DC-9 Farewell

The first flight of the day was 359 to Canberra, and after meeting the crew, Captain Bob Norman and First Officer Phillip Green we discussed the flight over a coffee in the staff canteen. The alternate or flight would be Sydney until 11. 30 a. m. , and the wind aloft would be 300° at 45 knots. Thunderstorms were predicted later in the day.

Fuel for the flight will be 15,000 lb for 142 mins. endurance. Burnoff 3600 lb for 24 mins. plus 10 per cent with 45 minutes reserve. Cruise will be at Flight Level 21O which gives a cabin altitude equal to Canberra’s altitude of 1900 feet AMSL. The normal maximum pressure differential is regulated between 7. 46-7. 76 psi which means that with an aircraft altitude of 35,000 ft the cabin altitude will be equivalent to 8000′.

At 10. 50 Bob and Phillip do their cockpit checklist of essential items such as fire warning system test, parking brakes, and safety checks.

Phillip starts the APU, and there is a general hum as all systems receive power. Phillip invites me to come outside for a visual inspection, starting from the nose wheel, checking for damage, and he points out the large flange of rubber moulded onto the side wall of each tyre which deflects water away from the engines on wet runways. We walk around checking wheel bays, wing leading and trailing edges, engines, tailplane, rudder, and external aerials then it’s back up the forward retractable stairs, and into the cockpit. The jump seat folds down from the side, and takes up the space immediately in front of the cockpit door. Surprisingly it is very comfortable as there are two folding footrests on either side of the centre console, and behind the pilots’ seats there is room to place a bag, etc.

The ATIS is turned on, and the Information Hotel is current – Runway 16, wind 160° 8 knots, QNH 1013 Temperature 22, Cloud 1 octa 1800 2 octas 2500.

The hostesses come forward and introduce themselves and in usual airline practice the crew keep a slip of paper with the girls’ names as the crews change with most flights.

At 11. 09 more cockpit checks are completed and Phillip prepares the Takeoff chart. At temperature 22 Rwy 16 SYD the performance limit is 49400 kilos however the maximum brake release weight is 46720 kg. There are two flap settings – 5° and 15°. Our take-off charts for a weight of 41,000 kilos show 5°. Speeds will be V1 132, Vr 135, V2 143.

The Company Route Data Card shows our route as SY, WOL, CB. A total of 131 nautical miles. The cockpit checklist contains 63 items. There are some 30 Prestart items, 20 Parking items, 6 Safety items and 8 APU Start items. On a cold aircraft there are 71 Prestart items up to ignition. The check boards are contained in units some two inches wide and six inches long which lie face down on top of the glare shield, and when required, are flipped vertical, and the items to be checked are checked off by a sliding cover.

At 11. 18 Phillip requests Airways Clearance from ATC on 127. 5 and clearance is 16 Wollongong 1 Departure cruise FL 210. Bob and Phillip then consult the Wollongong 1 Departure sheet on their airways charts and between them check altitudes and headings for that particular departure route and, in case of emergency, headings and altitude for an immediate return back to the field. The compass is behind the pilots, where it is out of adverse magnetic fields, and in order to view it, both pilots have a small mirror mounted on top of the glare shield in order to view the compass card – which incidentally is printed in reverse so that it can be seen the right way round.

A reduced thrust takeoff will be used as according to the charts at 22°C the EPR (Engine Pressure Ratio) can be 1. 95 therefore from the chart the EPR will be reduced by 0. 07. This saves fuel and wear and tear on the engines. However it may not be used if:- The runway is wet, there is a tailwind greater than five knots, there are variable winds, there are reports of wind shear, if engine anti-ice is used, if anti-skid is inoperative if minimum V2 procedure must be used, the duty runway is changed while taxying or after engine start or any other conditions which the pilot believes may inhibit a reduced EPR take-off.

The BRW is 41. 4 the stabilizer trim will be set 58/,0 units nose up, and passenger total is 82, from the weight and balance sheets now handed to the Captain for his authorisation and approval by the traffic officer. At 11. 38 Phillip calls 121. 7 for push-back and start, and it is approved. The engine start switch is engaged, fuel flow on, the light off and No. 1 engine is running; the second engine is started in sequence.

