Speedbird One One

Now only the remaining leg of the journey was still to be flown, and with an on-time arrival into Sydney of 0655 we were sure to leave on time from Sydney. As it turned out the efficiency of the ground staff was such that we would be ready 16 minutes ahead of schedule.

The aircraft we would fly in was G-AWNM, one of the older 136 series, construction number 20708, and designed for a maximum take-off weight of 332,940 kg, compared with the newer Rolls-Royce 747 of 362,874 max take-off weight. WNM also had the older BOAC cheat line, but the interior was clean, functional and not unattractive.

The cabin crew had joined the flight in Singapore and the final leg to Brisbane would make it a very long night; all the same, they were bright and cheery, and the stewards and hostesses made one feel at home.

The time is now 7.38 am and Torquil introduces me to First Officer Peter Stanton and Flight Engineer Bryan Grace. The crew quickly settles down to the job in hand. Incidentally, this crew commence their day here in Sydney and finish back in Sydney, the crew who brought the flight from Singapore laying over for some 30-odd hours.

Torquil, Peter and Bryan have been seconded to do a three-month tour of duty in Sydney from their London base and are enjoying the climate and the abundance of spare time available to them.

From Sydney they would range forth either as crew or as dead-heading passengers to bring back a BA Flight from as far afield as Bombay, Singapore, Perth, or Auckland.

However, today’s flight would be a pleasant outing with a lot of activity in a short space of time, with no time to get bored staring out of the cockpit windows with nothing to see but a clear blue sky.

Bryan settles down in his seat electrically operated so that he can traverse from the throttles to the far end of his instrument panel effortlessly and quickly. Peter is checking out his take-off weight from the flight manuals, and Torquil is putting our waypoints into the INS for the trip to Brisbane.

The take-off is carefully calculated for a take-off weight of 316,000 kg with an ambient temperature of 9 degrees, our least favourable wind component is 2 kts and our cross-wind component is 3 kts. QNH is 1019.

Our actual take-off weight is 220,540 kg for Runway 16, Flap is 10 degrees, V 1 122 kts VR 129 kts V2 139 V2+10 149 V2 +40 179, V2+80 219. Stabiliser trim 3.9 divisions up, 3 engine clean up height 1000 ft.

The Vr is calculated at 124 kts with 5 kts added for the runway gradient to make the 129 kts, and the V1 is calculated as a 14 knot substraction from the Vr figure, to give the 122 kts.

Bryan sets up an EPR (Engine Pressure Ratio) of 1.44 for our Pratt & Whitney JT-9-7 engines.

Checking is the name of the game. Checklists will be read out on every phase of the flight, from pre-move to taxiing and in flight.

First checks are auto brakes, which for us are malfunctioning but which will work perfectly well in the manual mode. Torquil briefs the crew thoroughly on this item. The APU is checked, and electrical systems, pumps, and fuel panels. The three INS (inertial navigation systems) are also checked each working independently.

Our grid position at Bay 2 at Sydney Airport is inserted as our first waypoint, and the aircraft will fly to Brisbane from this position.

At 8.09 am the ground engineers call on the inter-com that they are ready for a start. Peter calls for our airways clearance on 127.5, and we are given 16, West Maitland One departure cruise Flight Level 370.

We then call on 122.3 for start, and the apron controller clears us to start, with time one zero a half.

Another check is then carried out – galley lights, booster pumps, ground brake pressures, and static pressure. At 8.11 engine ignition is commenced, valves on the head panel are open, and the fuel selector levers on the console are placed in the start position. 22 per cent comes up on the EPR aid Torquil calls for pushback.

We are cleared to push back. Torquil tells the ground engineers to push back, and as we do so the starter cuts out from the No 1 engine. While pushing back the other engines are started in turn. Then, as the tug disconnects, another check is commenced-APU off, brakes, and fuel selector lever. We wait for the ground crew to depart from the righthand side of the plane and then request taxi clearance. We are cleared to taxi and are requested to squawk 240 on the transponder.

Ten degrees of flap is set, and our taxi check list commences. Our fuel requirement for taxiing is 1000 kilos. We call on 121.7 as we enter the taxiway intersection, and ground control tells us to take the taxiway left, then call the Tower on 120.5, which gives us immediate clearance to line up. At 8.21 am we are cleared to take off.

