George

Australias First E190 almost ready for delivery First Photos sky190.jpg[/attachment:2msv9n9p] [ATTACH]17753[/ATTACH]

Quote: Brisbane, Australia — (29 March, 2007) – Solomon Airlines, the national airline of the Solomon Islands, today announced its plans to introduce a new 76 seat Embraer E-170 aircraft, an important component of the airline’s growth and transformation. Solomon currently serves Brisbane with 6 round-trip flights per week to Honiara, with connecting service to Espirtu Santo and Nadi. With the new aircraft, Solomon Airlines will introduce additional services in May 2007. The E-170 has been secured through a strategic partnership with Australian operator SkyAirWorld. This alliance will allow Solomon the flexibility to add to its fleet as needs and opportunities arise. Solomon will utilize the E-170 for at least three years. Taking a random date in July, here's Solomon Air's EMB170 schedules for BNE-HIR-BNE: Code: Brisbane - Honiara IE701 TUE BNE/HIR 10.00AM/14.20PM IE703 WED BNE/HIR 09.00AM/13.10PM IE701 THU BNE/HIR 10.00AM/14.20PM IE701 FRI BNE/HIR 10.00AM/14.20PM IE701 SUN BNE/HIR 10.00AM/14.20PM Honiara - Brisbane IE700 MON HIR/BNE 12.40PM/15.10PM IE700 TUE HIR/BNE 15.10PM/17.40PM IE702 WED HIR/BNE 19.20PM/22.00PM IE702 THU HIR/BNE 15.10PM/17.40PM IE700 SAT HIR/BNE 13.30PM/16.00PM Solomon's lease on Airclass Airways 733 EC-JSL finishes soon and will quickly be replaced by the EMB170... In other news, Air Pacific will also be running (during busy winter months) an extra Sunday 73H NAN-BNE-NAN flight (in addition to the 767-300) departing Brisbane late at night.

:lol: kind of like buying into windows vista as soon as its released better of waiting for Vista sp2 to come out

many of the initial problems with the aircraft are quickly being sorted out with new software loads Virgin have been wise to buy these jets when they have, and not earlier.

While Im here, had an interesting flight into hong kong a few months before this video. Was a wake turbulence encounter. We began the approach into VHHH 07L and were following an African Airlines A340. We saw them go ahead of us, looking hot and high from about 20 nms out. We made lite comment on it as we perceived it to be quite above profile and joked they would be working hard to get it stable on the ILS. We rolled out onto a heading of 040 to intercept the ILS at 3000 feet, and got a dual capture of the ILS. We were now trailing the A340 by 7nms, watching the tcas diamond on the 5/10 nm radar ring on the MFD. Everything was going along nice and smoothly until passing 1500 feet, and the aircraft began a roll to the right, and quickly became a significant roll to the right forcing the autopilot to disconnect. Taking over manual control and rolling wings level, we began to pullback and try to climb over what we suspected was the wake turbulance from the 340. Climbing slightly above the glideslope put us right into the invisible core of the wake turbulence, and immediately induced a very strong roll to the right, overcoming the full aileron and spoiler deflection to the left trying to at the least counter the roll. This was fruitless as the aircraft continued to bank uncommanded in excess of 45 degrees, and was then as a last resort, did we push in full left rudder in an attempt to help counter the roll, and at the same time pushed forward on the yoke to get back below the vortex. This disengaged the aircraft from the strong vortex, and we recovered the aircraft by 1100 feet. The significant vortex flow over the aircraft then caused the many pressure sensor failures, resulting in windshear protection fail, and ias probes 2 and 4 to fail, additionally no stall buffer protection. We bugged the airspeed up 10 KIAS, and flew with fingers guarded with white knuckles on the TOGA buttons incase we again encountered the wake vortex at low level. Got on the ground and reported the incident to ATC, whom confirmed we were never closer than 6 nms behind the heavy, and we are classified a medium weight aircraft. The 340 intercepted the glide slope from above at approximately 1500 feet, and it is thought, that the extra induced drag at this point created a very strong vortex, and in the calm, but slightly downwind breeze, was perfect conditions to keep the vortex up for our passage. FUN!!!!!!

