Sunday, October 1, 2017

Pointy Pyramids and a windy Nile, back in Africa and a room with a view

The River Nile whilst on descent into Egypt
Today was a good day in the air.
Up early after a shockingly bad nights' sleep, unfortunately someone set up a band playing outdoor music literally outside our hotel window who played quite few curtain calls. Oh and then they decided to dismantle the scaffolding stage until after 3am.
So when the alarm went off, or rather AD/DC started blaring out of my phone Back in Black at 0645, hiding my head under the pillow rather than filing a flight plan and putting my uniform was my initial reaction.
Hitting the snooze button was not an option though, it was time to file the flight plan, check the routing, look at the weather and the study the options for an alternative destination in the case of a problem.
The routing of the flight was to be out of Northern Europe over Maastricht turning south east over Austria, the coast line of the Adriatic and out over the Med and directly towards Africa.
The flight plan filed, a quick bite of breakfast and a drive out to the private jet terminal at the airport.
Climbing out of Europe
There are some differences in traveling through private jet terminals than when you travel cattle class with ryan air through a main terminal building.
One of my particular favourites is that I get to drive a rental car up to the VIP terminal and give the keys to a nice chap who works there and leave it with him, he then drives it back to the car rental people and deal with the paperwork and I don't have to get on buses and deal with the facetious people with their magnifying glasses checking the car over whilst rubbing their chins.
Another favourite is the coffee. The coffee really is good.
Downtown Cairo 
When I turned up this morning there was coffee, warm croissants and even the Formula 1 on the tv.
Not a bad way to start the working day whilst going over the paperwork and having the plane fuelled up, I sat going over the departure procedure for the take off that we were about to perform.

The plane was ready and as I sat in the cockpit getting the computers computing and all of a sudden there were fire engines driving all around and parking at various strategic points along the runway.
I popped the radio on and listened out as one of the training aircraft from the school based at the airport was have some difficulty with his under carriage. Well some difficulty with the light that indicates whether his under carriage is down or not.
The small twin engined plane was going to have to do a low pass with his gear down at 50foot over the runway whilst a lot of people were looking closely at their under carriage through binoculars, whilst at the same time lots of 737's were holding with hundreds of passengers onboard up in the skies.
Bosnia, Serbia and Montenegro pass below

This reminded me of a similar incident I had a few years ago at Nantes in France when all I could see was the flashing blue lights at each exit to the runway as I approached.
The plane came down the runway flying at its 50ft all all of its wheels looked like they were in the right place, and I heard the radio call to the pilots saying as much. I'm sure I could hear their relief in their voices as they made another circuit of the airfield to come and make another approach to land. Fire Engines still at the ready.
The Greek Islands far down below
The twin engine DA42 landed on runway 25 safely, much to the student's relief.
Time for me to call for our departure clearance from the ground controller, I can see the owner of the plane's car arriving so I also call for engine start and get the immediate clearance.
Doors closed.
I hit the start switch for the right hand engine, and the reassuring whirl starts to send vibrations through the aircraft.
The numbers start to rise, oil pressure, N1 rising ITT rising.
A stable start on the first engine and time to start number 2.

With that its time to call for taxi and run the taxi checks, and for the first time since I have been flying the global express we are going to do an intersection take off, which in basic terms means that I'll not be taking off from the end of the runway but instead from one of the intersections part of the way down the runway, hoping that I have checked the right charts with the distances available and we have enough tarmac.
Cleared onto the runway and its time to push the throttles forward and get into the sky and onto the published departure.

Climbing through 1000feet , 2000 and on the way up to the cleared 6000ft.
When I get a call over the radio with a change of plans and have to swiftly change our course to follow the new directions.
Fast fingers on the controls and we are cleared up to 14,000ft on a different heading.

I think it was the busiest of departures that I have ever done, especially when you are easing on up to 1000km per hour.
Passing 10,000ft and I can relax my shoulder straps, change frequencies and even look out of the window.

I still love looking out of the window.
I'm not sure if its the photographer in me or 8 year old boy in me who used to love looking out of the window on those summer holiday flights, but its still looks special to me every time.

It really is a better office view than any corner office even on Central Park New York would ever offer.
Plus it moves at 1000km per hour.