Torquil turns the aircraft onto the runway, using the steering lever – a small black-handed lever not unlike the window-winder on an automobile. Pushing forward turns the aircraft right, pulls back, and turns left.

As we line up the brakes are applied, and the throttles, which were cracked open to taxi, are retarded.

Above the Captain’s head on the roof panel is a small lever which he pushes closed as we line up. This cuts out the swivelling capability of the main wheels – we don’t want them to wander on our take-off roll.

Torquil pushes the throttle levers forward, and Bryan monitors our power settings. This is a graduated take-off with 80 per cent power for fuel economy and enhanced engine life when conditions permit.

Torquil calls 80 kts, then V1; “rotate” comes immediately after it and Peter hauls back on the control column and WNM leaps into the air, while runway 16 slips beneath us.

We are now requested to call departures on 123.0, which are identified on radar and the controller assigns us FL 370. Torquil asks if we can hold at 3000 to get a better view of the city stretched out to the left, and this is granted. We maintain 3000 and track coastal about three miles offshore. Bathed in the early morning winter sunlight. Sydney makes a grand vista, appreciated by all on board WNM. Passing Manly, we are cleared to FL 370. Torquil acknowledges, the throttles are moved forward and the control column eased slightly back. Below us, driving along a Palm Beach road as we commence our climb, is Torquil’s fellow BA Captain, Allan Murgatroyd, who some days later tells us that he was directly beneath us as we passed over Palm Beach and what a sight we made as we banked away, heading for great heights.

Speed is now 350 kts. EPR setting is brought back to 1.3 N, is 90 per cent and EGT is 800 degrees while fuel flow is 4500 kilos per engine per hour. The INS shows the wind is 278 True at 78 kts on our climb so we have a westerly crosswind component.

Bryan makes adjustments to the throttle levers, complaining that they look like a bunch of bananas; but he is not about to make a banana split – he is adjusting power settings so that we use a minimum amount of fuel in these days of high fuel prices and precarious supplies.

At 8.48 am we are at the top of the climb. The INS wind readout is 260 degrees at 107 kts and we have an 11-degree drift to the right. On the subject of engines, the crew agree that Rolls-Royce versus Pratt & Whitney is no competition. The RB211 engine is tighter and delivers the power specified by the manufacturer.

At 8.52 we are 194 miles and 22 minutes from Brisbane and all the time the INS has been steering us via the West Maitland Beacon – 12 minutes, Port Lookout 19 minutes, Casino 12 minutes, Beechmont for six minutes, and soon the Brisbane Beacon for a short eight minutes to make a total time of 57 minutes. It’s all done completely automatically and hands-off.

The only physical check obvious to the observer are the controllers at ATC requesting we call Sydney Control on 126.5 after Departures then at West Maitland on 130.1 and from Point Lookout Brisbane Control on 127.2, and finally from Casino123.0.

Along the route, we hear other aircraft calling control, some very familiar like MMV (the Aero Pelican Twin Otter), and AAZ (Advance Airlines Beech Super Kingair), en route to Lord Howe Island.

Ahead Brisbane is looming up, though from the air it looks just like a small country town. The VSI shows a rats of descent of 5000 fpm, our heading is 340 and TAS 513 kts which takes us down to 10,000 ft. We are now requested to call Approach on 124.7. Greetings are exchanged, and we are given Runway 22. Time is now 9.12. We are requested to call the Tower on 120.5 and are cleared to make a visual approach left base.

In the morning mists the runway is hard to define, the Tower asks us if we have the runway in sight, and Torquil replies “I th….ink so,” as he peers out the cockpit windows, then a definite, “Yes, we’ve got it.” Landing checks are made, flaps set, wheels down and we turn to the left and line up with the runway.

Throttles are advanced, and the excitement begins – the runway is getting closer. Peter is making the landing and with movement of the control column and with hands on the throttles, WNM descends towards the threshold of Runway 22, getting closer every second.

Our speed has come back to 127 knots as the boundary of the airport passes beneath us, then the approach lights, then the large 22 painted on the runway’s end, and Peter flares the nose.

The white threshold marks come up to greet us and WNM simply sinks to her knees with a rumble and we are on the ground. Throttle levers are hauled back, and reverse thrust is brought into operation by raising the thrust reverse levers which are in front of and attached to the throttle levers.