Just saw Glenn's post re you-tube videos, so thought an interesting idea to open an account and upload some videos too. Hong Kong Airport is very susceptible to wind-shear, and is reason for many missed approaches, and has been suspected to be the cause of Chek Lap Koks first crash landing. This video was taken in an Embraer E170 landing into VHHH 07L. We get a wind-shear caution just above 50 feet. A moments hesitation then continue to land. If wind-shear warning, would warrant mandatory missed approach, though at this altitude, one would wonder whether it would be better to try and effect a landing instead. <object width="425" height="350"><param name="movie" value=" type="application/x-shockwave-flash" wmode="transparent" width="425" height="350"></embed></object>

welcome rizzle My first Retractable - CSU endorsement was on the Arrow PA28R aswell. I remember the great solid feel to the aircraft after flying the Warrior. Many fond memories of the Piper Arrow.

If any one has any questions, feel free to ask. Lots of lessons to be learnt, and pass on.

The engineers took 2 days to fix the aircraft. The crew used that time to relax, ride the elephants, catch up on the sights, sounds and delicacies of Changmai......and last but not least, pay homage to the big temple on the hill that overlooks the airport. http://www.chiangmai-chiangrai.com/wat- ... uthep.html

THE END The Ground Handling Agent meets us at the door, and guides us through customs and immigration. She advises that the hotel has been booked, and she will arrange for a crew bus to pick us up outside of the terminal, but for some reason she has some final duties to complete, and is unable to walk us through the terminal.... The cabin crew, clear customs first, and the flight crew hang back to collect the last of our bags... As we clear immigration, and come around the corner, the cabin crew ahead stop dead in their tracks, moaning under their breath subtle but audible expletives!! 75 very upset and angry passengers lay up ahead in wait for the the crew, clearly having come to their present state of mind, by being left for the past 6 hours at the airport, with no news, no information, no respite, and worst of all, no-one to talk to regarding the delayed flight back to hong kong, and now just having boarded the aircraft, only to disembark again, are extremely annoyed that they have no where to stay. They want someones head to roll! Crew stay close, don't panic, don't say anything, leave all the talking to me....... as the crowed come rushing over "Excuse me, excuse me, captain george, george hello....george.." The lights, the sounds, the images of the faces of the people at the wedding party, all come swimming into view, oi george, have you been listening at all to a word Ive said! "Hey what, Oh yes, sorry bout that....." "Pilots, you are all the same, all you ever think about is flying!!!!!! So Boring!!!!!"

Break the Chain! The E-jet pulls up at Bay 1 in changmai, and rapidly deplanes the passengers eager to get off before they are taken for another joy ride. By this time the sun has long since sank below the dark hill to the west, and what ambient light remains is absorbed by the heavy rain clouds overhead. A quick turnaround ensues, no re-fueling required, just load the next lot of bags, and next lot of pax, and we are good to go. The agent advises us that the pax are extremely upset, but are happy to finally see the aircraft, and be ready to board the flight back to Hong Kong ASAP. Quick browse through the weather forecasts, indicate thunderstorms enroute, and weather deteriorating in Hong Kong. Brief chat to the crew, see how they are coping, its been a long day, they are tired, theyve been going now for 12 hours already, still another 2 and half to go. Ready for pax, lets go home! Clear Pushback "Clear to start engine no 1" - "Starting Engine no 1" "Engine No 1 start normal" "Clear to start engine no 2" .... BLING - TRU 1 FAIL Argh - Damn. Cockpit to ground hold position, we have a small technical problem "QRH for TRU 1 FAIL please" ......Checklist complete. Wont reset. Lets just try engine 2, and see if it comes back online. "Starting number 2" - "Engine 2 Start Normal" Nope no good, lets go back to the bay...DAMN..... "Ladies and Gentleman, your Captain speaking, most sincere apologies, we shall be returning to the bay to try and correct a small technical problem" Onto engineering ... bzzz bzzz, bzz bzzz "Hello...yes me again...that damn TRU just tripped offline again.....what, powerdown/powerup.....your kidding, i got pax onboard, and its pitch black outside.....standby, I'll call you back." "Cabin crew to the flight deck please" Guys we got the TRU failure again, engineering wants us to try rebooting the aircraft. Can you collect some torches and stand evenly down the aisle, and turn the torches on, when the lights go out. "BREAK THE CHAIN - BREAK THE CHAIN - BREAK THE CHAIN What am I doing, what am I thinking, as I look across at the FO, and then look down the aisle at the cabin crew, making eye contact with each of them, they are all standing there looking back towards me as thoughts start ticking through my head......this is ridiculous, they are looking at me, looking for that leadership quality to decide what is best. They are a good crew, they are a tired crew. They are MY CREW. Stuff this..... the weather is bad in Hong Kong, enroute doesnt look so flash, we are all getting fatigued, there is something actually wrong with the TRU1 and should the second TRU fail things wont be looking too good all..... how does this sound for a plan....we simply wait here for five minutes, then call engineering back and simply tell them the powerdown/powerup didnt clear it, then we go find a place to spend the night here in Changmai, and we'll just have to sort the problem out tommorow. OK! "Ladies and Gentleman, the Captain speaking....I sincerly apologize but I am afraid this aircraft has now suffered a technical problem that will be unable to be rectified until tommorow......... Ok crew, lets pack this aircraft up, and go find a place to rest. Walking away from the aircraft as we head towards the terminal I ask"How were the pax when they left?" - "Pretty darn upset!!!!! " As I look back towards the aircraft, for a moment I'm sure, a dark shadowy figure, kicks the front tyre of the jet, and then evaporates into the murk......

