Getting there

GETTING THERE (A BASIC PRIMER ON FLYING AN AIRPLANE FROM "A" TO "B")

Hal Stoen
©2001

first release: 2 December, 2001

minor revisions: 28 June 2002, 13 March 2003, 24 January, 2008

PURPOSE OF THIS TUTORIAL

The intent of this tutorial is to bring together the various elements that comprise an airliner's flight from "point A" to "point B". We'll start with Dispatch, then proceed to the aircraft pre-flight, Clearance Delivery, taxi out, departure, enroute and finally our destination. Along the way we'll have to make a diversion for some enroute thundrstorms.

EQUIPMENT

Our aircraft will be a generic, twin-engine turbine airliner.

THE TRIP

We will be departing from Oxford, International Airport as Fleet Air Flight 752, and landing at Sheba, International Airport- some 780 miles up the road.

WEATHER & DISPATCH

As a pilot you live and breath weather. Other than the fitness of you and your aircraft, nothing else in aviation can have a greater effect on the safety of your flight than the incredibly complex bag that Mother Nature has at Her hand. After reading the newspaper's headline, your next selection is usually the weather page. The night before your scheduled flight you find yourself watching The Weather Channel instead of HBO. Such is a pilot's immersion in trying to get as much knowledge on this vitally important aspect of flying airplanes.

Arriving at the airport, you and your First Officer receive your briefing from the Company Dispatcher, going to real-time weather radar if convective activity will have a bearing on your route. NOTAM's (NOtices To AirMen) are gone over to see if any apply to today's flight. Airport status, departure and arrival are gone over. Next comes your expected passenger count, baggage, freight and fuel loads.

AN ASIDE

I'm not an airline pilot, never was. I did fly for a "third level commuter" airline, however I think that would be a little deceptive to the reader to say that made me an "airline pilot". What I write here that involves airline procedures is drawn from that experience. Most of my life was spent flying corporate airplanes. I'm putting this in an "airliner perspective" because most sim. pilots prefer to use the airline scenario. However, we all fly by the same set of rules, using the same navigational devices, and in the same airspace.

PRE-FLIGHT

The airline Maintenance Department has signed your aircraft off as airworthy, but it's an old (and required) habit- you do a walk-around inspection. It's not like you can pull the dipsticks and check fluid levels, it's more of a comfort thing.

THE OFFICE AND FLIGHT ROUTING

Settled in, you and the First Officer go over the aircraft discrepancies list, noting the maintenance actions and sign-offs. You start setting up the radios for the trip to Sheba, International.

Here is our route:

Like all of the other airlines, your company uses "canned" flight plans. Fleet Air Flight 752 operates seven days a week, and uses routing and altitudes that are coordinated with Air Traffic Control to fit in with the grand scheme of things at that particular time of the day. Convective activity (thunderstorms) or unusual traffic loads may cause some routing changes, but usually- day in, and day out- it remains the same.

Our route will be direct from the Oxford Airport to the Dolly VORTAC (Very high frequency Omni Range, with TACAN- DME, for all intents and purposes), then join J-115. "J" routes are Jet routes, used for flight above Flight Level 180- 18,000 feet. Below FL180 the "Victor" routes are used. (The chart above is just a sample that I drew up, and does not show the airway radials and other information that is displayed on an actual chart.)

We will track J-115 from the Dolly VORTAC to the Cloud VORTAC, intercept the Localizer for the Sheba International ILS, Runway 9, and shoot the approach to Sheba. The canned flight plan lists a cruise altitude of FL370. Your prepared form from company Dispatch shows a heading of 355 degrees to Dolly @ 90 miles. J-115 uses the 020 degree radial out of Dolly, and the 202 degree radial inbound to the Cloud VORTAC. Then it's the 010 outbound from Cloud until Localizer interception. Total distance is 782 nautical miles. Block to block time is scheduled to be 1 hour and 57 minutes.

SETTING UP THE RADIOS

Our aircraft has three communications radios, two navigation receivers, GPS, radar altimeter, dual transponders, and other standard equipment appropriate for the category.