Finally cleared up to the cruise altitude of 45,000ft and the views are just amazing.
Its time to enjoy a decent cup of coffee as the eyes are sagging a bit after the late night music and scaffolding Hokey Cokey.

On our aircraft we have a datalink system which allows me to request information electronically about the destination even from 500 miles away, so whilst sipping on the coffee I start to have a look at the weather reports at the airport. Its going to be 36 degrees and also the visibility isn't great but nothing to be worried about.
I note the current winds and that allows me to start to predict the arrival runway and I have a look at the charts to familiarise myself with everything I can expect.
I read with interest that there are 3 parallel runways, so its going to be busy and also lots of taxiing to be done when we are there.
Its going to be a busy day.
The first call for decent comes through, down to 37,000ft.
Descent checks are done, I have briefed the captain on the IFR approach into the airport and the plane is set up for the last part of the flight.

An incredible view of the desert city on finals
The first I see of Africa is the coastline in the mist as we are descending through 8000ft and then I see the sprawling cityscape. Its massive.
I've flown low over London many times and this is just as big. Only here there are the Pyramids of Giza and the River Nile in front of me rather than the River Thames and Big Ben.
Its just an incredible sight, thousands of years of history that I have only read about and seen on the tv is just below me.
Too busy to get many pictures as we are getting bumped around a bit and also directed all over the place by the controllers who's English is pretty questionable.
The final clearance that is always music to my ears, cleared for ILS approach, contact tower on.....
Thats when I get cleared for landing and we have the middle of those 3 parallel runways dead ahead.
Gear Down
Flaps 30
Landing Checklist


Thursday, September 28, 2017

Asia to Europe with a cold beer at the end

Departing out of OLBA with a right turn towards Europe on the Kalde2d departure

Early early early alarm call at 3:45am........
I am sure I literally just closed my eyes and opened them again. But no, AC/DC's Hells Bells is belting out of my phone as my alarm call, so its time to jump in the cold shower and get my game head on.
Before I hit the shower though I have to file the flight plan for the early departure. I'd had a few problems flight planning the night before with Euro Control permissions so I decided to wait until I woke up before I sent the flight plan off.

The ground below starts to turn greener as we head further north

Ping..... away it went so a shower and a shave and ready for the driver to collect me to head to the private jet terminal at the airport.
Enroute in the car I received the confirmation of the filed flight plan but with a CTOT. (Calculated Time of Take off) i.e. a delay from Air Traffic Control of 24 minutes for spacing into Europe.
The plane was ready and waiting open arriving at the jet terminal so I got straight onboard in the dark getting things going.
Landing gear pins onboard, covers off, flight plan into the computer. I called up ground control to see if I could get any advance on our departure and was in luck, it had been cut by 10 minutes.
The computers were all playing the right tunes and I calculated all off the take off performance for the take of, which was going to be the heaviest take off yet with 36,000 lbs of fuel onboard. One of the considerations with a plane like this and the fact that we can take so much fuel with the possibility of flying up to 13 hours if needed is we can take fuel with us if its going to be too expensive to refuel at the destination. Obviously the considerations of carrying the fuel with us has to go into the calculations but our destination of Belgium is super expensive for fuel with the taxes so we decide to carry it with us with enough for another flight whilst in Europe and get back to Beirut.
As always with Corporate flying, the best laid plans and all that.......
Back to the departure......
Calculations were made and our V1 speed was 124 knots and we also had another consideration on this departure as we were taking off over water with a lot of weight onboard the procedure is to turn one of the packs off and also close the number 2 outflow valve on take off. The outflow valve is a part of the pressurisation process, a small one way valve/hole which air is forced out of  low in the aircraft fuselage which is closed over water incase of an issue of ditching into water then water wouldn't rapidly fill the aircraft up.
This was all briefed and discussed with the Captain and also when these measures would be cancelled after take off during the after take off checks.
Austria down below the cloud
As per usual the owner and his colleagues were early so I gave the ground controller a nudge to see if we could get out a bit earlier, I was given permission to start the engines and told to taxi "slowly" to the runway.......
A gentle taxi out with the taxi checks completed and a quick re-briefing as we have a bit of time, which is always prudent when things are going to be different than usual.
Just as we arrive at the threshold for runway 17 we are cleared to line up and wait for departing traffic on runway 16.
Cleared for take off and Andy gently pushes the throttles forward to full power and that feeling of thrust that I will never grow tired of starts to push us down the runway.......
The speed tape comes alive, 40knots.... 50 , 60 , 70
I call 80knots for the speed cross check
90, 100, 120
The nose comes up and we are off the ground
The vertical speed indicator (VSI) registers a rate of climb
"Positive Rate"
"Gear Up"

After 400ft our speed increases and its flaps zero and slats in.

