CloudDancer
Registered User
L. Ronstadt - J. Ingram Duet
Chapter One - Meow....Meow...Meow
“Trans-Consoligamated 754, Seattle approach. SEATAC runway 16 right touchdown RVR now 700 feet, midpoint 800 and rollout 700. State your minimums.”
With a heavy sigh I :-? momentarily restrained my first impulse, which was to key the mic and reply “A 12 year old Scotch, 38 D cups and 225 bucks an hour.” Instead, peering through my “cheaters” at the small print on the Jeppeson CAT II/III approach plate I found the appropriate number and replied “Trans-YadaYada 754....looks like 700 feet works for us today.”
“Roger TC 754, this will be radar vectors for a Runway 16 Right ILS to Seattle descend now to one-zero thousand and turn right heading three five zero.”
The first officer, who was still at this point flying the airplane, complied with the controller’s instructions. Rotating the appropriate knobs on the upper center glareshield mounted flight control unit and pulling the altitude alerter knob, he initiated the descent while I focused my map light on the approach plate and increased the intensity of the bulb to it’s full brilliance.
Within the next two minutes I had reviewed all the pertinent information on the plate aloud to the agreement of my partner and we both verified individually and together that all entries into the navigation computers were correct. Meanwhile our Airbus 320 had covered another eight or nine miles and under the controller’s directions were we now descending through seven thousand headed for five thousand.
My airline dictates that only the Captain may be the “Pilot Flying” during any Category Two or Three approach and landing. Therefore, as the first officer completes maneuvering the aircraft onto the base leg and rolls the airspeed select knob back to 190 knots in accordance with the controller’s wishes, afterward I look over and say “my aircraft” and per procedure (gotta’ get it right for the cockpit voice recorder you know, JUST in case) my friend sitting on the right replies “your aircraft” The sounds of our two IAE turbojets fade to a whisper as the autothrust system, having been notified by some series of electrons transmitted (somehow :roll: ) from the 1st officers fingertips through the airspeed select knob to the FADEC (Fully Automated Digital Electronic Control) - think carburetor - now reduces our engine thrust to idle. NeverMIND the throttles remain MOTIONLESS in a detent labeled “cruise” on the center control pedestal.
I watch the vertical airspeed “tape” on the left side of my PFD (Primary Flight Display) tube as it slowly scrolls upward and the numbers get smaller and smaller until it passes 210 knots indicated. I slide my booted feet forward onto the rudder pedals and call out “Flaps One, please.”
In the right seat my flying partner glances up from studying the airport diagram to verify that the airspeed is allowable [standard procedure ALL the time in NORMAL and (almost) all NON-NORMAL operations; almost NOTHING is done or moved without both pilots being “in the loop” so to speak]. As he moves the flap handle to the first detent he replies “Flaps One” and we both glance at the upper of the two center mounted ECAM (Electronic Centralized Aircraft Monitoring) screens and observe the pretty blue (in transit) pictures of the leading edge slats extending until they turn green when they lock into place.
In another couple of miles comes the final instructions from this controller.
“Trans-Consoligamated 754 turn left heading two zero zero degrees and slow to 180 knots. You are cleared for the ILS Runway 16 Right approach to the Seattle-Tacoma Airport maintain four thousand until established on the localizer and maintain 180 knots until at least ANVIL advise if unable, contact tower at SODOE one-one-niner point niner.”
The “pilot monitoring” (the guy in the RIGHT seat now) replies and repeats verbatim every syllable the controller just uttered. By the time he has finished talking I have cranked the heading knob to the left initiating the turn even before I get the number 200 set in the window. I have also pushed two more buttons, one labeled “approach” and the other labeled “AP 2'”, and follow that with a new airspeed setting..
Both of us now look at our respective FMA (Flight Mode Annunciator) which spans the top of our respective PFDs and verify that (hopefully) all is well and our machine is “all systems GO” for lack of a better term. At the extreme right the approach capability reads in white “CAT III Dual”. Indeed....we are “all systems GO.”