This routing uses the established airways, so GPS will act only as an orientation back-up. You pull out the chart for Sheba International, and dial in the appropriate settings in the GPS unit. In a few seconds it shows that Sheba is 016 degrees and 764 miles from where you are parked on the ramp. The FAA has been working on "Open Skies" for a long time now, and perhaps someday it will come to pass, but for now the established airways are the norm.

You tune in the Oxford ATIS (Automatic Terminal Information Service). "This is Oxford International information Charley. At twelve ten Zulu, Oxford is eight thousand scattered, visibility greater than one five miles. Temperature is two three, dew point one five. Winds are calm, altimeter three zero one two. Landing and departing runway two two. Advise on initial contact that you have information charley."

A NOTE ON ATIS BROADCASTS

ATIS is for both arriving and departing aircraft. Normally the information changes with each hourly weather observation. When a new observation is issued, the "alphabet designator" ratchets down the alphabet one letter- in other words, if information "Tango" was the previous observation, the next one will be information "Uniform". The "information name" "Charley", "Delta" etc. proceeds in sequence through the "phonetic alphabet" until it reaches "Zulu". Then it starts with "Alpha" for another trip. If the weather is changing significantly, a new weather observation and therefore a new "alphabet name" will be issued at any time it's necessary. If conditions are changing rapidly, you will often hear "...current weather will be issued by your final controller..." If a facility is not open all night, they will pick up the alphabet in the morning where it left off the night before- that's why you may hear "Information Yankee" at 7:00 in the morning.

Frequency-wise, ATIS broadcasts usually have their own VHF frequency. Sometimes, at the busier fields, there will be two ATIS frequencies, one for arrivals, and one for departures. This can be broken down even farther into "approach segments" if necessary. Sometimes ATIS information is broadcast in the LF (Low Frequency) range, usually from the NDB (Non-Directional Beacon) at the Outer Marker.

BACK TO SETTING UP THE RADIOS

You dial Comm. #1 to Clearance Delivery, 126.45. "Good morning Clearance, Fleet Air seven fifty two, charley, instruments Sheba." "Fleet Air seven fifty two is cleared as filed, maintain one zero thousand, expect higher one zero minutes after departure. After departure, turn right heading three five zero. Proceed direct Dolly when able. Departure on frequency one twenty eight point niner five, squawk four seven five five." You do the read-back. "As filed, one zero thousand, expect higher in ten, right turn to three five zero after departure, direct Dolly when able, on course, one twenty eight point niner five, four seven five five on the squawk, Fleet seven fifty two." "Read-back correct Fleet seven fifty two, contact Ground on push-back." "Roger, seven fifty two."

Nav. #1 is set to 117.3, and the HSI is set to 355 degrees. Nav. #2 is set to the ILS frequency for your departure airport, Oxford. This is done as standard procedure should an emergency occur and you have to make an immediate return to your departure airport. Nav. #2 will be set to 114.4, Cloud VORTAC after you are enroute. The radar altimeter is set to ILS minimums for Oxford- 200 feet. Transponders one and two are both set to 4755 and verified that they are in the "standby mode". (Dual transponders are wired so that both cannot be on at the same time.) The altimeters are set to 30.12.

Comm. #1 is set to Oxford Ground, 121.9, Comm. #2 to Oxford Tower, 118.5, and Comm. #3 to Departure, 128.95.

You and your First Officer go through, and complete the pre-engine start checklist.

THE OXFORD AIRPORT / TAXI OUT

Here is the airport diagram for the Oxford International Airport:

PUSH-BACK AND TAXI OUT

You and your First Officer complete the engine start checklist. A look out the side window to your left shows that a ground man is standing by. He verifies through his microphone/headset that is hooked up to your aircraft with an umbilical cord, that the area is clear for engine start. Number one start, pressures and temperatures coming up, number two start, pressures and temperatures coming up. You call for the APU cable to be unplugged from the exterior of the aircraft, and the plane comes alive on ship's power after a momentary "blurp". "Good morning Oxford, Fleet seven fifty two is ready for push-back, gate thirty five." "Fleet seven fifty two, Oxford Ground. You're clear for push-back gate thirty five, advise ready to taxi." "Seven fifty two." After your authorization, a ground service tech. starts his tug and begins pushing the aircraft away from the gate. At the end of the push-back, and after the tug is disconnected, you call Oxford Ground. "Good morning Ground, Fleet seven fifty two ready for taxi, Gate 35."