We are on the Kalde2D departure profile which means a right turn away from the high ground in front of us and that gives us an amazing view of the hills over The Lebanon in the early morning dawn light as we wave good bye to Asia and head towards Cyprus and Turkey ahead steadily climbing to our cleared altitude of 18,000ft.

After take off checks completed with the right pack and Outflow valve 2 returned to their usual state and we are well on our way.

Finally cleared to the cruise at 43,000ft which took a little longer than usual with the extra load onboard but as ever the view is breathtaking, quite literally above everything.

After the early start strong coffee was the order of the day.
It seemed to go fast this trip..... rapid fire as I was talking to Athens one minute, then suddenly realised I was talking with Vienna and being handed over to Brussels radar.
I got the weather for the airport and judged the arrival to expect from the iPad and started to load the arrival and landing performance into the FMS computer.
Before the top of descent I briefed Andy on the arrival procedure and we double checked it was all the same on the instruments so all was as it should be.
Just at the end of the briefing we were called for initial descent down to 33,000ft at 2500ft per minute.
The arrival plate for ILS 25 into Belgium 
Time to pop the nose forward and start to get ourselves ready. The shoulder harnesses get clipped in, descent checks done and away we go.
It was an ideal descent from our direction as we were slightly vectored and then were on a 100nm long final into the airport.
Before long Andy was calling for flaps 6, flaps 16, gear down and flaps 30........
The runway was in view straight ahead and without further a do we were on the ground.
After landing checks completed. I was talking with the ground controller and due to work on going at the airport we had quite a long taxi around and about, dodging Ryan Air planes, then getting permission to cross over the runway to the business jet terminal away from the main terminal.
As we crossed runway 25 there was a "Follow ME" car with his lights flashing away, so we did as requested and followed him, all the way to our parking spot.
Once we shut the engines down it became quite apparent that this airport is also used as a training airport for a flight school as there were plenty of small single engine and twin engine training planes doing their run up checks next to us and then heading off down the runway between Ryanair arrivals and departures.
I was lucky enough during the post flight walk around to get a picture of our Global Express with a Piper PA28 next to us doing his run ups, it was lovely to see the plane I used to fly for so many hour and the plane which I now get to fly.

The PA 28 next to us doing his engine checks before heading off for training.

Once I had put the plane to bed is was time to get a hire car and head off to the countryside where our Hotel Accommodation would be during this stop off
A 45 minute drive and we arrived in a lovely part of the world in the rural south of Belgium with forests and farm land everywhere.
First things first, check in, lunch with a local beer and a good long snooze to catch up after the early start.
A cold one after an early start
I woke up the next morning energised and well rested after a long day and early start. After breakfast I decided to enjoy the autumn sunshine and head off for a long walk along the nearby river, what was going to be a stroll turned into a Forest Gump style march as I was really enjoying the scenery and wildlife on the route.

Along the local river was an enormous Lock being cleaned out, I did wonder what they would find in there.......
I was lost in the music on my iPhone marching away I ended up walking for an hour and 10 minutes up the river...... at that point I realised that I also had an hour and 10 mins to walk back too.

The Properties in this area a just glorious with views over the river 

Nothing like a good long walk to blow out the cobwebs
After the legs were getting a little weary I sat on a bench and watched the wild life over the river, birds, ducks and swans were playing away in the peace and quite.......
Mmmm I thought back to yesterday and that cold beer.
Maybe its time for another one after the walk and with that the park bench was in the rear view mirror and the last mile back to the hotel was done with a spring in my step.