I watch the bottom right of the PFD where at any moment I will see the chartreuse “diamond’ that represents the localizer slide leftward (horizontally) across the bottom of the screen until it centers indicating we are on the localizer as my lateral deviation indication now tells me I am down to less that 6/10's of a mile off the localizer centerline and closing.
I call for the next notch of flaps as the diamond makes it’s appearance and the FMA announces we have “captured” the localizer.
Well HELL...... I think to myself. I guess this is what they pay us the “big bucks” for huh? I’ve trained for this in the simulator and done it a dozen times. We reviewed the two page CAT II/III “cheat sheet” in the QRH (Quick Reference Handbook) line by stinkin’ line passing Yakima when it became fairly obvious that this might happen today. So far...everything works just like the sim.
The silence in the cockpit is eerie. It is the first CAT II/III approach for real for the first officer too. And I know that he, like I, is most likely mentally running through two dozen or so “things” that make a difference on this approach versus a normal Category One approach at 200 and a half.
The glide slope “diamond” falls from the top right of the screen prompting a "Glide Slope alive” call from my slightly nervous friend on my right, to which I respond “landing gear down, flaps three, landing checklist.” The four item landing checklist is finished just as the glideslope “captures” and as the nose of the now "slaved" airplane starts to lower I call for full flaps. Yep. Works JUST like the sim.
EXCEPT. This is REAL. One hundred fifty trusting adults passengers, along with three babes in arms and five very overworked :x and underpaid airline employees :evil: have just placed their hearts, souls, dreams and aspirations, not to mention their one and ONLY ASS ....SOMEwhat WILLINGLY in the hands of the HUMANS who designed the 427 on board COMPUTERS.
Now GRANTED only about a good two dozen or so of those 427 electronic marvels are really doing anything.....um....imPORtant right now. And truth be told I could even LOSE a couple at this point and everything would still be hunky-DORY according to the engineers.
I on the other hand, along with my partner up here, can’t help but remember that we (he and I) get to the CRASH SCENE just a SPLIT SECOND aHEAD of everybody else and this....this....
MACHINE.....of wish I am supposedly in COMMAND of.......is rapidly closing the vertical distance between my seat (read ASS) and some very SOLID earth. As a matter of fact, given our current rate of descent and altitude remaining....SOMEthing is gonna’ happen here in the next minute and a half.
I’ve been flying this airplane for over eleven years now I remember, and SELDOM does a month go by (that’s four four-day trips) where this airplane doesn’t do SOMEthing either weird or that I’ve never seen before. It is said truly, even by those who designed and built her, that you can not, and WILL not EVER know all there is to know about an Airbus.
Thirty-four years of professional flying. Over twenty-two thousand something hours. How many landings IS that I wonder briefly. And now...for the first time in MY life I am about to let an AIRplane land ME!!
I am SO spring loaded as my left hand loosely grips my joystick.......(no you sickos.....the Airbus has a side panel mounted JOYSTICK instead of a yoke).
My right hand rests curled around the thrust levers.....just READY to SLAM those babies full forward at the first sign of......hell....ANYthing. I mean...at this point I’m so TENSE I don’t think it would take even a Master Caution or Master Warning light and chime. A sudden unexpected loud fart or belch from the right seat would probably launch me into “go around” mode.
Now, with less than a thousand feet to go ‘til....IMpact/landing?....I await the appropriate callouts from the first officer. I focus on my PFD and ND (Nav Display) exclusively.
For just the briefest second....I flash back to another place and time....when it was WAY EASIER. I can almost here Jeremy saying “CloudDancer. You west. Come EAST”.
I snicker loudly as I shake my head to free it of the now unwanted distracting thought which prompts the F/O to ask...”What’s FUNNY”?