The Start sequence is, after ignition is selected on: Start switch hold on; Start valve open – light on annunciator panel; N2-commences rotation, oil pressure rising; N1-commences rotation, and at 20% N2 Start lever to idle – introduces fuel; Fuel Flow check; Light off – EGT increase, and at 35% release start switch, Start Valve Closed, check light out on annunciator panel.

The After Start check list completed, and the APU shut off. An intersection departure from taxiway Foxtrot is requested and approved. Anti-skid is checked on, yaw damper on, compass checked, and a taxi check is completed.

Bob steers CZL with the aid of the small steering wheel on his left, and makes a right turn onto the taxiway, then at Foxtrot intersection a left turn. We are to hold short of the runway and call 120. 5. CZL is cleared for take-off. Bob steers her onto the threshold using a little power to overcome the inertia, lines her up on the centreline and opens the throttles for a quick dash down the runway, V1 comes up quickly, and at Vr Bob pulls back on the column, and CZL leaps into the air, Bob corrects with left aileron and we climb out over Botany Bay at V2.

The Tower requests we call Control on 125. 6, Phillip changes frequency and both pilots then carry out 14 After T/O Checks.

With the autopilot on, the track is picked up on the VOR 195 radial from the Sydney Omni, by a distinct turn to the left and automatic altitude pre-select is set for FL 210. At 210 the autopilot levels the aircraft out automatically and the IAS is 320 kts. On such a short flight, the aircraft reaches top of the climb quickly and from charts the descent distances can be predetermined.

The Canberra ATIS is tuned = Information Sierra, Runway 35, Wind, light and variable, QNH 1013 Temp. 21 2 octas 4000 Elevation 1888′. Our landing weight is 40,000 kilos, 50° flap will be used and Vref is 50, 120 knots. Bob would sooner make a straight-in approach to Runway 17 and request it, but it is not approved. We are requested to descend to 9000 and CZL descends at 1200 ft per minute. A descent check is made with 6 check items and power is reduced. IAS is 300 knots, and we are requested to call Approach. Approach gives us a visual right base to Runway 35, and a descent to 7000. The distance to run is now 38 miles. Descent is now to 5000 and turn left 210 for downwind. Bob applies the speed brake, as we descend to 4000, and speed is now at 240 knots. The speed brake is released, flaps are lowered, clear down, flap 25, power on, 170 knots indicated, now decreasing to 136 knots as we cross the fence.

Bob flares the aircraft slightly, and the main wheels touchdown he pulls up on the thrust reverse levers, the nose wheel lowers to the ground, and with a roar and rapid deceleration, CZL has landed at Canberra, the nation’s capital.

Turning off the taxiway left, ten after-landing checks are made and fuel boost pumps are selected off. The intersecting runway is crossed and at 12. 13 p. m. CZL is on blocks. Parking checks are completed and everybody then deplanes to the Ansett Terminal. Following closely on our heels is TAA DC-9 TJS which has also flown down from Sydney.

The return leg for Flight 358 to Sydney will be flown by Phillip. After checking the weather at the Met. Office Phillip then makes his way back to the aircraft and prepares to set up for the return flight. Weight now is 39,000 kilos and from the charts V1 is 128, Vr 131, V2 140.

Time is now 12. 30 p. m. and Bob and Phillip commence their pre-start checks. ATC Clearance is Runway 35 Cullerin Departure Cruise FL 210. The Met forecast is a tailwind of 40 knots. Checking the Descent Profile Sheet shows at Flight Level 210 between Canberra and Sydney, descent will commence at 62 miles. BRW is 39. 8, Landing Wt. 38,000, Stabiliser Trim 63/,0 units up, Pax 69 and 1.

