub Crater, which is estimated being from 140 to 200 kilometers wide, is buried under a one kilometer thick layer of sediments. The Earth and time have erased the traces of the disastrous event that occurred here a very long time ago.

Grand Cayman (FS2004 default scenery)

The only approach available for Princess Juliana Intl is the VOR DME Rwy 09. With the almost constant good weather prevailing here, ILS facilities are not much required anyway. Though the airport can accomodate wide bodies up to the B747-400 (and what about the A380 ?), the runway is very short, only 2180 m (7152'). This is why, if not being a big problem for arriving aircraft, leaving wide body aircraft cannot take off with a full fuel load needed for example for a transatlantic flight. KLM and Air France, both serving St Maarten, then make a further stop in the Caribbean prior to flying back to Europe.

End of descent, St Maarten island is straight ahead.

Last correction before being established. Well, this is a non-precision approach: no localizer, no glideslope! (ND set to VOR mode)

Autopilot is disengaged, autothrust: SPEED; landing gear already down and locked.

CPT: Flaps full! F/O: Speed check... flaps full.

Touchdown in paradise in less than 10 seconds!

Maho Beach here we are! Not an easy landing though. Because of the short runway, we must not be too high in a way not to miss the touchdown zone. Being too low could be a serious threat for the people on the beach. Anyway they're here for the show and duly warned: 'LOW FLYING AND DEPARTING AIRCRAFT BLAST CAN CAUSE PHYSICAL INJURY'. We've a light crosswind in the meantime. Also with a special tribute to this beautiful free add-on scenery.

First, here's the swimmer's impression as we hit the beach...

The same moment captured by a beach spotter

In the shadow of the monster... I'm trying to imagine what feeling would generate an A380 landing here, if it does ever happen.

Flight Simulator at its best!!! I'm sure that they don't have any sexy girls in the real flight simulators used in airline training...

Braking action. Thrust reverse is usually cancelled below 60 kts. We had a nice touchdown but we were too much to the right.

Anyway we don't seem to have caught some beach umbrellas or other unusual objects. A successful landing then!

Using the first turning pad to backtrack the runway... note that the nose wheel is almost perpendicular to the aircraft.

Leg 27: St Maarten, Netherlands Antilles – Pointe-à-Pitre, Guadeloupe (France)

The shortest leg of Around The World 2006-2007 will conclude this 6th part. Guadeloupe is a small butterfly-shaped island belonging to France. Le Raizet airport can accomodate any aircraft type and offers a 3505 m (11499') long runway with an ILS. We don't have to worry much about the landing this time then.

Flight Plan

From ST MAARTEN (PHILIPSBURG)/PRINCESS JULIANA INTL (SXM/TNCM) to POINTE-A-PITRE/LE RAIZET (PTP/TFFR)

Alternate TFFF FORT DE FRANCE TNCM09 TIKAL A517 BIMBO BIMBO3K TFFR11

Distance 148 nm (274 km) Flight time 0:40

Despite the fact that there is high terrain ahead runway 09, which is commonly used for takeoffs at St Maarten, it seems that no official SID is published for that airport. Considering the missed approach procedure as well as real flight videos available on the web, ATC should always vector the aircraft southwards immediately after takeoff. In that way, aircraft will turn right to a 160° heading, climb and get clear of terrain. For our flight today, we'll even keep that heading since this is the track towards our first waypoint.

Only 8.8 tonnes of fuel are required for this very short flight. A FLEX takeoff with flaps at CONFIG 2 is planned from runway 09.

Here's how the Before takeoff checklist is looking like this time :

BEFORE TAKEOFF

FLIGHT CONTROLS.........................CHKD 
FLIGHT INSTRUMENTS......................CHKD
FLAP SETTING............................CONFIG 2 CHKD 
TCAS....................................ON
V1, VR, V2, FLEX TEMP...................144, 150, 152, FLEX 35 
CABIN CREW..............................ADVISED
ENGINE START SELECTOR...................NORMAL
PACKS...................................ON 
ECAM TAKEOFF MEMO.......................'TAKEOFF NO BLUE' 

Immediate right turn after take off. We've a very low gross weight and therefore a current very steep climb rate of 4800 ft/min

Already at 3000 feet with the airport still visible. Already also above the S (slat retraction) speed of 172 kts, flaps are then set to UP.

Proceeding to TIKAL with a last very nice view of St Maarten island (note the two big cruise ships on the right).

Localizer capture at Pointe-à-Pitre. I was a bit lazy this time and let the autopilot do the job.

CPT: Gear down! F/O: Speed check... gear down.

This was though a manual landing.

Pointe-à-Pitre, Pôle Caraïbes new terminal apron, as real as it gets. We'll rest here for a while before continuing our journey towards South America.

Cédric De Keyser
Brussels, Belgium
cdk@ngi.be