"Good morning Fleet seven fifty two, taxi to runway two two via taxiways 'C', 'D', and 'B'. Taxiway 'B' is closed between the terminal ramp and taxiway 'D' for repairs. Contact the Tower when ready." "Roger, Fleet seven fifty two." The ground tech. squats down and gives a visual check under the aircraft, then notifies you on the headset that all is normal. You thank him, and he unplugs his headset from the aircraft, closing the small access door. Trading salutes with him, you start bringing up break-away power. While taxing out to the active, you and your First Officer start going through the departure check list. After years of practice, you find that you can "pop your ears" without thinking about it as the cabin pressurization starts climbing. Ground steering is being done by the small tiller on your left, an art form in itself.

TAKING THE ACTIVE RUNWAY

By the time you approach the departure end of runway 22, the checklist is complete, and you switch to Comm. #2, the Oxford Tower. "Good morning Oxford, Fleet seven fifty two approaching the runway, we're ready to go." "Roger Fleet seven fifty two, hold short for landing aircraft." "Seven fifty two." "Cessna one five five seven golf, you're cleared to land runway two two." "Cleared to land two two, five seven golf." Stopping at a right angle to the runway, you look out to your left and see an aircraft on short final. It passes in front of you, a beautiful corporate Cessna 421, glistening in the morning sun. "Cessna five seven golf, turn right on taxiway G, contact Ground point nine when clear." "Roger, five seven golf."

For a brief moment, you envy the corporate driver in the 421. His is an ever changing world of destinations, and one with singular responsibility. You've been on this route for six months now, and the seniority list looks like you will be there for another six more. The lot of being an airborne bus driver. Oxford Tower brings you back to the present. "Fleet seven fifty two taxi into position and hold." "Position and hold, seven fifty two."

DEPARTURE

Break-away power is brought up, and you position your aircraft at the end of the runway, nose pointing down the 12,000 feet of asphalt. "Fleet seven fifty two, cleared for takeoff runway two two, after departure turn right heading three five zero." "Three five zero on the heading, and we're cleared to go, Fleet seven fifty two." Completion of the departure checklist is verified, transponder one is turned from "standby" to "on", and power is brought up on the turbines. This is your leg, you'll do the flying to the Sheba airport, after which your First Officer will take the next leg. He brings the power up to the appropriate settings. You rapidly transition from tiller steering to the pedals as the rudder comes alive. The First Officer calls out that the temps. and fuel flows look good.

"V1!" This is it. Fish or cut bait. Based on temperature, barometric setting, weight, wind and elevation, this is go or no-go speed. At this time you can chop the throttles, engage the reversers and spoilers, and initiate full braking, stopping your aircraft before it leaves the runway. The time between V1 and Vr (rotate speed) is short. "Vr!" You pull back on the wheel, raising the nose to a pre-established angle. Shortly the mains follow and the aircraft is back in its design element.

CLIMB

Touch the brakes to stop the rotating main gear tires so that they don't conflict with the wheel well area when they retract. "Gear!" The First Officer raises the gear. Fortunately, Oxford is surrounded by industry and farm land. You don't have to endure the dreaded power reduction for noise abatement here.

After departure, pilots like to put air between them and the ground as rapidly as possible.

"Flaps!" The First Officer retracts the flaps from their takeoff setting. You turn to a heading of three five zero as you pass through 3,000 feet. "Fleet seven fifty two contact Departure. Good day!". "Have a good one, seven fifty two."

"Good morning Departure, Fleet seven fifty two with you out of three for ten, three five zero assigned." "Fleet seven fifty two, good morning. Proceed direct Dolly, on course. Maintain one zero thousand." "Dolly, on course. One zero thousand, seven fifty two." "And seven fifty two, contact Center on frequency one thirty two seventy five. Good morning." "Center on one thirty two seventy five. Good morning to you Sir." Climb power and deck angle are adjusted so that you don't bust the 250 knot speed limit below 10,000.

