Airbus A300 Flight Report

The cargo hold on the A300-B4 takes the international cargo container the LD3 in common with the 747, DC-10 and L1011, unlike the Boeing 767 which takes the LD2. With a full passenger load the aircraft can uplift 24 tonnes of cargo. In fact TAA can make money with just a full load of cargo and no passengers! With the curfew lifted at Sydney the scale of economics for the domestic airlines cargo operations would dramatically improve. Even so, TA A state they are carrying 54% of all cargo carried by air in Australia. Aft of the main cargo hold, which is serviced by a scissors lift is a smaller hold, reached by a conveyor belt, and used for pets, and last-minute cargo. It is heated and pressurised.

On board the aircraft, I meet Flight Engineer Jim Lattimore, and the hostesses in charge of cabin service.

Roy has prepared the Take-Off chart which shows ETD 7. 55 a. m. Flight Level 330, Fuel 52 minutes = 6400 kg, +10% Margin = 640 kg, +45 minutes holding = 10840 kg, for 102 minutes + 30 minutes-company policy = 14 tonnes of fuel and an endurance of 133 minutes. The return flight is planned for 69 minutes for 8300 kg = 15000 kg fuel for 141 minutes of endurance. There are no holdings requirements at either Brisbane or Sydney.

Passenger loading at this early hour on a Sunday morning is expectedly light and with 110 passengers the aircraft is very lightly loaded.

There are three sets of Inertial Navigation systems (INS) and they are checked by comparing the distances between the waypoints against a standard chart.

All systems warnings are duplicated to make this a truly failsafe aircraft.

The take-off weight is 115 tonnes, wind is 270° 10-15 gusting to 20 knots. Information Delta is current. QNH is 1008. V1 134 knots, VR 138 knots, V2 143 knots, V3 144 knots – minimum flap retraction speed. V4 179 knots minimum slat retraction speed, VFTO 208 minimum speed clean for maneuvering. Flap 8°. All speeds are set on the bugs on the ASI with 12. 1° the minimum safe pitch equating a 35 feet altitude at the screen on a minimum climb gradient at the end of the second segment. Brake Release Weight (BRW) = 115 tonnes. ATC give airways clearance on frequency 128. 5 as – 25, West Maitland 2 departure, Cruise FL 330. This is checked by both pilots on their departure sheets, and the course bug is set for the 183 radial of the West Maitland Omni.

Before start there are 38 checks. Before push-back 5. Before taxi 2. The Master Warning and the Steering Pin is removed by the tug crew and held up for sighting by the pilot. After start there are 7 checks then the Vital Action checklist is displayed on the check panel on the centre throttle pedestal. The Vital Action list being checked whilst taxiing before take-off. Items checked are: Ground Spoilers, Flaps/Slats, Flight Controls, Take off data N1, Pitch Trim, Engine Anti-ice, flight instruments, AFCS (auto flight control system), Altitude select, Take-off configuration, Cabin-cleared, fuel, air bleed, take-off clearance, external lights Auto Brake and Master Warning that it is completely out.

Pushback is initiated by Captain Grady calling the Tower for clearance, and alerting the tug driver to push back at 756 a. m.

Engine start is then commenced on No. 2, and at 15% N1 the fuel lever is opened and the CF6-50 is up and running in 11 seconds. No. 1 Engie is started in sequence.

The tug removes the tow bar and the crew holds up the steering pin. The parking brake is released and the throttles are ‘cracked open to set TAA taxiing for Runway 25. The Taxi Checks are now carried out and 8° flap is set as we approach the East-West apron A company 727 TBL has crossed the taxiway preventing out access. He thus has to taxi forward and enter Runway 16 and exit it via the 16 threshold. We turn left and taxi past the TAA hangars. Suddenly the aircraft begins to shudder, and Captain Grady explains that the A300 does not taxi well at 14 knots. A 13 or 15 knots it is perfect so a little power is added and the shudder disappears.

The view from the large cockpit windows is superb with the side windows allowing a complete 180° field of view.

The Tower on 120. 5 give us clearance to take off and maintain 3000 ft. Captain Grady lines her up on the last taxiway entrance to 25, activates the auto throttle system and the throttles advance to the power called for by the N1 limit computer which is monitored by F/E Jim Lattimore.