As I reply “I’ll tell you later” I watch the radar altimeter go down through six hundred feet
“Trans-Consoligamated 754, Seattle approach. SEATAC runway 16 right touchdown RVR now 700 feet, midpoint 800 and rollout 700. State your minimums.”
With a heavy sigh I :-? momentarily restrained my first impulse, which was to key the mic and reply “A 12 year old Scotch, 38 D cups and 225 bucks an hour.” Instead, peering through my “cheaters” at the small print on the Jeppeson CAT II/III approach plate I found the appropriate number and replied “Trans-YadaYada 754....looks like 700 feet works for us today.”
“Roger TC 754, this will be radar vectors for a Runway 16 Right ILS to Seattle descend now to one-zero thousand and turn right heading three five zero.”
The first officer, who was still at this point flying the airplane, complied with the controller’s instructions. Rotating the appropriate knobs on the upper center glareshield mounted flight control unit and pulling the altitude alerter knob, he initiated the descent while I focused my map light on the approach plate and increased the intensity of the bulb to it’s full brilliance.
Within the next two minutes I had reviewed all the pertinent information on the plate aloud to the agreement of my partner and we both verified individually and together that all entries into the navigation computers were correct. Meanwhile our Airbus 320 had covered another eight or nine miles and under the controller’s directions were we now descending through seven thousand headed for five thousand.
My airline dictates that only the Captain may be the “Pilot Flying” during any Category Two or Three approach and landing. Therefore, as the first officer completes maneuvering the aircraft onto the base leg and rolls the airspeed select knob back to 190 knots in accordance with the controller’s wishes, afterward I look over and say “my aircraft” and per procedure (gotta’ get it right for the cockpit voice recorder you know, JUST in case) my friend sitting on the right replies “your aircraft” The sounds of our two IAE turbojets fade to a whisper as the autothrust system, having been notified by some series of electrons transmitted (somehow :roll: ) from the 1st officers fingertips through the airspeed select knob to the FADEC (Fully Automated Digital Electronic Control) - think carburetor - now reduces our engine thrust to idle. NeverMIND the throttles remain MOTIONLESS in a detent labeled “cruise” on the center control pedestal.
I watch the vertical airspeed “tape” on the left side of my PFD (Primary Flight Display) tube as it slowly scrolls upward and the numbers get smaller and smaller until it passes 210 knots indicated. I slide my booted feet forward onto the rudder pedals and call out “Flaps One, please.”
In the right seat my flying partner glances up from studying the airport diagram to verify that the airspeed is allowable [standard procedure ALL the time in NORMAL and (almost) all NON-NORMAL operations; almost NOTHING is done or moved without both pilots being “in the loop” so to speak]. As he moves the flap handle to the first detent he replies “Flaps One” and we both glance at the upper of the two center mounted ECAM (Electronic Centralized Aircraft Monitoring) screens and observe the pretty blue (in transit) pictures of the leading edge slats extending until they turn green when they lock into place.
In another couple of miles comes the final instructions from this controller.
“Trans-Consoligamated 754 turn left heading two zero zero degrees and slow to 180 knots. You are cleared for the ILS Runway 16 Right approach to the Seattle-Tacoma Airport maintain four thousand until established on the localizer and maintain 180 knots until at least ANVIL advise if unable, contact tower at SODOE one-one-niner point niner.”
The “pilot monitoring” (the guy in the RIGHT seat now) replies and repeats verbatim every syllable the controller just uttered. By the time he has finished talking I have cranked the heading knob to the left initiating the turn even before I get the number 200 set in the window. I have also pushed two more buttons, one labeled “approach” and the other labeled “AP 2'”, and follow that with a new airspeed setting..
Both of us now look at our respective FMA (Flight Mode Annunciator) which spans the top of our respective PFDs and verify that (hopefully) all is well and our machine is “all systems GO” for lack of a better term. At the extreme right the approach capability reads in white “CAT III Dual”. Indeed....we are “all systems GO.”
