Re: Airbus A320 Long-Term, 3 Million KMs Review Just thought I would share another text I put up years ago on the PS forum I mentioned earlier. Through the PS forum we got to know a lot of aviation professionals. So at some point in time, my friend Ton and myself decided than rather to hang out on an internet forum or chat rooms, we would actually organise a live event, where at all the Dutch folks could meet face to face. We got a KLM pilot and a KLM maintenance engineer to give a talk and presentation.
There is an interesting bit about system difference between Boeing and Airbus, so I'd be interested to hear from the real pilots what they think and whether this has been changed since. Bear in mind this meeting and meeting notes are more than 10 years old, so all a bit dated. I certainly have learned a lot since then (and got my PPL!)
So here goes:
QUOTE:
So, at long last: Last Saturday we had the very first Dutch PS gathering in Nootdorp, the Netherlands. There was a good turnout with about 16 PS-Captains. We had arranged for what we had hoped would be an interesting and diverse program. First a real KLM pilot, then Fred on maintenance and Jeroen Hoppenbrouwers on online-flying. Unfortunately, Jeroen had to cancel due to unforeseen private circumstances. But we had prepared an “alternate” of course: Our video of Ton and me: “Full motion Simulator experience”
Without any doubt, Paul the KLM pilot, was the star of the day. All the attendees had forwarded questions up front so he could prepare himself. He spent well over three hours talking to us about operations, procedures etc. etc. It was very, very interesting. I’ve taken some notes of some of the items Paul mentioned. So here goes in total random order, my impressions/notes:
For those of you who wonder if pilots still like to fly the classic 747: On the line it is not known as classic, but as Jurassic. (For the Dutch out here: Ook een aardige bijnaam voor de classic: “zand & grind bak”)
Paul spoke about “failure management” and how that is very much operator dependent, as it is also highly linked to different cultures. Irrespective of operator and or culture some captains, when pestered by smart questions from the FO go into BISS-mode. (Because I say so!!).
Boeing maintains a different philosophy compared to Airbus when it comes to how the valve positions (e.g. fuel valve) are represented on the EICAS (synoptic) screen. On a Boeing it will show the switch position and not the actual valve position. If it differs you get an EICAS message.
I knew for a fact that on a real 744 (or full motion SIM) the valves do show a different colour whilst in transition and pointed this out. But according to Paul this is just Boeing trickery. There is no feed back from the actual valve to the synoptic display. (I guess this is good news to Hardy as this is much easier to simulate).
Paul explained in great detail the paperwork before the flight. And also the flight planning and in particular fuel planning. Must of us will be familiar with the ETOPS concept. (Extended Range Operation with Two-engine Airplanes). As we fly 4-engine planes, we tend not to bother about ETOPS, but Paul pointed out that the basic principle applies as well. I.e. if you lose an engine, you really need to consider for the remaining part of the flight what your options are. It’s not so much what you can do with three engines, as what will happen if another one fails!! ETOPS defines, amongst others, how far you’re allowed to be from the nearest suitable airport. Again, the restriction being two engines. I was surprised to hear that in the early days of 744’s they were limited by their fire suppressing capabilities. You have to be able to suppress a fire for a certain amount of time. This amount of time also determines the maximum time allowed to reach a suitable airport. Apparently, this was a real limitation on the 744 at first and lots of extra fire bottles were fitted to increase the suppression time and therefor the flying time away from a suitable airport.
It’s something you should really bear in mind. Once you have brought an abnormal situation under control, you need to determine what the next most “critical” system is. Being able to determine that accurately, also determines what options are open for you. The MEL (Minimum Equipment List) is based on this principle. Paul talked us through an example where hydraulic pump number 4 is inoperative. You really have to know the different systems in order to figure out what the next critical item(s) will be and what options you have.
We got a lot of information on fuel management and planning. KLM has an impressive set of tools, which allows them to determine the optimum amount of fuel to carry. The flight plan shows the step climbs, and it's really the flight plan that will determine the actual moment for the step climb, rather than the FMC. We spend a lot of time on wind prediction, as this is the key to fuel planning. Make sure you understand how the FMC interpolates the wind from an entry level up and or down!
At our specific request, as it ranks easily as the most frequented subject on our forum, Paul talked extensively about the use of VNAV over/against other vertical modes. As I understand it, VNAV is the preferred mode always. However whilst descending, under FL10, KLM procedure calls for FL CH. The basic reasoning behind this is that FL-CH is more predictable in what it will do then VNAV. (Check out those forum messages where VNAV suddenly puts you into a steep climb, whereas you thought you were descending so nicely.)