Tango Alpha Alpha speeds smoothly down the runway with gentle steering inputs on the rudder. At 138 knots IAS rotate is called by Captain Grady and Roy pulls back on the control column. The nose rises, and the aircraft rapidly climbs into the western sky. A right turn and we are heading north into a cloudless sky over the city with Brisbane our destination.

The after-take-off checks are carried out and ATC clears us directly to the Casino INS. The INS is then cross-checked with the conventional navigational aids.

The climb-out is on auto-pilot with heading modes and altitude and speed pre-set. Top of Climb is at 8. 23 a. m. , IAS 285 knots altitude 330. Throughout the cruise, speed is accurately maintained by the auto-throttle and Captain Grady calls the company frequency, Transair, and gives the INS winds readouts so that following flights can take advantage of the best cruising altitudes. The fuel and weight computer constantly calculates the weight of the aircraft and is able to be read out as required.

Jim Lattimore notes the engine parameters on charts for the engineering division in Melbourne to keep on their computer records.

The descent point is arrived at with weight compared to ground speed which is 525 knots. True Air Speed indicates 464 knots -60 knot tailwind. Outside air temperature is -52°C. However inside it is a comfortable 72°F, with the cockpit windows hot to the touch, against icing, and to make it even more congenial a hot breakfast is served by a charming hostess.

In cruise, the engine instruments indicate, N1 96. 7% of a total available 118%, EGT 692°C, N2 95. 7%, fuel flow 2. 75 tonnes The N1 limit computer gives the take-off thrust.

Captain Grady sets up the autopilot annunciator for an auto land Category 3 for runway 22 Brisbane ILS.

Brisbane ATIS records, Runway 22, QNH 1010, wind 250° 12-18 knots, temperature 14.

The landing card is prepared by the F/E, and shows VFTC 203 clean, V4 175 slats extended, V3 141 15° flap. V ref 12 approach speed, Landing weight is 109. 5 tonnes, Flap 25°, N1110. 3 go around.

In descent with the throttles closed, the AFCS is controlling the speed by the use of the elevators. The arrivals controller instructs us to call approach on 125. 6 and descend to 4000 ft. The slats and Kreuger flap are set to 16° and flaps 15°, and Tango Alpha Alpha turns down wind, then base, and on to finals automatically, descending on the ILS at the approach speed. On short finals we are cleared to land and TA A slows for the landing, crosses the threshold, flares, retards the throttles and firmly plants the main wheels on the runway. Because of equipment discrepancy the Department of Aviation equipment does not fully match that on board the A300, and our touch down position on the runway is to the right of the centre line.

Captain Grady selects thrust reverse, and TAA pulls up with autobrake over the cross runway and we taxi up to the front of the TAA terminal. The automatic landing is positive and firmly plants all wheels on the runway as quickly as possible with little hold off.

There are no aerobridges access being by stairs. The after landing checks are now carried out, 18 in all. After shut down there are 10 items, and the INS is then programmed at the standpoint, with the mode switch left on, otherwise the INS will not be able to function without its reference point. The co-ordinates are inserted for latitude and longitude for the return flight and the new crew will then programme the way points for the return journey. This trip is however a turn around and the same crew are making the return journey.

Fuel burn for the Sydney-Brisbane sector was 6160 kg = 7897 litres. Block time was 1. 17 hours, with 11 minutes on the ground, using less fuel than planned, some 300 kg less in fact.

For the return journey, Flight 461 to Sydney, Roy Adcock sets up the INS and Jim Lattimore handles the fuel in addition to checking out the aircraft systems. Clearance is 22 Benalbo departure FL 330. If for any reason we have to return due to engine failure etc. we would make a left turn and come back on runway 22. The left turn being written in the procedures for the purposes of noise abatement. The crew had something to say about this, where non-fliers influence the safe return of an aircraft to the runway, when the crew should be able to return in the safest and most expedient manner. Information Bravo is current. Runway 22, Wind 250° 12-18 knots, OAT 15 Stabiliser trim 0. 9, Flap 8. The Take-off card shows – V1 1 39. Vr 145, V2 148, V3 150, V4 188, VF TO 218, Safe Pitch 11. 9, BRW 126. 3 N1 11210 max. , 101. 1 flex, 110. 5 go around. The crew then proceed through the before-start check list. Zero fuel weight is 112,864 kg.