Dolly VORTAC is already loaded into Nav. #1. You press the "Auto." button and the course selector slews around to center on course. The autopilot is engaged: Nav. and Airspeed hold modes activated. "Good morning Bickford Center, Fleet seven fifty two with you, out of eight for ten." "Fleet seven fifty two, Bickford. Climb to and maintain flight level three five zero." "On up to three five zero, seven fifty two." The autopilot altitude preselect is set to 35,000 ft., and power settings trimmed up. Reaching Dolly the HSI course selector is set for the J-115 outbound radial from Dolly, 020 degrees. Nav. #2 is tuned to the Cloud VORTAC, 114.4. The Nav. #2 display head is set to 022 degrees, J-115's inbound course.

You and your First Officer go through, and complete the climb check list.

LEVEL-OFF AND CRUISE

Reaching Flight Level 350, the autopilot does its thing, maintaining your assigned altitude. Power is adjusted for cruise flight. All systems look good.

The "hours and hours of boredom, punctuated with moments of shear terror" mode is engaged.

SID DEPARTURE

Let's say that Oxford International has a SID (Standard Instrument Departure) that applies to your routing. When you contact Clearance Delivery for your clearance, you will hear this: "Fleet Air seven fifty two is cleared as filed, via the Oxford One Departure. Departure on frequency one twenty eight point niner five, squawk four seven five five."

SIDs were originally designed for the non-radar environment, along with their kissing cousins STARs (Standard Terminal Arrival Route). They make excellent back-ups in case of communications failure, although this is a rare event with modern equipment. For more information on SIDs and STARS see the tutorial on them here.

The SID will show departure routes, altitudes and airspeed restrictions. Nine hundred and ninty nine times out of a thousand, Departure will issue a new heading or a clearance to proceed on course. Remember that once any part of a SID or STAR is modified that the procedure is cancelled.

ENROUTE

The enroute phase is the quietest part of the operation. Frequency changes with Center are about the extent of the enroute workload. Given that, let's throw in some convective activity to liven things up a bit.

THUNDERSTORMS

"Attention all aircraft this frequency, convective SIGMET four alpha one has been issued. This SIGMET covers....." This alert has been issued by Center on the active frequency that you are currently on. A peek at the radar shows why. A large blob of green, with yellow and the dreaded red cluster is 200 miles in front of you, right on your course line.

pause: AIRBORNE WEATHER RADAR

If you are not familiar with airborne weather radar, how it's used, and its limitations, you may want to pause at this time and read the tutorial Airborne weather radar, and then return after you're done.

continue: THUNDERSTORMS

This is what you see when you peer at the radar screen:

In all fairness, you, as an experienced pilot, would not have let this situation develop this rapidly and this close to your aircraft- you would have been "running" your radar back and forth in range and seen this situation much earlier. In any event, there it is- right off of the nose, and right on your course line. This is a mean looking group. The "hook" on the red portion is indicative of tornado activity, and almost for certain the yellow area is actually level three activity that is being attenuated by the moisture in front of it.

Time to do something.

You reach over and press the "hold" button on the display. After 30 seconds you press "hold" again to go back to the real time display. The cluster moves directly down the scope, with a small drift to the left. Time to make a diversion. "Center, Fleet seven fifty two, requesting a right turn of thirty degrees to go around this stuff up ahead". "Ah, Fleet seven fifty two, thirty degree right turn is approved, state what your new heading will be." "New heading will be zero five five degrees, seven fifty two." "Roger seven fifty two, right turn is approved, advise when you will be able to proceed on course," "Seven fifty two".

You turn right thirty degrees to a new heading of zero five five degrees, switching the autopilot from the "Nav." mode to the "Heading" mode, and use the heading bug on the HSI for steering. A look at the screen shows that the Southeast edge of the activity will still conflict with your new course. "Center, seven fifty two, we're going to need another 10 degrees right out here to clear that stuff." "Roger seven fifty two, that's approved." The new heading will keep you clear of the storms. After thirty minutes you pass to the Southast of the activity and advise Center. "Center, Fleet seven fifty two is clear of the activity and can proceed back on course now." "Roger seven fifty two, proceed direct Cloud on course." "Direct Cloud, on course, seven fifty two."