Friday, September 22, 2017

Off East from Africa to Asia

The Crystal Chandelier in the reception

A stunning hotel in North Africa and the flight planning back to our base.
A flight plan pretty much due East with over flight permits required for our 45,000ft trip .
So lots of considerations to be made prior to making this trip.
Pre-flight inspection with Capt. Andy

The departure was set for 1200 noon local time and due to the fact we were an hour from the airport and had lots to arrange on site we were collected from the accommodation at 0900.
African traffic is always fun to deal with especially when there are road blocks and checkpoints along the route.
So the best way to deal with it is to leave plenty of time and then a little bit extra as well.
Once we arrived at the airport we had to complete the immigration paper work side of things to receive our passports that have to be left with the airport officials upon arrival. Something I am never a fan of doing.
The plane was looking fantastic as ever upon reaching her, and with the doors opened up it was time to get her fired up and the systems online, and the cockpit cooling down with some aircon.


I have included a couple of videos of the walk around of the aircraft as well as I have been asked by a few readers to include some of the technical parts and information to the blog



Now that she has come out of maintenance and some of the tweaking has been done with the software the computer systems are really working well and the data-link system is just brilliant with connecting the flight plan routing into the onboard computer.
All that is then left for me to do is programme in the departure we are going to follow from the airfield which requires a little bit of negotiation between me and the ground controller to try to obtain the best departure for our routing.
Today I'm not the best negotiator, or maybe because I wasn't there in the chap's office with a few dollars as our departure is set in the opposite direction to that which we want to fly....... heading west.
In practical terms its going to mean accelerating to 250knots in the opposite direction of flight for 4 to 5 minutes and then accelerating to 300knots and then turning east and the radius of that turn is pretty huge and nearly ten minutes of flight time in the wrong direction means 20 minutes to be back where we were, and using up a huge amount of fuel. All of which costs money as well.
I decided to keep us a the slowest speed possible/allowable whilst heading in the wrong direction to try to mitigate the waste of fuel as much as possible.
I had to load the local temperatures and weather in to the flight computer to obtain our speeds for departure and they came back as V1 113knots, V2 127 , VFTO 171.

Briefing with the captain completed and he was happy with the speed adjustments for the departure.

The passengers arrived in good time, so we closed up the doors, I started the engines and we were given an immediate taxi clearance. (Fortunately a bit better than when we came in)
We were able to taxi directly to the hold for runway 22.
Taxi checks completed, the speeds all looking good and time tell them we were ready to go.
It was nice to be given an immediate departure, even if it was in the opposite direction to our destination, but we were cleared immediately to 33,000ft so throttles forward and we'd the initial climb out to get to altitude and use that distance practically. Even if it did mean quite a rate of climb as soon as the wheels let the tarmac.
But its the kind of talk off I like the most, as this airplane really does love to be high and fast. Yes, and she does make me smile.

After take off, gear up, flaps in and 33,000ft set at 2500ft per minute.
After take off checks completed, shoulder straps loosened off and passenger seat belt signs can go off.
I can already hear the kettle being put on.
The call comes through to climb to our cruising altitude of 45,000ft and also turn in the right direction so we are off to the races.
Pretty soon we are heading over Tunisia and then over the coast to the Med.

The view in the cruise on this place whilst having a cuppa Tetley makes all the studying to get here well worth while
Captain Andy was is in a sporting mood today, so once we were up in the cruise at 45,000ft and I have a cuppa in hand he decided to start testing my knowledge and training by running me through a few drills.
"What do we do right now if we lose an engine?"
"where are we going to go ?"

So I get the QRH (Quick Reference Handbook) out and get the answers, for the drift down single engine altitude, the speed, distance and time calculations.
Then once that is complete I start looking at where we would divert to within those parameters.
Athens, Malta, or a turn back to departure field were all options.
Time to look at what the weather is at those destinations and also facilities in place at each to help to form a considered plan of action.
My decision was to turn back which Andy was happy with, but he then asked why.
I said that we knew that the weather and current situation on the ground was safe and we also have everything already programmed in the onboard computer for there.
He then asked if I knew if there were engineers for Bombardier on there, with a knowing smile.......
Ahhhh the boss has some local knowledge.
It turns out that there are Bombardier service centres both on Malta and in Athens, so maybe it would be a better decision to divert there.
Note to self. Find out where the service centres are.

Tunisa far below
No time to rest up it was then time to start looking at the arrival. 
I obtained the local weather at destination and all was looking pretty good if not pretty humid. 
I loaded all of this information into the flight computer along with the weights etc and received our landing speeds of 107 knots.
It never ceases to amaze me with the size of the wings we have on this aircraft how slow we can approach the field.
Its flight profile from slow take off speeds to .85 mach in the cruise to landing speeds, it really is an amazing feet of engineering.