At 12. 36 CZL is cleared to taxi, the take-off checklist is completed and on entering the holding point, two Cessna 182s are in front of us. This causes the crew some consternation as we are holding for some eight minutes while preceding traffic, and lands while CZL burns up 400 lb. of fuel. Surely there should be separate access for commercial aircraft onto the runway, and they should be able to take precedence over other traffic. The two Cessnas take off in turn after the landing RAAF BAC-111, and then it’s CZL’s turn and we are cleared for takeoff. Phillip opens the “taps”, and at 12. 50 p. m. rotates at 131 knots on a heading of 355. Canberra Departures identify us and we climb to FL210 indicating 200 knots. After t/o checks are done CZL is now climbing at 300 knots after the gear and flaps have been retracted. Engine EPR is 1. 9, N1 rpm 91%, EGT 510°C, oil temperature 84°C, oil pressure 45 p. s. i. , N2 rpm 91%. As CZL climbs, the EPR builds up, so the throttles are retarded.

The Sydney ATIS now reads Runway 16/07, wind light and variable QNH 1012, Temp 22 cloud 2 octas at 2500. At FL210 the auto altitude preselect flicks over. Time is 12. 59 p. m. IAS is 320 knots and we are requested to call Control on 123. 4 who gives us an immediate descent to 8000 ft, coming straight after the top of the climb. Power is brought back and after descending through 7000 we call Approach and are given a straight-in approach to runway 07. CZL touches down after a short flare, Phillip applies thrust reverse, and taxis towards the Ansett Terminal Bay 5. We are on blocks at 1. 15 p. m. More check lists and a check on the fuel burn shows 3500 actual; the excess being the holding for take-off at Canberra.

For the return flight, Bob checks the Met. office and files the Flight Plan. For Flight 361 Sydney to Canberra.

At 1. 40 p. m. it’s time for more checks. Our weight will be 41,000 and the Shell refuellers are pumping kero for CZL’s next return trip.

Phillip placards V1 132, Vr 135, V2 143. Because of thunderstorms, there will be 30 minutes’ holding so 3600 lbs of fuel is added for that eventuality to make a total of 15,000 lbs of fuel for an endurance of 142 minutes. Airways clearance is 16 Wollongong 1 Departure FL210. BRW (Brake Release Weight) 39,948 kilos, Landing Weight 38,500 62/,0 units of trim up. 62 passengers. At 1. 48 p. m. Phillip calls for push-back and start.

The start consists of Start Switch hold on monitoring N1 and N2 to predetermined values then fuel flow on. Followed by after-start checks. On taxying, movement of the controls is checked as in light aircraft – ailerons and elevators. Then pre takeoff checks on the taxiway. EPA is set to 1. 87. Cleared for takeoff CZL is once again airborne at 1. 58 p. m. Takeoff is made with 5° flap and leading edge slats. The slat retract button is under the flap lever to preclude inadvertent slat retraction.

On climb to Flight Level 210 IAS is 300 kts. EPA 1. 9, N1 91%, N2 91%, EGT (Exhaust Gas Temperature) 510°C.

By 2. 02 p. m. after takeoff checks are complete. Fuel is carried in the two outer tanks, 9000 lb. each in the left and right tanks. The centre tank is not filled, on these flights. Total fuel capacity 24,000 lbs. Bob makes an in-flight announcement on the public address system, to keep the passengers informed of the weather conditions and time of arrival in Canberra. The approach then advise us to descend to 4000 and turn left 235 for base, runway 17. Flap 40 is used and V ref 40 is 124 knots, 5 knots being added to the V ref 50 of 119 knots when using the 40° flap setting. Bob puts CZL into a 30° bank and runway 17 appears over a ridge. After pre-landing checks, gear down, and speed stable, CZL touches down once again in Canberra, and with rapid deceleration, we taxy over to the Terminal and are on blocks at 2. 24 p. m. Actual fuel burn-off was 3440 lbs. After more checks and shutting down the aircraft, Bob Norman and Phillip Green leave CZL to stay over in Canberra and will resume the following day with a flight to Melbourne.

I am left to my own devices, and as the weather is very overcast spend some time indoors meeting the ground staff, and the new crew who will take CZL back to Sydney as Fligl 366.

Captain Laurie Gillham and Alex Patterson First Officer, are that new crew, and I renewed my acquaintance with Laurie from some 13 years ago when he was a F/O on an Ansett DC-4 VHINL in Sydney on its way to Melbourne from Port Moresby. Alex and Laurie are both young men and highly professional pilots, as well as being extremely good company.

