The Boeing 767 Revisited

So what does all this mean? Given a choice Ansett would probably have been happy to delay the Boeing767’sintroduction. Sir Peter Abeles, Joint Managing Director, said on this subject in June 1983: ‘Equally, one could say that nobody, including governments, ourselves, and other planners of the aviation industry, have foreseen in Australia, the decline of business, the decline of traffic, as it happened. So if I tell you that on the one hand I have mixed feelings, I would be delighted to get this magnificent aircraft in our fleet now. All our people are excited, and everybody is looking forward to the operation of the new aircraft, and to the change in our schedules which will give us more flexibility where we need larger aircraft. But if we had foreseen the economic decline that happened and hit us all in our everyday lives, I would probably be happier if this day were only in two years’ time. ‘

Fortunately for the Australian airline industry, the 1984 economic environment seems decidedly more buoyant and optimistic than it would have been realistically considered possible in mid 1983. And the new Ansett fleet seems poised to take advantage of the domestic upturn.

With this in mind, Australian Aviation thought that it would be appropriate to have a look at the aircraft in service on a couple of sectors to see what sort of loads it is carrying and how well it is performing. As will be seen, there seems little doubt that Ansett must be highly elated with their 767 fleet and that their hopes have been fully realised, if not exceeded. There were some problems when the 767s were initially introduced into service. But these were relatively minor and the aircraft has now settled down to earn the respect of all associated with their operation.

I arrived at Sydney airport to join Flight 14 to Brisbane on board VH-RMF which had just arrived from Melbourne, and was introduced to Captain Brian Tooth, First Officer Roger Husband and Flight Engineer David Richardson. Captain Tooth has been with Ansett for 26 years and started his flying career with Butler Air Transport. For this flight and the subsequent leg, I was seated in the first observer’s seat located just behind and to the left of the captain. Visibility from the wide and roomy flight deck is excellent. Although our departure time was scheduled for 11. 50 a. m. , some late passengers were to slightly delay this. By the time everyone had embarked we had a highly respectable load of 200 passengers plus four on the flight deck and 1O cabin crew for a total of 214 people on board.

At 11. 46 the pre-start checks were completed and airways clearance came through as clearance 16, West Maitland 1 departure, cruise flight level 390. Gross weight for the flight was 109. 9 tonnes and brake release weight 109. 7 tonnes. Fuel was 10,000 kg comprising flight time plus 10% plus45minutesplus15 minutes company reserve. Estimatedfuelburnwas5. 1 tonnes. On the Boeing 767the engines are identified as Left and Right, not usualNumbers1and2. The ease and clarity with which information can be obtained from the various displays is superb. At 11. 52 pushbacktookplaceandat11. 53 the right engine starts up smartly to be followed quickly by the left. Prior to start the EGT for the L engine was 155 and R 152 which gives some idea of the retained engine heat from the previous flight. Post start, the EICAS (Engine Indication and Crew Alerting System) showed:

As we taxied for runway 16 the checks continued and the takeoff card showed V1 130, VR 130, V2 133 kts. This will be a derated take-off assuming a temperature of 60° whereas it was actually 27° and QNH 1012. At 11. 59 VH-RMF is cleared for take-off and at 12 noon plus 29 seconds, Captain Tooth commenced the takeoff. Twenty seconds later VR is reached and VH-RMF lifts off, the low noise level on the flight deck is temporarily disturbed by the thump of the nose gear coming up.

The initial climb was at 222 knots and at 12. 02 we cleared 3000 feet and set course over the coast At 12. 05 at 8000 feet ATC cleared us to track direct to Casino. As the northern beaches of Sydney shrank rapidly below, VH-RMF showed that she is no slouch in a climb, reaching 20,000 feet at12. 09and the top of the climb of 39,000 feet at 12. 18. Our speed at this point was 239 knots IAS 0. 793 Mach.

One of the many interesting features shown to me by David Richardson included the ability of the on-board computer to take a freeze frame during the take-off for engine warranty purposes and to recall this data later as required. Thus information recorded during the take-off at 95 knots revealed the following data

David also pointed out that the various vital details of our journey were being relayed directly to Ansett Engineering in Melbourne by the AIRCOM digital air/ground communications system.