I watch the bottom right of the PFD where at any moment I will see the chartreuse “diamond’ that represents the localizer slide leftward (horizontally) across the bottom of the screen until it centers indicating we are on the localizer as my lateral deviation indication now tells me I am down to less that 6/10's of a mile off the localizer centerline and closing.
I call for the next notch of flaps as the diamond makes it’s appearance and the FMA announces we have “captured” the localizer.
Well HELL...... I think to myself. I guess this is what they pay us the “big bucks” for huh? I’ve trained for this in the simulator and done it a dozen times. We reviewed the two page CAT II/III “cheat sheet” in the QRH (Quick Reference Handbook) line by stinkin’ line passing Yakima when it became fairly obvious that this might happen today. So far...everything works just like the sim.
The silence in the cockpit is eerie. It is the first CAT II/III approach for real for the first officer too. And I know that he, like I, is most likely mentally running through two dozen or so “things” that make a difference on this approach versus a normal Category One approach at 200 and a half.
The glide slope “diamond” falls from the top right of the screen prompting a "Glide Slope alive” call from my slightly nervous friend on my right, to which I respond “landing gear down, flaps three, landing checklist.” The four item landing checklist is finished just as the glideslope “captures” and as the nose of the now "slaved" airplane starts to lower I call for full flaps. Yep. Works JUST like the sim.
EXCEPT. This is REAL. One hundred fifty trusting adults passengers, along with three babes in arms and five very overworked :x and underpaid airline employees :evil: have just placed their hearts, souls, dreams and aspirations, not to mention their one and ONLY ASS ....SOMEwhat WILLINGLY in the hands of the HUMANS who designed the 427 on board COMPUTERS.
Now GRANTED only about a good two dozen or so of those 427 electronic marvels are really doing anything.....um....imPORtant right now. And truth be told I could even LOSE a couple at this point and everything would still be hunky-DORY according to the engineers.
I on the other hand, along with my partner up here, can’t help but remember that we (he and I) get to the CRASH SCENE just a SPLIT SECOND aHEAD of everybody else and this....this....
MACHINE.....of wish I am supposedly in COMMAND of.......is rapidly closing the vertical distance between my seat (read ASS) and some very SOLID earth. As a matter of fact, given our current rate of descent and altitude remaining....SOMEthing is gonna’ happen here in the next minute and a half.
I’ve been flying this airplane for over eleven years now I remember, and SELDOM does a month go by (that’s four four-day trips) where this airplane doesn’t do SOMEthing either weird or that I’ve never seen before. It is said truly, even by those who designed and built her, that you can not, and WILL not EVER know all there is to know about an Airbus.
Thirty-four years of professional flying. Over twenty-two thousand something hours. How many landings IS that I wonder briefly. And now...for the first time in MY life I am about to let an AIRplane land ME!!
I am SO spring loaded as my left hand loosely grips my joystick.......(no you sickos.....the Airbus has a side panel mounted JOYSTICK instead of a yoke).
My right hand rests curled around the thrust levers.....just READY to SLAM those babies full forward at the first sign of......hell....ANYthing. I mean...at this point I’m so TENSE I don’t think it would take even a Master Caution or Master Warning light and chime. A sudden unexpected loud fart or belch from the right seat would probably launch me into “go around” mode.
Now, with less than a thousand feet to go ‘til....IMpact/landing?....I await the appropriate callouts from the first officer. I focus on my PFD and ND (Nav Display) exclusively.
For just the briefest second....I flash back to another place and time....when it was WAY EASIER. I can almost here Jeremy saying “CloudDancer. You west. Come EAST”.
I snicker loudly as I shake my head to free it of the now unwanted distracting thought which prompts the F/O to ask...”What’s FUNNY”?
As I reply “I’ll tell you later” I watch the radar altimeter go down through six hundred feet