Because CZL has more fuel aboard than Laurie intended because of the holdings etc. and max. takeoff weight from Runway 35 is restricted because of the hills to the north. We therefore must use Runway 17. This is where the new Boeing 737s will come into their own on such a hot and high typical runway situation, with their greater power and high lift devices.

Alex calls for start, and commences with start button, N1 Oil Pressure, N2 20% then fuel flow, light up, 35% release starter switch. Followed by the after-start check. The movement of the controls is checked, along with the steering with the rudder pedals, and the pneumatic crossfeed is closed. The APU is turned off and we are ready for take-off. The tower requests CZL to line up and hold position. Time is 5. 11 p. m. and we are cleared to take off; the run is long as we are heavy and we rotate way down the runway, but once airborne climb out at the usual rate. After retracting the gear, the lever is moved to the ‘JP latch position to check that the wheels will stay up, and then rest against the closed doors, thus relieving the pressure on the hydraulic system. The pressure ratio is 1. 9, N1 91% EGT 500°C N2 91%.

By 5. 21 p. m. we have burnt off 2000 lb of fuel. Control requests holding at Bindook, but Laurie requests a slower cruise at 250 knots to reduce our holding. However, we are requested to hold at Bindook at 55 DME from Sydney. Our new landing time will be 5. 53 p. m. , and Laurie enters the holding pattern at 230 kts. heading 064° turning inbound, coming out of the race track, we enter it for a second time, then Control requests we take up a heading to join the localiser, and the frequency of 109. 9 tunes in the 062 localiser, for runway 07. 70% N1 on finals will keep our speed just right for finals, flying 2-3° nose up. Descent is then to 7000, with the QNH 1009. When the speed has reduced to 250 knots the throttles are pulled back to flight idle, and descent checks are completed. The EPA is set for 1. 93 in case of an overshoot, then pre-landing checks, Landing data for 40,000 Kilos V ref 50° Flap 120 Knots. Autopilot and auto-throttle will be used for the landing, the DC9 has only manual braking with toe pedals, and Alex extends the flaps. We descend to 3000, IAS is 250 kts, speed brake off; call on 120. 5 leaving 3000 is the approach controller’s last remark. The glideslope is captured, but because of scalloping, the ride is rather pitching, so Laurie reverts to a manual approach. Gear is selected down, three greens are indicated, flap to 25 then full flap, 07 looms up, we cross the Cooks River following the runway approach lights and CZL touches down once again. At 5. 54 we are on the ground. While in the air the pilots communicate with the Company on their own frequency, requesting fuel, or anything necessary for the next leg, and are advised what bay they will be in, and advise the ground crews of their ETA. After-landing checks are completed, and on the Company frequency, Laurie orders 16,500 lb of fuel. The ground engineers check the wheels and connect the interphone. More ground checks are completed. It is a sunny afternoon as Alex and I walk around CZL, and before too long we are back in the cockpit preparing for flight 369. We are 13 minutes late because of the previous traffic delays. For this flight takeoff figures will be 5° flap, V1 134, Vr 137, V2 144. Passengers total 75 + 1. Clearance is 16, Wollongong 1 cruise FL200. We call for start and push-back, the tug pushes us back and Laurie starts both engines in turn, at 6. 26½ we taxi out, and the engines idle at 30% N1. and the fuel burn per engine is 1000 lb per hour while idling. A Fokker F-27 burns 1500 lb per hour in cruise, so it is important to avoid holding and delays in the interest of economy, in jet operations. Ten minutes later we are still holding behind several commuter aircraft.

Then Air Niugini 707 P2-ANA lands on 16 in front of us and we are requested to line up. Cleared to takeoff once again, Laurie climbs CZL at 250 knots IAS on a heading of 160°. Requested to resume our own navigation, Laurie then sets 230° on the HSI, and calls on 125. 3. CZL is now climbing at 300 knots IAS after cleaning up. Canberra ATIS is tuned – Runway 35, wind I/v, QNH 1011, Gav OK. Now at FL200, the IAS is 320 knots, and calculated to TAS (True Air Speed), CZL is boring along at 435 knots. Alex readies the landing plate, EPA 193, weight 41,000 kilos, 50° flap V ref 50-122 which is 1. 3 the stall speed in the landing configuration, manoeuvre speed 147 with 15° flap. The power is pulled back, and the gear horn sounds automatically, this is then cancelled. Canberra Approach advise maintaining 9000, for Runway 17, downwind max. 3. Now the descent checklist, check the QNH is 1011, and CZL is to make a visual approach to Runway 17, flaps are checked, gear down, three greens, and Laurie makes a perfect landing.