North Africa on departure
With the approach loaded for an ILS for runway 16 with Vectors into Beirut, I requested initial descent and the idea was to then try to keep a constant descent all of the way down.
I was really pleased with how this worked on this trip, keeping ahead of the plane all the way down, and coordinating with ATC well in advance and before long it was time for gear down, and flaps 30 with the field in site.
The mist was sitting on the hills of Beirut as it apparently likes to at this time of year.
I am still praying that it will cool down as autumn approaches but its still just over 29 degrees at 5pm local time.

Thoughts for the day:

When we were sitting on the tarmac in Africa, the citation XII below was parked next us. It was with great sadness that I read today that shortly after I took this it crashed on landing in Turkey at night.
I am pleased to hear that the two pilots, the hostess and passenger all were able to escape after the aircraft came to a stop.

The citation parked next to us in Africa 

Friday, September 15, 2017

Flying over the old stomping ground and taxiing in circles

A rainy hotel room view of the Apron at Stansted the evening before departure
An early rise and a rainy day at Stansted airport and the thoughts are of todays destination. 
I have completed the flight planning and it put a smile on my face knowing that I would be flying over my old stomping ground of Limoges.
The early morning dawn start and only 4 degrees
In fact directly over the airport where I spent many many hours hours first learning to fly then teaching flying. 
How much fun would it be to drop in a do and few touch and goes down there in a slightly bigger plane now. 
The alarm went off at 5am and a driver collected me to take me to the plane and get things started. 
Its the first time since I've been flying her that I had to put the heaters on to warm the interior up rather than the Air conditioning to cool her down. 4 degrees C so a pretty chilly start to the day.  

Line up after landing Ryanair 
With the cockpit warming up and the systems whirring away, I realised that everything felt a little bit weird, my chair had been moved around the flight displays weren't set up as we had left them and what I was used to, it was like when someone borrows your car and moves your wing mirrors and seat.
Oh yes the engineers had been in hadn't they.......!!
Tweeking this and turning that, I hope they took their work boots off on my nice carpets....!

One thing that was nice though was the Datalink was now up and running, which means that the flight plan that I filed last night for our routing to destination would download into flight computers and I wouldn't have to do it manually. 
I called up the clearance delivery frequency on the radio to check our plan is in the system and find out which departure routing I will be flying. This morning it was the NUGBO 1R initially up to 4000', I loaded in the passenger, cargo and grew details and as we had decided to take quite a bit of fuel of 25,000 lbs with us our,  speeds would be a little bit higher than usual at 120knots V1 not that this is an issue for the Global Express as its more like a rocket ship than an airplane.
Its certainly an airplane that likes to be quick and high.

I kept an ear on the frequency to be aware of all that was going on and started to hear of 10-15 minute delays on our routing before other aircraft were being given permission to start their engines.
Usually permission to start the engines would be requested once everyone is onboard and the doors are closed but with a bit of foresight I requested engine start as soon as I knew the owner had arrived so that the 10 minute delay clock would start and hopefully we wouldn't have to have the passengers sitting on the ground for too long. This isn't something the airlines can do but we can get away with.
The passengers were then onboard and as the door was being closed I received the call over the radio that I could now start up the rolls-royce engines. We had timed it perfectly and no one would know there was a delay at all.
The departure route out of London 
A long old taxi out and I could see there were quite a few aircraft in the queue before us but the Ground Controller asked me if I could accept an intersection departure and therefor not have to line up behind all of the Ryan Air and Easy Jet aircraft at the end of the runway. It did feel a little bit like jumping the lunch queue at school but hey ho I had a plane that wanted to fly. We watched 2 aircraft land and were asked to line up behind the landing Ryan Air and then cleared for take off.
Before Take off checks complete.
Throttles to the firewall.
Air speed alive,
Positive rate
Gear up and follow the SID (standard instrument departure)
After take off checks and then cleared up to 11,000ft before we knew it the autopilot was in and we were heading off over the English Channel.
We were talking to Brest Air traffic control and get cleared straight on up to our requested 41,000ft 