A weatherbuild up ahead of us prompted Captain Tooth to seek ATC permission to climb to 41,000 feet at 12. 20. On reaching this altitude the tops were still above us and a temporary diversion was made 20° to the right onto 028. We were then cleared directly to Casino on a course of 005 at 12. 23. I asked Captain Tooth what he thought of the 767 and he said that he found it delightful. In response to another question, he said the top cruising altitude was 43,000 feet which was limited by the 8600 feet cabin altitude equivalent obtainable at that altitude. At our cruising altitude of 41,000 feet the cabin pressure was equivalent to 8300 feet. Captain Tooth also referred to the substantial fuel capacity, 19,545 kg in each of the left and right tanks and 14,685 kg in the centre, which could be uplifted. In normal practice, sufficient fuel is carried for each sector plus all the appropriate reserves.

The descent commenced at 12. 42 at 122 DME Brisbane. The retarding of the throttles brings about a substantial reduction in power and fuel flow as evidenced by the following EICAS indications.

The descent is rapid with 25,000 feet being reached at 84 DME at 12. 48 and 15,000 feet at 44 DME at 12. 53 with Surfers Paradise clearly visible on our right to the east. Brisbane Air Traffic Control requested a speed limit of 250 knots by 40 DME. With this information fed into the Flight Management System at 12. 55, 13,000 feet is reached indicating 250 knots 0. 478 Mach. Brisbane told us to expect runway 04 and we had 39 miles to run. At 1. 00 p. m. we were cleared to 2500 feet, at 1. 01 to 1700 feet with 177 knots indicated and at 1. 02 ATC told us to make a visual approach to runway 04 and the gear came down.

One minute later the pre-landing check of speed brakes, gear and flaps was completed and at 1. 05 we were cleared to land. The landing speed was 130 knots and we touched down 30 seconds later. Reverse was applied and we taxied in to Bay 5. At 1. 11 VH-RMF nudged in, the brakes were applied, the fuel cutoff employed and the engines shut down. The final checklist was dealt with and the crew started packing up. The fuel burn for the flight was 4900 kg, a remarkable indication of the economy of the General Electric CF6-80A engines.

Captain Tooth and his crew are Brisbane-based and have completed their flying duties for the day. Flight Engineer David Richardson kindly remained for a while to explain the checks that are made at the completion of each leg. He also pointed out other interesting features such as the large electronics bay located under the floor to the rear of the nosewheel assembly. In addition to external access, internal access can be gained in flight should the need arise. Fuel was then taken on for the flight back to Sydney. 10,350 litres or about 8100 kg is required to give a total load of 12,820 kg. Particular care is taken in the checking of this operation and the fluid measurement must convert to within 3% of the weight required.

At this stage the new crew have arrived and for the flight to Sydney there will be four technical crew as the checking out of a Flight engineer will be taking place. While the two Flight Engineers carried out their external checks, I went on board to meet Captain Chris Armenores and First Officer Max Fraser. Captain Armenores has been with Ansett for 27 years and started his flying with Guinea Airways. He was full of praise for the Boeing 767 and summed it up thus: ‘Of my early propeller days I hold a special affection for the Douglas DC-6B. However, with 13 years in command of the Boeing 727 and now the 767, I feel that Boeing makes winners all the way. This latest 767 with its fully integrated on board flight systems and excellent hands-on flying characteristics right up to maximum cruise altitude, makes it a most pleasant aircraft indeed. ‘ Shortly afterwards the two Flight Engineers, Bill Fredericks and Peter Hannabery came up front and at 2. 07 the pre-flight checks commenced.

This leg was Flight 25 to Sydney and the load was the type airlines dream of as VH-RMF had a full passenger complement of 214. The 15 crew gave a total on board of 229. The gross weight was 11O,755 kg and BRW 110,575 kg, made up according to the load sheet, as follows.

Airways clearance was advised as Clearance 04 Bromelton 5 departure cruise FL 410. At 2. 11 p. m. the right and left engines were started in rapid succession and we taxied out to the end of runway 04. Take-off clearance was given at 2. 15 and at 2. 16 we lifted off with VR of 130 knots being reached in 20 seconds. Another rapid climb commenced and we were cleared to Bromelton at 2. 18. By 2. 19 at 272 knots IAS 0. 462 Mach 8000 feet was reached at a 2500 FPM climb rate. At 2. 21 we passed 12,000 feet at 301 knots IAS 0. 561 Mach and at 2. 24 at 299 knots 0. 669 Mach 21,000 feet was attained. At this stage of the climb the following engine indication figures were displayed.