Dont ask! "Hi guys, where have you been, we are almost ready to go?" "Dont ask, you dont want to know" says a very flustered Flight Purser - "K, i can live with that" "Hey whats with all this water" - "hehe dont ask, you ordered it!" Its the best part about having a small crew, even when obstacles of all nature are being thrown in ones path, its the humour and unity that keeps you going. "If you cant pack it all, let me know and we can stow the left overs in the cargo hold, how long before you think the cabin will be ready for pax" - "Not long, cleaners are all done." - "Great thanks, let happy jonny know the good news when your ready to board" Its not long now, and the passengers have jumped off the bus, trudged up the stairs for another crack at Changmai, to be greeted at the door with a grin and a 1.5 liter bottle of water each. The weather on the forecast for changmai has improved, aircraft has fully refuelled, clearances copied down, and FMS all setup for the departure. Its at this time we look forward to see all the bins, equipment and other vehicles, being removed from the front of the aircraft. Mmm strange. Still no sign of the tug. At last a clearance comes through from tower allowing for engine start up. A quick call to the ground mechanic, to find out how long before the tug arrives..."Um sir, no tug, we do not have a towbar, and no pushback available" - The penny drops, of course, now I understand why it took so long for the ground frequency to find us a bay. Our company must have contacted ground services ahead of our arrival, to inform them that the E-jet requires its very own, one of a kind, cant use any other kind, of tow bar, and thus, requires a taxi in taxi out bay. It is at this time, that you see alot of work going on behind the scenes trying to keep the operation going. In the mean time the bay we parked on, was being turned into a makeshift taxi in taxi out bay. NICE "Hong Kong Shuttle, clear taxi straight ahead, left onto Charlie, left at echo, right onto bravo, hold short delta." A few minutes into the future, and the little E-jet reaches for the sky dragging its wheels back up into its bays, as it soars upwards like a home sick angel, no performance figures for a reduced thrust take off out of Bang Kok, so the boys have the rocket ship wound up for a full thrust take off. An hour later, the wheels drop from their wells, and accept the 32 tonne weight of the aircraft and its payload as it arrives at a well flooded airport in changmai.

