Week 63: route flying, diversions, and explosive decompressions

Continuing from our start last week, we flew more 2 hour flights but with increasing levels of complexity and variety. As much as the workload is high, with the coping strategies we have been given it becomes significantly easier to manage. To build on our experience and continue to test our comfort zones, the latter flights include fabricated scenarios which required us to decide to either continue to our destination, return to where we started, or divert to a new airfield. In my case I had to fly a relatively short flight from London Stansted to Manchester International, but with the added pressure of minimum fuel to make the flight realistic. Some may say that this is wreckless and planes should depart with plenty of fuel, but taking more than is actually required means extra weight, and extra weight means extra fuel burn, which in the long run costs money! 

During the route, on first sourcing the weather conditions for Manchester they were poor but legal, so with no equipment failures continuing remained sensible. However, given the conditions being so close to the legal minima, myself and Chris decided to formulate a contingency plan in case we had an issue completing our first approach. Our logic was that even the slightest deterioration would make an arrival impossible, and as our fuel state meant we could only afford to make one approach before having to divert, we wanted to have a plan ready in case of a go around. At one mile from touchdown a vehicle strayed onto the runway, so with the inevitable missed approach we started for our alternate which was Liverpool John Lennon. Given the close proximity of the airports and the continuing reduction in fuel, there was no time to go to a hold to rebrief, so I had to do it on the way whilst setting up for the next approach. To add to our problems the closest runway lighting went out of service, but by having to fly slightly further we had the chance to take a deep breath, relax a little, and fly a fully briefed approach. Upon touchdown we landed with 20kg above our final reserve, so no paperwork as it was legal!

We also got to look at high altitude upset, as well as explosive decompressions and the requirement to perform an emergency descent. Slightly different to other points of flight, initially flying the aircraft isn't the most important consideration, but getting your oxygen mask on and communicating with your partner to ensure they have theirs on! Once oxygen is flowing, the pilot flying selects an altitude at which breathing is possible, then winds up the speed to the maximum permisable so the aircraft descends quickly. Meanwhile there will be a lot of panic in the cabin as the 'rubber jungle' drops from the overhead, but concern for the is second to getting the aeroplane down. I'd like to think I dont look too tragic in my mask!

I now have two more details (one of which is my competency assurance flight), then the basic phase is complete and I am halfway through my Airbus flights. The alarm is set for the unfortunate time of 0340 tomorrow so ill be off to bed nice and early, so wish me luck and hopefully ill be wearing my first bar by next week!