Cloud VORTAC, 114.4 , is dialed into Nav. #1, hit the "auto head" function, and the course indicator slews to 345 degrees. The autopilot is switched out of the "Hdg." mode into the "Nav." mode. Reaching Cloud, you turn right to navigate outbound on J-115.

DESCENT

Center calls. "Fleet seven fifty two descend to and maintain two zero zero." "We're out of three seven oh for two zero zero, seven fifty two." Passing through flight level 230 Center calls. "Seven fifty two, continue your descent on down to one seven thousand, Sheba International altimeter is twenty nine nine five." On down to one seven thousand, twenty nine nine five, Fleet seven fifty two." As you pass through Flight Level 180 the altimeters are set from 29.92 to the setting at Sheba, 29.95.

Time to tune in the ATIS for Sheba International Airport, 133.55, "This is Sheba International, information Delta. Sheba weather is indefinate two hundred overcast, visibility one quarter, variable to one half mile, fog, drizzle. Runway Visual Range for runway nine is two thousand five hundred feet. Wind calm, temperature two six, dew point two six, wind calm, altimeter two niner niner five. Landing and departing runway nine. Adivise on initial contact that you have information Delta."

ER, "RUNWAY VISUAL RANGE"...WHAT'S WITH THAT?

"Runway Visual Range", RVR, is an instrumentally derived value that is taken in the touchdown area of the runway. It is based on sighting either high intensity runway lights, or a contrasting visual target, whichever yields the higher value.

So?

This becomes important when an approach will be down to the nubs, as it will be in our present approach into Sheba International. Normal ILS minimums are with a reported visibility of 1/2 mile. This visibility is taken by personnel in the tower, viewing objects that are at a known distance from the tower cab. Or, more likely, it is derived from an instrument that is usually located mid-field so that it is representative for the entire airport. RVR, on the other hand, is specific to the landing runway, and even more specific, to the touchdown area of that runway.

More importantly, RVR takes precedence over the "reported visibility". So, "reported visibility" (the tower or the mid-field reading) could be less than 1/2 mile- ruling you out from shooting the approach. But RVR could be 2,400 feet which is the FAA equivilent of 1/2 mile. Now a nautical mile is 6,076 feet, and one half of that is 3,038 feet- so how can 2,400 feet be the "equivilent" of a half mile? Because the FAA says it is. So there.

Keep in mind that when you reach ILS minimums, usually 200 feet above the ground, you must see "something associated with the runway" in order to continue on for a landing. The FAA explicitly defines those "somethings" as:

- The approach lights

- The runway threshold

- The threshold lights

- The runway end identifier lights

- The VASI system

- The runway lights

So, if you reach minimums and cannot see the runway, but can see the strobe lights flashing at the end of the runway (the runway end identifier lights), can you continue the approach? Sure you can. But, the FAA has a caveat in there that states you cannot descend below the DH (Decision Height) without landing in the touchdown zone, and without doing any "wild" maneuvers.

APPROACH

Here is the approach plate for Sheba International Airport.

(Although not shown on this plate, the minimus for this aproach are 200 and 1/2- 200 feet above the ground, and 1/2 mile visibility), OR an RVR value of 2,400 feet.)

"Fleet seven fifty two, continue on down to one zero thousand, contact Sheba Approach on frequency one two four point seven." "We're out of seventeen point five for one sero thousand, Approach on one two four point seven. Good morning!" "Good day gentlemen."

At this point, you and your First Officer will have completed your descent check list.

"Good morning Approach, Fleet seven fifty two is with you, descending on down to one zero thousand, Delta." "Good morning seven fifty two, continue on down to five thousand, turn right heading zero three zero, vectors for the ILS runway nine approach." "Right to zero three zero, on down to five thousand, Fleet seven fifty two."

"Fleet seven fifty two roger, and the RVR for runway nine has just gone down to one thousand two hundred feet. State your intentions."