So cheerful "Captain, what would you like to do with your passengers" enquires the chirpy smiling agent from aerocare, whom soon became affectionately known, as "happy jonny". Jonny, please disembark our passengers, take them to the terminal, and organise for them all, meal and drink tickets please. (I'm sure the company is gonna dock my pay for that one, but hey, they been through quite a bit). We need to organise some maintenance on the aircraft and we are not sure how long we could be parked here. Advise them all that we will be here at the minimum 1 hour. "Oh yes Captain, with pleasure sir. An hour will be perfect as your aircraft has now been temporarily impounded sir" Jonny's face seems to get wider with a grin the more he speaks. "Impounded you say, for what reason?" - "it is ok sir, it is nothing, your company is completing the required paperwork as we speak, and should be completed and the transaction processed in one hour, - your aircraft sir landed in Bang Kok without a clearance" A quick glance at the FO as a puzzled look crosses his face too, "PIGS BUM we landed without a clearance, the tower cleared us to land!!!!" Still smiling "No sorry sir, you misunderstand, your company has not received approval from the authority to fly to Bang Kok" - "Ok thanks jonny, we'll leave that to them, as we got a more pressing items to sort out. Any chance you could collect our flight plans and updated weather for changmai, and possibly organise a fuel truck for us." - "Yes sir, everything has been organised already sir, and shall be ready once your aircraft has been released" - "Thank you Jonny" "Captain, Flight Purser here, can we order some bottles of water, and then go to the terminal?" - "How many bottles?" - "About a dozen will do it!" - "Ok sounds good, be back in 30 minutes" Bzzzz Bzzzzzz "Hello, yes, engineering, great!. Yes you got my message. We have a problem with that TRU you signed off earlier today.....yes it went off line again and caused all kinds of fun.......bad power up you say.....power down the aircraft, wait five minutes, power up again and see if it clears?........OK, will give it a go, call you back" As mentioned before, this aircraft is part plane, and part computer, and alot of problems can usually be cured by simply doing a "reboot", which, funnily enough is something most people operating MS windows are more than familiar. When we first took the embraer e-jet into service, a powerdown/powerup cycle was almost a daily occurrence, sometimes requiring multiple powerdown/powerup procedures. It became so common in fact that one day, a particular funny mechanic, quite witty in fact, came to the cockpit at our request, to listen to our report on a most annoying defect with the radio altimeter. Whenever we passed 6000 feet on descent, and over water, the radalt would start to trigger the landing gear aural warning, the aircraft would cry out "landing gear, landing gear" all the while through 6000 feet to 5000 feet, and forbid the time when atc hold you at that altitude. This makes it very difficult to listen to radio calls. After listening to our plight, he burst into deep throes of laughter, and was last heard leaving the cockpit saying...."hehehe, when you get that problem again, power down, wait 5 minutes, power up....then problem gone!!!!! HAHAHA" This may not make sense until you realize that to reboot the aircraft software, all powersources need to be turned off, wait 5 minutes, and then back on,, including engines/apu's/batteries etc. The ole boy was laughing so hard in jest that it would take less than 5 minutes before the glider would become a boat, completely fixing the problem! Five minutes later we have rebooted the E-jet, and funnily enough the TRU 1 has cleared itself and back online. "A quick call to engineering has them informing us that we are all good to go. After many objections to their conclusion, it finally comes time to admit defeat as its about impossible to argue the point, as they explicitly state, that we do not have a problem anymore because it is NOT FAILED." Ka THUMP. ka THUMP.... What the heck is that. A quick check through the cockpit doors sees a chain of people lined up along the air-stairs, passing to each other, huge boxes of an unknown item, and piling them up in the galley. Hey guys whats going on. Your water sir. Oh geez, looks like someone got their wires crossed, I think my flight purser said they only wanted 12 liters of water, not 12 boxes of 9 x 1.5 liter bottles!!! "Sorry sir, too late now sir" - "We only have 46 passengers, and we don't intend to give them all a bath just yet" Speaking of which, now where are those cabin crew?

We taxi, we stop, we taxi some more, we stop again....... "Hong Kong Shuttle, clear to cross the active runway 21R, right onto charlie, cross romeo, and hold short of Oscar, but remain clear of papa, behind the Thai 747, follow that aircraft until India." comes the very clear and precise instructions from the ground controller, didn't think he would ever come up for air after that one.... "Ah k, first right then follow the Thai 747 on the left, hold short India. roger.Hong Kong Shuttle" Thank goodness the tiller is on the captains side, as sweat begins to drip from the brow of the FO, as he tries to make sense of what he sees outside, and tries to align that with his jepp plate on the inside.... "Shuttle, the 737 on your left will enter charlie ahead of you, behind the 737, turn left into India, then right, and hold abeam Hotel, till we work out what to do with you." mmm sounds interesting...... After 5 minutes holding at this position "Ok shuttle, we have an aircraft ready to push-back where you are, taxi right into Hotel, left on charlie, left on alpha, then follow the yellow line till abeam Bravo XX." - "Right on Hotel, Left on Charlie, Left on Alpha, will call when on the yellow brick road, HK Shuttle" With the yellow line in sight, the FO relaxes back into his chair, as we follow the twists and turns till abeam the Thai Catering Office, and await a final 10 minutes whilst a Bangkokair 717 pushes back in front of us. Oops the passengers..ding dong..."Ladies and Gentleman welcome to Bangkok, we do apologise for the short delay, we shall be parking at our gate shortly!" Hey, someone is waving at us from that bay over there with sticks! - Well can u please tell ground that we have the marshal! "Shuttle, clear taxi to your bay" Parking Brake set, Apu online, engines one and two selected off, rotating beacon off, seatbelt signs off. Shutdown checklist please! "ground to cockpit, chocks in position" "Thankyou, on chocks this time, and parking brake released" A quick glance at the fuel gauges - 1100 kgs remaining.....