At 68 DME Brisbane at 2. 29 we went through 30,000 feet at 301 knots IAS 0. 805 Mach. 100 DME Brisbane was reached at 2. 33 235 knots IAS o. 796 Mach altitude 38,000 feet. At this stage the rate of climb was 1400 FPM. The top of climb of 41,000 feet occurred at 2. 34.

Some quite impressive cloud formations appeared in our path and because of this a climb to 43,000 feet was requested at 2. 35. The rate of climb at this altitude was down to about 1000 FPM and 43,000 feet was reached at 2. 38. Despite the high cruising altitude the solid-looking cloud rose above us to 45/46,000 feet and a diversion around the formation was necessary. At cruise the following engine indications were displayed on the EICAS.

At 2. 42 we were on a track of 185° and the Armidale East waypoint was passed at 2. 47. At 2. 51 we were cruising at 225 knots IAS, TAS 453 knots and GS 429 knots. The inflight conditions were wind 233/29 and outside temperature – 62°C.

The operation of the autothrottle was interesting to observe on both flights. The speed desired in knots and Mach is input through one of the Control Display Units (CDU) which either pilot uses to access the Flight Management System (FMS). The altitude to be reached/maintained is also input. During the climb for instance, a constant airspeed is maintained until 24/25,000 feet and then the autothrottle changes over to maintain a constant Mach number. The reverse occurs in descent. When the standard descent speed of 300 knots/0. 8 Mach are input, the autothrottle will maintain 0. 8 Mach to 24/25,000 feet and 300 knots below that as long as ATC considerations will permit. The FMS coupled with the Flight Director/ Autopilot and the Thrust Management computer ensures that a steady and economical rate of ascent/descent is maintained. It is fascinating to watch the throttles advance/retard as and when required. When alterations to speed or altitude to be attained are necessary, this information is fed through a CDU or it may be selected by using the Autopilot Control Panel. The whole system works most effectively as is evidenced by the fuel burn figures achieved.

The remainder of the sector was flight planned Singleton, Mt McQuoid, Hawkes, West Pymble, Sydney. The descent commenced at 2. 58 and the weather radar indicated several storm cells to the right of our flight path. These cells, as represented by the radar, were deep crimson in the centre tapering off to a green colour at the edges. Captain Armenores said they were the most intense group of storms they had seen for some time. A call from Sydney ATC requested us to keepourspeednotabove230 knots. This was fed into the autothrottle and our speed was kept at a steady 230 knots indicated.

At 3. 05 we passed through 30,000 feet at 230 knots 0. 618 Mach on a track of 158, heading 160. At 3. 07, ATC told us to track direct to Sydney which was now 62 DME. By this time, the storm cells had grown in size and intensity and as we descended towards Sydney a black wall of cloud was clearly visible towards the southwest. At 3. 13 Sydney approached cleared us to 5000 feet and by 3. 14 we passed through 10,000 feet and 5000 feet was reached at 3. 17. Sydney information Kilo was current which did not sound particularly inviting. The wind was 190° 10 knots gusting to 20 knots, temperature 25°, severe turbulence, thunderstorms and rain in area. As we lined up on runway 16 with about ten miles to run, we could see the wall of rain to the west. At 3. 20 the gear was lowered and a maximum 30° flap was employed at 2500 feet. The autothrottle was disengaged we descended through 1000 feet at 3. 23 and we subsequently touched down at 3. 24½ in the gloom. VH-RMF passed over the General Holmes Drive tunnel and we noticed that many cars had their lights on because of the conditions. Our final approach speed of 140 knots was higher than normal because of the fluctuating wind and the landing speed was 126 knots. We arrived at the terminal not long after and the engines were shut down at 3. 30. The fuel burn for the journey was below predictions at 5200 kg.

The overwhelming impression one gains of the Boeing 767 is that of a most reliable and fuel efficient aircraft. It has been receiving accolades from many quarters and for good reasons. Apart from the enthusiasm voiced by aircrew, this feeling was echoed by other Ansett staff I spoke to who were involved with maintenance and ground handling. They were full of praise for the reliability and ease of handling exhibited by the 767. The aircraft is consistently turning in better-than-expected fuel consumption results and has a high level of despatch reliability. With the subsequent Qantas order for their 767s, there seems little doubt that this extreme aircraft will be operating in this region well into the next century. •