Brakes are applied and WNM shudders to a halt by the time we reach the runway intersection. We are told to take runway left and taxi up to the terminal. Qantas flight 2 from Sydney is right on our tail and as we taxi up to the ramp, QF2 is just touching down on Runway 22.

The Tower controller cracks a joke about our on-time arrival; he and Torquil deftly cut-and-thrust the spoken word, with Torquil having the final say, all in good humour, as the marshaller waves us into our ramp position and we stop at his command of two paddles held outstretched.

Time is 9.29. Shut-down checks are carried out, engines shut down, all systems are off and WNM and her crew are ensconced in Brisbane for four hours.

The cabin crew who have come from Singapore go off to their hotel for a well-earned rest. The crew make themselves comfortable in the first class lounge immediately behind the cockpit, and we talk shop, and about the difficulties of setting up house when one is alone and in between flights, for each crew member must find his own accommodation and the northern beaches is a favourite with BA flight crews.

The station manager really puts himself out to make me welcome and I am given VIP treatment from all concerned. I do, however, have to disembark, go through Customs and then reboard the aircraft, a formality. Repeated on our departure but necessary to conform to regulations.

I am then able to wander around the terminal area, photograph our trusty steed and the arrival and departure of Air Pacific’s BAC111, an experience not available in Sydney. Flight Engineer Bryan makes a visual inspection of the engines, tyres, flaps, and the entire fuselage. All is OK and he then returns upstairs, for a different hat – that of a chef.

For in an hour or so we will be dining on meals prepared by Bryan, a delicious fruit salad freshly cut up followed by cheeses and coffee. Whilst Bryan is preparing lunch, we relax in the comfortable chairs and talk to the Qantas engineer responsible for checking out our aircraft.

The talk is pure aviation; we discuss certain airlines which shall remain nameless, and cover a wide range of topics, which devotees of air transport would have loved to have joined in.

WNM’s log is open and it is interesting to note that at the time of the flight she had flown 30,611.17 hours, had made 8879 landings, 6931 brake landings, and 8879 engine cycles. From those figures some interesting facts can be deduced about the 747s, about the type of flight cycles that BA fly, and about the general operation of BA.

Although she is well into middle age she looks and flies like a thoroughbred. Rumour has it that BA is looking to sell off some older 747s, and it will be interesting to see which ones will be first to go. And who will be their new owners?

With lunch over it is time to get the aircraft ready for our return to Sydney. Downstairs, the cleaners have been, the movies are loaded for the return to London, Qantas catering has revictualled the galleys, fresh water fills the tanks, and the “honey cart” has done its unpleasant but necessary removal.

The new cabin crew are aboard, and are going about their duties getting the aircraft ready for the first stage of its long journey back to the UK.

Our passenger manifest shows only some 140 passengers so we are extremely light, and with the short journey to Sydney we will not be carrying a heavy fuel load either. It is now 12.35, Bryan is downstairs, checking the external conditions, and making sure that nothing has damaged any part of the aircraft, and that the wheels and engines are free of obstructions.

Safety harnesses are adjusted, seats moved into position, and we are ready for the ground crew to tell us they are ready. Looking out of the cockpit windows it is hard to imagine that we are three storeys high or some 30 ft above the ground. Our t/o weight is 20,746 kilos and our landing weight is 19,496 kilos, which is very light. Our load sheet shows that the trim must be set four degrees nose up.

Ground informed us they are ready, so Torquil calls the Tower for start-up clearance. Imperceptibly No 1 engine starts, after the normal starting procedure, and the various engine dials begin their activity to indicate the status of each engine in turn.

We call for pushback. It is now 1.19, and the other three engines will be cross-feed started whilst pushing back and as the tug detaches.

A quick glance at the t/o data shows BA 12 departing Runway 22. Temp is 20C, wind is light and variable, and RTOW is 295,000 kilos. QNH is 1019. The weight of 295,000 kilos is our uncorrected performance limit and as there are no runway contaminations nor abnormal procedures, spare engines, gear down operations, or -3A intermix of engines, all that needs be added is +1000 kg to the performance limit from correction tables in the manuals, to correct for QNH and runway length.

Actual t/o weight is 207,461 kg flap 10 degrees, V1 122 kts Vr 122 kts V2 139 kts V2 + 10 149, V2 +40 179, V2 + 80 219.