Hi Thuvt, As a fellow newcomer to this forum, welcome to the forum :lol: From vietnam you say, well, i must tell you, a few months ago was my first trip to vietnam, flying into a small airport called Hai Phong. Airport controllers and staff were ever so friendly, i cant wait to go back there one day on leisure as opposed to business. If your interested in some stories, Ive just written my "first ever online story regarding an experience ive had whilst enjoying my job. Titled, its a boring Job. It may contain a few technical terms, but has some pictures too http://www.theaussieaviator.net/viewtopic.php?t=4656

This boring true story does continue, do you want to hear more?

Come on Come on..... TO - WAS THAT A GOLF BALL The next 20 minutes drag, eyes are glued to the screen following the path of little blue diamonds zipping around the MFD (TCAS on Multi Function Display), like a computer game, entranced as you watch them duck and weave in and around big blotchy patches of surreal red, watching and listening, to see if they stop, or continue past the marker on the map indicating the spot named Bang Kok International Airport. Attention broken only by the incessant sounds of a calculator, tapping away, constantly crosschecking the fuel calculations against the fms. You can just feel the ominous presence, as the dark stranger leans further into the cockpit, becoming bigger and bigger as every precious minute passes, overlooking both of you like a sim instructor watching the obvious go bye unnoticed. "Hong Kong Shuttle, Cleared for ILS approach 21 left" The cockpit becomes re-animated, as fears of impending paperwork dissolve. The dark stranger leans back, and gives a bit of breathing space, as though you bust through his latest ploy. You beauty, lets bring this bird to rest. As the FO begins to plan his run through the gauntlet, the captain quickly briefs the passengers and cabin crew, on the present weather in Bang Kok, and other such niceties., and to prepare the cabin for landing. The cockpit darkens as the massive thunderhead looms overhead, consuming any part of the sky that's blue and bright. A couple of tough choices ahead, trying to decide the best path through, with not alot of room left, the controllers have already vectored us for an abbreviated ILS to avoid the main brunt of the Storm, localisers wiggling, itching to race across the screen like a kid playing in traffic. An anxious look from the FO, asking for a little support, "Mate, drive through that lil sucker (term for finger coming out from the storm), its gonna be a heck of a lot softer than terra firma, just keep it at turbulence penetration and push straight through. I'm not eating rice tonight." We each reach for the grab handles, and wait.... boink, barely enough to spook your grandmother, and voila, there we are, in bright blue skies, heading for a double capture on the ILS. Gear Down, Flaps 5, "Hong Kong Shuttle, you are cleared to Land 21 left" "HANDING OVER" says the FO, emitting a long sigh of relief. "Hey what do you mean handing over, its all smooth sailing from here" "I know but I'm not gonna be responsible for stuffing up this landing and forcing a missed approach" What a perfect first officer, well on his way to a quick command, leaving all the glory for the captain to fly the remainder down the ILS in perfectly still air, putting the aircraft down on a lovely soft wet runway! Like after any real good work out, terra firma honors your arrival by reaching up, gently putting her hands around the wheels and lowering them to the ground with grace, squeak squeak! Wow, didn't realize ones lungs could hold so much capacity, as the sigh of air from both sides of the cockpit continues in one long breath all the way through the roll out. For those of you that have visited Bang Kok Airport (Our first time), what a bizarre sight it is to see, whilst holding at the active runway holding point waiting to cross, and seeing golf balls tee across your windscreen, as golfers play through the course on the land between the parallel runways. Was enough for any serious crew to burst apart into laughter!