As we taxi back to the terminal Alex tells me that to learn to fly the DC-9 takes three months from entering the school, endorsement and completion of line training. The passengers disembark, the aircraft is tidied up and we make our way over to the Ansett Terminal. With so many trips back and forth we are now part of the furniture and a very friendly rapport build up between the ground staff and flight crew, hostesses included. The pilot of a Masling Bandeirante has himself made two flights between Canberra and Williamtown and once again we say hello.

The next leg. Flight 370 to Sydney is due to depart at 7. 15 p.m. Alex sets her up again. V1 130, Vr 133, V2 141. Runway 35, Wind I/v, Temp 20, Cav OK. BRW is 40. 4 landing wt. 39. 0 stabiliser trim 60. Looking at the Speed Limit Plate whilst waiting for taxi, there are some interesting figures. Gear Down Speed 300 KIAS.

The Departure is a 35 Cullerin departure, cruising at FL210. On the ground at RAAF Fairbairn are two HS748s, a Canberra, and two BAC 111s. Looking back inside the cockpit, the engine oil quantities show 14 and 15 quarts in the left and right engines respectively. Then we are cleared to start. Fuel quantity is 12,700 lb and time is 7. 26 p. m. ; CZL taxis under idle power. At 7. 30 we are cleared for take-off on a heading of 165 and to climb to F/L 170. The tower requests a change of frequency to 127. 3 and cheerily says, “See you when you come back”.

Alex prepares the Landing Plate for 39,000 kilo weight. V ref 50° 119 knots, flap 15°, manoeuvre speed 144 knots. And we are tuned into Bindook on 116. 8 on a heading of 037,108 PME Sydney. Control requests a right turn to 030 and we are climbing through 19500′. At 7,40 p. m. the automatic altitude pre-select levels the aircraft out at 21,000′, the top of climb has taken CZL exactly 10 minutes to reach, which works out at a good 2000 ft per minute. Three minutes later, however, Control requests a descent to FL130. Speed is 280 knots. On the Company frequency, Laurie is informed that we will be on Bay 3, and he has to relay a message regarding a passenger’s baggage which has only been booked to Sydney, while the passenger is joining a connecting flight.

Control requests descent to 8000′ and IAS is still 250 kts. The pre-landing checks are made, throttles are at idle, and Laurie hauls on the speed brake to an in-flight maximum of 35° as Air Traffic Control require a speed reduction for traffic separation. The speed brake on landing is extended to 60° to act as the spoilers. Descent is requested to 3000 for a straight- in approach to Runway 07. At 5000′ Laurie switches on the “”No Smoking” sign. As soon as the speed goes below 210 knots the leading edge slats are extended. Descent is now to 2500 and 180 knots are indicated whilst a glance outside the cockpit in the gathering dusk shows Bankstown airport on our left. Further descent to 1500 and we call the Tower on 120. 5, Gear goes down, there are six miles to touch down, Laurie reports short final, CZL is cleared to land.

A gentle flare, thrust reverse levers grabbed to the vertical, and CZL roars to a slow taxi speed and turns off for the Ansett Terminal Bay 3. More checks and Laurie and Alex prepare for their return trip to Canberra. For my part, that will be the last trip. Riding up front was a very pleasant experience. To Captain Bob Norman, F/O Phillip Green, and Capt. Laurie Gillham and F/O Alex Patterson a very big thank you. Special thanks to Capt. A. A. Boomsma for arranging it all, and Captain Ron Neeve of the DC-9 Flight Section, Ansett Tullamarine. To the Ansett organisation and staff your friendliness and assistance is always most appreciated.