Well, here's a fine mess. Now the airport has gone below minimums, and in accordance with the FAR's (Federal Aviation Regulations), you are not permitted to even shoot the approach to "take a look". (As an aside, part 91 operators, General Aviation, are permitted to shoot the approach and "take a peek".) Well, let's see here. You have a gold-plated alternate- that's required by the regulations, and you have been checking on it while enroute, so you know that it is still good. But, you don't want your passengers to be dumped at another airport, and you do have some "linger fuel"- 40 minutes worth before you will have to strike out to the alternate.

"Approach, seven fifty two, we'ed like to try holding for awhile, see if the RVR picks up." Roger Fleet, it has been up and down all morning. Proceed direct to the Ralph VOR and hold East as published at five thousand." "Direct Ralph, hold East as published, five thousand, Fleet seven fifty two." "Roger seven fifty two, and you can expect further clearance at two three after the hour, time now is five to the hour." "Understand expect further clearance at two three, thank you."

"EXPECT FURTHER CLEARANCE"? WHAT'S UP WITH THAT?

Air Traffic Control cannot give you a clearance without a limit and a time. When you left Oxford you were cleared to the Sheba Airport- that was your clearance limit. What about the time? That was the time that you filed in your IFR flight plan. If you lost your communications radios, Center expects you to fly by your last clearance, and to depart the Final Approach Fix (in this case the Outer Marker for runway 9) at your departure time plus your filed enroute time. In this case, Approach has cleared you to a new destination- the holding pattern at Ralph. They also must give give you an "expect further clearance" time.

What would happen if you lost your radios while holding at Ralph? You would adjust your holding pattern such that you would arrive over Ralph at 23 minutes after the hour- your EFC time. Then you would proceed direct to the LOM (Locator, Outer Marker) for the ILS 9 approach, descend on the approach as shown on the chart, make a procedure turn, and shoot the approach. If you miss the approach, ATC expects you to fly the missed approach procedure and then fly to your alternate airport. This can really get mucky with a lot of "what ifs", and is good fodder for pilot discussions and drinks in a nice warm saloon.

BACK TO THE APPROACH

Crossing Ralph, and just getting ready to enter the holding pattern, Approach calls. "Seven fifty two, the RVR just went up to two thousand five hundred feet. Would you like to try the approach?" "That's affirmative, seven fifty two." "Roger seven fifty two, turn right heading two eight zero, vectors for the approach, descend to and maintain three thousand." "Right to two eight zero, and we're out of five for three, seven fifty two." "Roger seven fifty two, and I'm going to make this a rather tight turn-in if that's OK with you. Maybe we can get you in before the RVR bobs back down again." "No problem, we appreciate that, seven fifty two." (Nice guy, that fellow working Approach.)

At this point, while being vectored for the approach, you would complete your pre-landing check list. With gear down and approach flaps set, your target is Vref. Vref is 1.3 times the stall speed of your aircraft when in the landing configuration. In our situation we'll call it 130 knots. Nav, radio's are set as follows:

- Nav #1 to 108.5 the localizer frequency for the ILS 9 approach

- Nav #2 to 116.3, the frequency for Ralph VOR ,which is where you will go in the event of a missed approach

- ADF to 346 KH, the frequency for the Locator, Outer Marker

- Radar altimeter to 200 feet, the ILS minimums for the approach

The autopilot will be in the heading mode, with the heading bug moved with each new heading issued by Approach. The CDI (Course Deviation Indicator) on the HSI will be set to 090 degrees, the course for the ILS runway nine approach. The nav. is "armed" so that as you intercept the localize the autopilot will kick out of the heading mode into the navigation mode automatically. By the same token, the altitude hold function is engaged on the autopilot. It will automatically disengage and track the glide slope downward upon intercept.

"Fleet seven fifty two, turn right heading three six zero." "Right to three six zero, seven fifty two." "Roger seven fifty two, and descend to two thousand three hundred feet." "Right to three six zero, out of three for two point three, seven fifty two". "Roger seven fifty two, and continue your right turn to zero seven zero. Intercept to localizer on this heading, you're cleared the approach runway nine, maintain at or above two thousand three hundred until established on the approach." "On around to zero seven zero, cleared the approach, at or above two thousand three hundred until established, seven fifty two."