For the return journey there are 222 passengers. During our time on the ground Nev. Grady demonstrates the effectiveness of the brake fans in the hubs of the main wheels. These are activated from the cockpit and by the use of powerful fans shrouded in metal screening, a blast of hot air emits from the wheel centres, and on a wind swept and cold apron, ground staff could find some comfort around the wheels of an A300. Nev. Grady also pointed out that the controls of the A300 are completely hydraulic.

After push-back, the before taxi check is carried out whilst the tow-bar is being released. The annunciator panel must be clear of all indications before take-off, and the take-off configuration Test Button is pressed to determine that the systems are correctly set.

Cleared to taxi, TA A is turned first left then right, by the small steering lever located beside the Captain on the cockpit wall. On our right are TA A F27’s and DC-9’s, F27. Passing the control tower on our right Roy gives the tower crew a friendly wave, and we are then directed to call 120. 5. Cleared to take-off, Captain Grady lines up on the runway centre line and activates the auto throttle system via the ‘GO’ levers while FIE Jim Lattimer monitors power levels. TA A hurtles down runway 22, and rotate comes at about 6000′. As the nose rises and the ground slips away with the threshold marks of runway 04 passing beneath us, a sharp left turn takes us over the domestic terminal and we then head south, climbing on cruise power at 4000′ per minute. To conserve the engines and prolong their life, the take-off was derated 20% and as an added bonus, fuel consumption is reduced.

IAS is 300 kts. to about 28,000 ft. when Mach. 78 is acquired, maintained whilst climbing up to altitude. At TOC speed is stabilised at Mach. 8 for cruise. At FL 310. N1 97. 7 EGT 693 N2 95. 1 Fuel Flow 2. 84.

The INS is then checked against the VOR and DME. Westerly winds show up on the INS as a 9° drift to the left. Our amended airways clearance being direct to Singleton by INS. From charts our planned descent point is 98 nms. These charts take into consideration wind direction and strength. Sydney Terminal Information is tuned in and we get Echo, runway 25, ONH 1008, wind 270°/10-20 O AT 10.

Jim records the engine parameters and fuel burn on charts, then sets up the landing information – V FTO 212, V4 183, V3 147, VREF 130, V app 130, Flap 25, Landing Wt 120, N1 109. 6 go around. Transair advises we are for Gate 5 at the TAA Terminal.

ATC has meanwhile cleared us down to FL 130, and then to 7,000 ft. In the distance can be seen the city of Sydney, and a little closer, the runway 16 extensions jutting out into Botany Bay.

To our left and below us a CP Air DC-10 has just departed runway 34 and it speeds past us at a closing speed of approximately 600 mph a splendid sight as it sets a heading non stop for Honolulu. The air is now full of call signs as the Terminal Air Space becomes crowded with aircraft arriving and departing Sydney. From our position right over the city centre, at 4000 ft. we are cleared to join right base, but as we are too high to reach the runway threshold, Captain Grady requests a left turn which will take us out over the white capped ocean for a wider right base visual approach. Tango Alpha Alpha swings out over the sea and then makes a right turn to line up with the extended runway centre line east of the coast. Approaching Coogee, a Qantas 747 lines up for take-off, and the crew of TAA give him a bit of encouragement to send him on his way. As we pass Maroubra the 747 is slowly accelerating down the runway. Our way is clear and we are cleared to land. The runway threshold draws closer, the T-Vasis lights remain unchanged. Jim reads off the altitude from the radio altimeter and crossing the threshold Captain Grady flares the aircraft for touchdown. Thrust reverse is applied and speed decays rapidly, to 15 knots to turn off on the last taxiway right, passing the International Terminal Building, then taking the taxiway left, and the next right to cross runway 16 under the direction of ground control on 121. 7. Next taxiway left brings us on to the TA A apron and then in to Bay 5 alongside sister ship from Melbourne, Tango Alpha Charlie. The guidance light ahead shows green for the centre line, and on the left the A300 Box shows a white bar for the stop. Parking brake set. After landing checks, then after shutdown checks the passengers disembark, and for my part it is over. Captain Grady and the crew will do it all over again for the next segment to Melbourne in 30 minutes time, the same flight number 461, and then the crew will end their day’s work. At midday. Tango Alpha Alpha departed runway 25 once again, this time turning left after take-off for its southern destination.