To save space, through out the charts you'll only ever need when its really needed! Like monks, after what seems like an eternity of page flicking, (to find what normally takes mere seconds), a coalescence of conscious thought returns to the cockpit as we both mumble into the interpilot intercom the discoveries, the past few minutes have yielded. "So mate, what did you discover?", the facial expression says it all as the words leave his mouth. It is at this moment that it hits you, connecting the dots, the greatest gift to expat pilots venturing overseas, of "Jeppesen Amendments miraculously being updated by pixies and elves", is not quite the glorified fable it is meant to be. Like being told the truth about Santa, it dawns, that in reality, the real reason that you now see the poor little office girl, spending so much time in the office lunch room chatting, is because she has ingeniously devised a deal with the devil to reduce her eternal life sentence shifting mountains of amendments each month to the lesser category of Hills, by removing the completely waste of space charts covering the lessor known airports from the route manual. This not only saves her from having to amend the said little airports, but also saves the crew complaining about how full the jepps manuals are! "Sorry Cap, I'm looking right where it should be, but the plates for Utapao are just not there" A quick check of the second copy of jepps, provides the same revelation. GOLDEN RECTANGLE - flashes briefly in the mind "Oh well, plan B, from the performance charts, if we reduce our rate of descent to 500 feet a minute, and enter the hold continuing the descent, we can stretch the fuel to allow us to hold for 26 minutes, + fuel to get to airport from the holding fix, + the 700kgs fixed reserve." OK, lets give that a shot, if things look critical we simply declare an emergency and then drive straight in to the airport! - (internal voice - "BREAK THE CHAIN") "Bang Kok Approach, Shuttle can accept the hold for Bang Kok" "Shuttle cleared to enter the hold, and will advise when cleared for the approach"

Small Interlude, must get to work, will try and add more to the story tonight!

Where the Heck is Utapou Commencing Descent we are handed over to Bang Kok Approach. Bang Kok approach frequency is clogged with aircraft being diverted left right and centre. But finally a small break in the congestion to get the call out. "Bang Kok Approach G'day, Hong Kong Shuttle, on descent to Flight Level 260, in receipt of Victor (well its sure looking unattractive :roll: ) "Hong Kong Shuttle Sa-wat dee Khráp, cleared to enter the holding pattern, expect to hold for 30 minutes." Without even breaking for thought I hear myself reply "Negative, unable to hold for 30 minutes due min fuel" But surely wasn't expecting "Ok Hong Kong Shuttle, if unable to hold for 30 minutes, you cannot land in bang kok - what is your intention." Both crew look at each other, and for the first time are unable to compose good grammar - shit "If unable to be cleared for Bang Kok, do you suggest an alternative airport we can fly to" A few minutes pass, then reply "Hong Kong Shuttle, you can fly to Utapou" "Say again" - "New destination Utapou - what is your intention" "Standby!!!" 10 minutes of thought races through ones mind, in what must actually be only 2 secs in real time. The crew stare at each other momentarily whilst a plan formulates. CRM kicks in - "Right mate, you jump into the charts, and find where the heck Utapou is, and if we have any approach plates, and I'll grab the performance charts, and see just how long we can hold for." - "Roger" - "Let me know when you find something! In the mean time, slow this sucker back to 230 Kias min drag speed, and set descent rate to 1000 feet per minute" Just like in the cartoons, manuals and paper starts flying around the cockpit. Buttons on calculator getting a workout overtime, as it searches urgently for a way to produce more fuel.

Must be dorothy on her way to kansas As Bang Kok airport starts to creep into view on the on-board mapping system, the radar starts to paint the most ugliest picture. The greatest storm front one has seen for a long time, extending the radar further out and back, to get an appreciation of its size, indicates that this super cell thunderstorm is about 50 nms wide.... Both pilots in unison bleat, geez, hope that sucker is moving away from the field. Another quick check and calculation of the gauges shows that we have approximately 20 minutes of extra fuel, then we become a thirty million dollar glider looking for a thirty dollar paddy field. Just an example of how the radar looks on the E170

National GeoGraphic - Air Crash Investigations The golden rectangle springs into mind, as the events of today start to replay through the mind. Can see it all now as the National Geo TV program show the typical chain of events leading to final conclusion. Capt has heated discussions with management, late to aircraft, technical problem with electrical equipment that fails later in flight (at the most in appropriate time i might add, how inconsiderate!) the notamed unserviceability of the ILS Precision Approach at the destination, the language barriers between the flight crew and control frequencies, the companies minimum fuel policy... and in the words of Jack Johnson... on and on and on it goes..... With a new sense of awareness and heightened alert, comes a clear resolution.... GOT TO BREAK THE CHAIN....... The ole CRM slogan that is constantly hammered into crew each year on ground training days. BREAK THE CHAIN