V/S is used rarely. But it does come in handy on for instance a VOR approach. Where you want to descend at a given rate f/min.
So now we can cut these discussions short on the forum . Going up: go for VNAV, coming down VNAV again until you hit FL10, then FL CH will do you nicely.
Now here’s another little tip for all you SIM Captains out there from a real pro: Never, ever, capture the ILS LOC in LNAV mode!! Always intercept on HDG!! With HDG you can ensure that you really cross that Localizer, whereas on LNAV you might not get a lock. Also, always capture the Localizer before arming/engaging APP. This will allow sufficient terrain clearance.
So, no excuses for smacking into that hill again! Wait until you get a lock on the localizer, or at least you are within one dot on the PFD.
We also discussed the altimeter settings, STD versus QNH. In essence, as soon as ATC tells you to climb to a Flight Level rather than an altitude in feet, you switch to STD. Coming down it’s exactly the other way around. As soon as ATC starts calling for xxxfeet altitude go for QNH.
Really, the “highest object” in the area determines the STD setting. You want to make sure you’ve got sufficient vertical separation to any objects on the ground . For instance in the Netherlands, you would be able to clear LOPIK with no problems at 3000 feet. As soon as you’re above an altitude where you can’t smack into anything on the ground, you start worrying about smacking into other planes. So here flight levels ensure sufficient vertical separation, thus go for STD.
Something to bear in mind for those of us who frequent the polar or other icy regions. Be aware that your altimeter is compensated for barometric pressure only. Especially in very cold regions you need to correct for temperature as well!! Low temperature will put you lower than you think!! Putting a dent into tarmac is one thing, crushing ice is a different matter all together!
Ok, so we had covered the paperwork, lots of other stuff, the ever-elusive VNAV, so now time for the ultimate questions:
Why the hell do we derate??
What is derating anyway??
When to use derate??
What sort of assumed temperatures should you be able to enter into the FMC (Questions like this assume you know what the hell derate is in the first place!)
Anyway, only one person in the audience managed to answer question number 1: Why derate at all? Only Fred knew: it cuts down on maintenance!! (You tend to know this sort of stuff when making a living in aircraft maintenance!
Just for the record: It will not cut down maintenance on your PC, only on the engines on the real aircraft.
Boeing’s certification allows for a maximum deration, or rather minimum thrust of 75%. KLM never uses the standard derated settings of the FMC. They will, by means of tables, enter an assumed temperature. The assumed temperature basically fools the engine control system. It thinks it operating at a higher ambient temperature than it really is. And therefor it reduces its thrust, thus reducing maintenance. (Thus the sour face of Fred as well).
It’s really the runway length that at a given Take off weight determines to what extend you can derate. Make sure you can clear any obstacles as well once you have achieve lift off. And being able to stop in time, in case you need to abort might come in handy too.
Me, personally, I go with Mel Ott (see page 333 of the PS manual) and “it is my personal choice to always use TO and CLB, and not to derate”. I like to have as much clearance as quickly as possible, but than again, I don’t have to worry about maintenance.
Entering relative low temperatures as “assumed” temperature in your FMC won’t work, because you’re still in the flat rate area. (I.e. mechanical limitations, rather than thermal). If you want to know what this means, go and study Ief Cooreman excellent Jet Engines document from the support page.
Paul also talked us through a standard crew briefing. The main challenge here is to make sure that you’re covering the essentials and not putting your crew to sleep.
Lastly, for all you jump seat riders: Looks like this will not be possible for the time being.
All in all, a very interesting talk by a very enthusiastic professional. Many thanks to Paul.
Fred gave us an overview of what aircraft maintenance is all about. His story elaborated on a D-check. It boils down that every so often you rip a 744 apart. And I mean rip it apart! Not much is left unturned. It’s stripped of paint, passenger chairs, interior, instruments, landing gear, engines, flaps etc. etc.
What impresses me most is the enormous amount of work put into such an overhaul. I had the pleasure of visiting the KLM hangars some time ago, whilst they were doing a D-check. The mind boggles as to how they can rip such a complex piece of machinery apart, repair, maintain and put it back together in under 5-6 weeks. I always find it quite stunning to see and I simply fail to understand how it is possible to get a return ticket Amsterdam – New York for less than Dgl 1.000,--.
In addition to the D-check, Fred had also brought a video on 744 – painting. Again, a very impressive and comprehensive story about putting paint on a 744.
We finished the day by looking at our video of the Full SIM experience. Lots of laughs.
UNQUOTE |