In the cruise and checking the routing ahead of us, all was looking great and then on my screen I could see my old stomping ground of Limoges (LFBL).
Unfortunately the cloud was covering the whole area so I couldn't give them wave from 41,000ft 

41,000ft over Limoges
Before long I was talking to Barcelona control and heading out over the Med and seeing the landscape below changing which is something I love from this altitude, especially when other large aircraft are flying under us as well.
A cup of tea later and some paperwork completed for the flight and I was planning the descent into our destination.
A new place for me and there were no published routes in so we were advised to descend at our own discretion and would be given vectors for the ILS at the airport.
Planning a descent from 41,000ft is a little different than what I used to fly so we sit and plan it together and get everything set up in to the flight computer and down we go.
The considerations for the descent are many, comfort being a huge part of it, but also fuel as we try to maintain a constant descent rather than in steps.
We manage it quite well on this leg added to the mix that I've never landed at this destination before either and with some prior knowledge that it can be a little chaotic here to say the least.

Lovely clear flying up at this level

I was going to do a caption competition as I thought these clouds looked like two ice buns meeting

Rather happily we descend out of the clouds right where we should be, there is quite a lot of high ground so some good briefing for the arrival is necessary to discuss the "incase of" situations so we both know what would happen and what we would do incase of a missed approach or any issues affecting the flight. 
We were then vectored on to the approach by the local aircraft and once established on the ILS were passed onto the tower for the final few miles in, the weather was fantastic and wind completely calm so not too much of a challenging landing.......
Taxiing at this airport is a whole different matter though,  A little bit of chaos with our taxi clearance once on the ground as the chap on the other end of the radio changed his mind 3 times and it was like taking a Global Express for a drive........
We finally managed to stop and get the passengers onto their transport and dealt with customs only to be told we would need to taxi the plane once again to another parking spot !!!!

Saturday, September 9, 2017

The longest flight, then a Pie and a Pint

The video of this flight:

Sitting here in Beirut on a very warm evening and getting the flight plan together for tomorrow morning's flight.
It looks like one of the longest flights I will have taken in this plane and I'm really looking forward to it.
Runway 17 OLBA Ready for Departure
The main reason for the flight is that the plane has some routine maintenance to complete.
Every now and then we get issued with a bulletin from the plane's maker Bombardier, usually there has been something small thats come up on a similar plane that then has to be adjusted on all aircraft during the plane's next scheduled maintenance. So there are a few current bulletins so its time to get her into the shop for a bit of a spruce up. Including having one of the belly plates replaced.

The iPad I use with the departure loaded
There are a couple of other issues being dealt with at the same time, so this means a trip to our maintenance centre at London Stansted.
The flight planning has been prepp'd and the fuel request has been done. Our arrival slot has been booked and most importantly Mrs Morton has been advised of Mr Morton's impending arrival.

The next day.....
The alarm wakes me pretty early, as anyone who knows me will vouch, I don't do being late. Its unheard of.
Shower, shave, check the flight plan has been filed and have received the acknowledgement that everything on it is ok. Looking good, so I can relax a bit.
The driver is coming at 8:45am so a decent breakfast and then clear out all of the perishable food in the fridge as I never know how long I will be gone from the crew crash pad and I don't want Godzilla growing in there by the time I am back next.
Bags finished off packed, passport and licenses checked and the driver is early, game on, my kind of guy.
The traffic being really light for rush hour in Beirut means I'm at the airport 15 minutes later rather than the usual 35-40 mins.
Looking at the UK from over the English Channel
Last update of the weather and I get to meet up with the Captain and we go through our usual briefing and checks, and look at what needs to be done. In an airline all of these jobs would be done for you, and we would just get onboard and fly, but to be honest its one of the reasons I love business jet flying as it really is the two of us who run the whole show from start to finish. I am chuffed that the Captain and I really are building up a good understanding together, we work well together, he also knows my capabilities and we are both pretty chilled out.
It makes for a good working cockpit as I can't imagine what it would be like spending this much time with someone whom you don't get along with, and we do enjoy a good giggle along the way. (Usually at my expense but I have broad shoulders.....)

We see the plane is being brought onto stand by the tug so its time to open her up and get her ready, the APU fired up, catering onboard, music system working and then for me to get the flight plan into the computer and check that all is well with the routing with air traffic control, and its all good.