Max EPR set and bugged is 1.44. Three-engine cleanup height 1000 ft. Our t/o data chart shows that we must not use a graduated power t/o with a runway less than 8500 ft, or with the -7 engine less than 9000 ft. As Brisbane’s main runway is less than 8000 ft, this will be a full power take-off.

Ground calls that they are coming away with the tow bar and Torquil requests that they clear to the right. We now call 121.7 for taxi clearance and are cleared to taxi. WNM ambles out under idle thrust and Torquil makes light brake applications to slow us down for the turn left across the narrow stormwater channel, where a slip could land a 747 in serious trouble.

The steering lever is moved gently back and like a great beast being reined back, WNM Bites into the curve and we approach the holding point of Runway 22, and ground control hand us over to the Tower on 120.5.

We are cleared to line up and hold the position. Throttles are opened slightly, the steering lever is brought back and the numbers 22 lie directly in front of us painted on the runway. We are cleared for take-off.

Torquil cuts the steering on the main wheels, opens the throttles fully, releases the brakes and hurls forwards. V1 comes up in about seven seconds, Peter calls V1 and Torquil hauls back on the control column, WNM goes up like a helicopter.

We are now on our climb gradient of Mach 0.8 on the climb to FL 350. New South Wales is covered with broken cumulus and the dark green vegetation is interspersed with small towns and hamlets. After 20 minutes the top of the climb is reached, and the auto-pilot levels us out at 35,000 ft. Speed is Mach 0.84.

Brisbane departure frequency is changed for Brisbane Control on 127.2, and shortly after Sydney Control on 130.9 and then 129.8. We are now told to reduce speed to not exceed 240 knots. This makes the approach very different because we can’t glide and have to use the speed brake to hold back the speed. The buffet so induced makes for a not-so-smooth transition.

We are now requested to descend to FL 170, followed by 130, and then we are requested to cancel the probable holding and resume the desired speed. This is now an impossibility and Peter replies with a sarcastic chuckle. We are going so slow that it is now too late to speed up because we are close to making an intercept of the 16 ILS, and we will not want to get rid of excess speed at this stage.

Control requests we call approach on 124.4. This is done and we are cleared for a straight-in approach on Runway 16.

Conditions are perfect, and from 30 miles out Sydney lies directly ahead. We descend to 7000 ft then progressively to 3000 ft then 2000 ft and then, “Make visual approach straight-in Runway 16, call the tower on 120.5 passing West Pymble.”

Coming up on our left is the Sydney Harbour Bridge and the Opera House, straight ahead is South Sydney and the Runway 16 extension into Botany Bay, looking nothing like its 13,000 ft, but a very deceptive STOL pad.

Runway 16 is getting closer. From the landing data QNH is 1017, landing weight is 194,600 kilos, Vref 123 knots, 30 degrees of flap is being used, EPR is 141. Diversion fuel to MEL 19,400 kilos, holding fuel 12 minutes 2000 kilos, safety height 3800, sector safety altitude 2900 ft, transition level 110, start final approach altitude 3000 QNH, OM (outer marker) height 1315 QNH, ILSH 310, runway visual range 900 ft, overshoot height 3000 QNH, airfield elevation six feet.

With the preceding data fully digested and all crew members au fait with the entire landing programme, we are just about to touch down.

The T-VASIS lights are a tremendous visual aid to correct slope and position for the flare-out on the threshold, giving exact glideslope by means of dots of coloured lights indicating either too high to too low. The markers loom up to meet us, Torquil eases back on the control column to flare the aircraft, she gives a sort of rumble from way back, and right down the main wheels have touched.

Throttles are retarded, and thrust reverse levers hauled back, the nose wheel lowers to the ground, brakes are applied and WNM reluctantly ceases to be a flying machine.

It is now 2.40. The tower transfers us to 121.7, we are cleared to cross Runway 07 then call on 122.3 and the Ramp Controller gives us the second taxiway left for the northern apron, Bay 6.

Following the yellow lines is a breeze, WNM swings left and right with relative ease although it feels as though she is tugging at her leash, as though anxious to get away on the next stage of her journey.

A catering truck just a mite too close backs away, and as we swing left to straighten up, the guidance light is directly in front of the cockpit window, the stop indicator on the left consists of a box with a green light behind a slot; approaching it the green light is visible, but as the window draws level to it, the green light disappears and it is time to stand on the brakes.

Speedbird 12 has arrived in Sydney.