The localizer needle comes off of the left side of the instrument, and starts moving towards the center of the HSI. The glide slope indicator starts to twitch. The autopilot kicks out of the hold mode into the navigation mode, and starts to track the localizer. "Fleet seven fifty two, I show you intercepting the localizer at this time Sir, four miles outside of Penny, you are cleared the approach, contact Sheba Tower at the marker. The RVR is holding at two thousand for hundred feet." "Tower at the marker, and thank you for the quick turn-in, we appreciate it." "Not a problem Sir, good day!" "Good day to you Sir."

Now the ADF needle is pointing straight ahead, right at 090 degrees. The localizer is centered, and the glide slope bars are coming down. As they center, the autopilot kicks out of altitude hold into the "GS" mode and tracks the glide slope downward. You adjust power as necessary to maintain Vref. The ADF starts getting nervous, you hear a rapidly increasing "dah, dah, dah.....". The ADF needle swings abruptly around 180 degrees, pointing at the receding locator beacon.

You have crossed over Penny, the outer marker.

"Good morning Tower, Fleet seven fifty two is with you, marker inbound." "Good morning seven fifty two, not in sight, you're cleared to land, RVR is holding steady at two thousand four hundred." "Cleared to land, seven fifty two." The radar altimeter indicates 900 feet above the ground. You're following the gauges, your First Officer is cross checking his instruments with yours, and looking out the windshield.

Things happen fast now.

The radar altimeter sings out it's alert- you're 200 feet above the ground. You halt your descent. Softly you start to hear the "dit dah, dit dah, ...." of the Middle Marker. You reach up and flip the switch from "High sens." to "Low sens." The sound disappears, only to come right back again.

You are over the Middle Marker.

LANDING

"Rabbit!" Calls out the First Officer.

"Approach lights!"

You transistion from heads down to look out the windshield and see the runway end identifier lights. A flip of a switch on the wheel disengages the autopilot.

"I have visual!"

"I have the runway!" Calls out the First Officer.

"Visual on the runway!"

The aircraft is pitched up for landing. Touchdown! Nose down, power back, spoilers up, reverse thrust, deceleration. You are on the ground, safe and sound, rolling out.

ON THE GROUND, TAXI IN

"Fleet seven fifty two is on the runway." "Fleet seven fifty two, Sheba Tower. Not in sight. Taxi along with caution. Advise when clear of the runway." "Roger, seven fifty two."

Out of the murk appears a sign: "I".

"Sheba Tower, seven fifty two is clear of the runway on taxiway I." "Thank you seven fifty two, still not in sight, hold in your present position, contact Ground, point eight." "Seven fifty two." "Good morning Ground, seven fifty two is clear of the runway on 'I', holding short of 'F'." "Thank you seven fifty two, Sheba Ground, I can see you now. Proceed with caution to the ramp, via taxiways 'F', 'E', and 'B' to the terminal ramp and the gate." "Understand, seven fifty two." "And seven fifty two, how were you're conditions on the approach Sir." "We picked up the runway environment right at the Middle Marker, I'd say that the RVR is pretty accurate." "Thank you seven fifty two, proceed to the terminal ramp as cleared." "Seven fifty two."

AFTERMATH

It is, of course, impossible to present all of the possible scenarios for a flight such as this without boring the reader out of his skull. I hope that what you have read proves of value to you in understanding just how a flight can, in this case anyway, get from "A" to "B".

If you have any comments, corrections, of suggestions on this tutorial, please email me.

This tutorial is available on a CD

This tutorial, along with additional content, is available on a CD. Click here for more information.

This tutorial based on a suggestion by Terry Tollin. Thanks Terry.

6/28/02: The note on ATIS broadcasts, and a change from the duplication of the designator "Dolly" was made after receiving input from Purushottam Sane.

3/13/03: Clearance readback "Direct Ralph (vs. Penny) corrected. Thanks to Kimera Koff.

Click to return to the Aviation Tutorials Index