As per usual the owner is in early as we anticipate so we close up the doors, fire up the Rolls-Royce engines and get taxi clearance out to runway 16.
Throttles to the firewall and we are off to our initial cleared altitude of 5000'.

Before long I am getting cleared straight up to 38,000ft then Ankara send us on up to 43,000ft for the cruise.

The views as per usual are amazing, Cyprus, Greece, The Black Sea, Turkey all fly by along with many other aircraft down below us.
Time to loosen off the straps a little and enjoy the ride, we get a cup of tea served up and its time to look forward to the things that getting home to Blighty bring.
For me its a Pie and a Pint in the pub with my wife, for the Captain a long walk with the dog, then a pie and a pint, and a packet of crisps and then another pint, with an extra packet of crisps for the dog. Then maybe one for the road.
Oh well, I suppose he is the Captain.

Turkey and the entrance to the Black Sea
Before long the lunch has been eaten, (an apple a banana (Thanks to the boss once again) and a couple of boiled eggs)
Its time to look at the weather at Stansted and then start looking at the arrival routings and start programming it all into the flight computer.
"T7-ATL request descent"
And down we go.
At about 10,000ft we hit a reasonable amount of bumps and cloud so I bing bong the cabin to strap in and its in we go on a pretty good, if not very busy, arrival into Stansted.
The cars are all waiting for the passengers when we arrive so are the engineers who will be performing the servicing for us on the plane so I don't have to put her to bed as per usual as she has a lovely warm hangar to enjoy in my absence .
As I walk away from the plane reflecting on the longest flight I have done yet, I am left thinking of the even longer drive home that I have down the M11, M25, M4 then Devons
But then I smile as the realisation comes to me that I will have my very own warm hangar to get to, with my wife, then that Pie and the Pint.......

I have been wondering recently about the blog and what I write on here, whether to put some more technical pilot/flying/airplane information on each one or not, so I thought I would ask, if there are any details or information that would be good to include in these musings please let me know, either by using the comment section on the blog or dropping me an email to

Saturday, August 26, 2017

Planes trains and auto mobiles..... oh and a fire alarm

Sitting here in Devon at home flight planning for the next leg of the flying adventure.
The bags are packed, uniform ironed and the train tickets booked, off to London for an over night flight to Eastern Europe, arrive at 4am there and grab a couple of hours sleep before heading off, flying the global express on to Asia.

Where would we be without technology ?
The day of travelling started well with a train from Honiton up to London Gatwick which I felt pretty lucky about with it being Bank Holiday weekend.
Thats where the luck stopped though......
Checked in and through security at Gatwick and mid sandwich the fire alarms started to sound......
with a very catchy repetition of "Evacuate" "Evacuate" over and over again.
Time to find the emergency exit and head out of the terminal in to a car park with about 1500 other passengers to stand and wait to see what is happening .
This was certainly a first for me.
So after an hour in the car park all of us in the car park were escorted around the building for a long walk back to start all over again with security checks.
We were just able to make it back through the security checks again before the flight was boarding for a late night departure to the Ukraine.

After landing at 4am in Eastern Europe it was time to check into the airport hotel for a few ZZZzzz's before breakfast at 0900 and then 1030 departure in the Global Express to Lebanon.
Its always a treat to turn up and start taking the covers off this plane and start getting her ready to fly.
First up is starting the APU which is generates power to the onboard computers and aircon.

Flight plan checked into the computer and I also got to unpack my shiny new head set which is a brilliant piece of kit and is a huge improvement on the previous one.
The VIP handling agent arrived with the fuel truck and also 5 kilos of ice for the drinks drawers. With the flight plan in the box, the southerly departure planned.
It was as per usual with the owner arriving early so with the luggage in the back,  the ice in it's drawer the pilot's in their seats it was time to light the fires and get to 41,000ft.
The owner's chef was onboard the flight today and he showed his skills off with making pizza from scratch in the onboard oven when we were in the cruise somewhere over Turkey.
Once I'd wiped the pizza tomato from over my chin it was time to start planning the decent and the arrival into runway 16 Beirut.

Arriving back into 32 degrees and humidity was quite a shock to the system, but it was time to pack the plane up, finalise the paperwork and get some proper sleep.

Thought for the day:

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