Wouldnt mind a coffee No time to waste...... Approach charts for changmai go flying and end up all over the floor behind the seats, as new charts and approach plates are pulled from the jeppesen libraries. One Tuning and identifying the new en-route navaids, as the other starts to work out which STAR and Approach we can expect for Bang Kok, the two guys up the front are really firing up to work as one. The Sim training captain would be proud! A few moments to spare, right time to inform the passengers that they have all scored a free trip to Bang Kok. And then perhaps call the flight attendant for another coffee. "Sorry Captain, there seems to be something wrong with the kettle in the forward galley" - Damn! Probably due to the TRU 1 going off line. "Um, how about the kettle in the rear Galley" - "One moment, will call them....yes its hot down the back" "Great news, and can you bring a chinese tea for my mate too please!" click... Time to send a quick message to company via ACARS, advising of the divert to Bang kok. A quick chuckle as we recieve the reply "Why?" Could just see them now, the lads in the flight operations department standing there looking like stunned mullets, in disbelief that the day has come, that one of their aircraft is actually having to use the flight planned alternate!! Then would be the hive of activity, as they contact whoever it is they need to inform, of our impending arrival into Bang Kok. Another quick status check on the fuel, and the First Officer briefs the arrival and approach into Bang Kok. Not too Bad, looks relatively straight forward...... Bing Bong, the security bell rings, as the Flight Attendant calls to unlock the door, a quick check of the security cameras, and with the all clear, unlock the door..... Moments later, all is calm and serene as we sip on our hot beverages and quietly reflect on the flight so far. It is at this time that I notice a strange feeling. A movement out the corner of my eye, as a dark shadow moves behind the seats...... The Dark Stranger has come aboard........how long has he been here for......has he come to collect!!!!

Nice, a big improvement The next approach begins, and working more closely as a team this time round, the First Officer shows how to conduct the perfect missed approach. WELL DONE, its great to see the skills come out that the interviewers look for in the Simulator at recruitment time. Improvement A nice orderly missed approach conducted, and a quick call to approach advising of request to divert to the alternate gets things a little exciting. Changmai Approach declare that they can turn on the ILS and have it ready in 15 minutes. The crew look at each other, look at the fuel gauge, and quickly make the decision.... how tempting is that, but NO!, the planned alternate is 305 nm miles away, and we cant risk the possibility of another missed approach resulting in no where to go. "Negative, request diversion to alternate airport" "Hong Kong Shuttle cleared to Bangkok Via Flight plan Route" We have 30 minutes to prepare ourselves for flying to an airport we have never been to before. ..... doesn't end yet.... to be continued

support support, is anyone going to support The FO is a very bright young chap, born and bred in hong kong, and only a few years younger than I. But still young enough to believe in the fact that we are immortal and nothing will ever happen to us, it is from this perspective that i look at him, seeing his arm on the thrust lever like it is an armrest waiting to disconnect the autothottle for the landing. As we approach the minima, I call to get ready for a missed approach, and I eagerly begin looking out the front window scanning for any clues of cloud break. Becoming slightly irritated that the thrust levers are still being used as an arm rest, and not guarded in preparation for a go-around. Now this is where the little picture springs to mind of an email that came around showing the image of the captain from different peoples perspective, i have to laugh, as when i tell this story, I cant help but think of the image of how the captain sees himself. 100 Feet above the minima, we break out of the cloud, and immediately begin looking to see where the runway should be, directly below us we can see rice paddy fields all full of water, and is clear most of the way up until where the runway should be, all we can see there is a very thick blanket of fog and misty rain. We push on a little further down still trying to give ourselves a chance to spot any sign of lead in lights, but nothing, so eventually give the call to go-around......... As the FO frantically scratches around for the TOGA button, i give the call to tower that we are going around, a response to which was a little unexpected.."Hong Kong Shuttle.. clear to land!!" "ah negative, we are going around - conducting missed approach" to which the final response "OH OK" As the nose pitches up, and the Thrust starts to kick in, something goes BLING - TRU 1 Fail. Damn! Just as the aircraft re-enters the cloud and just prior to reaching full thrust, the increase in engine speed sends the TRU 1 offline, resulting in the Autothrottle and autopilot disengaging, and worst of all, the captains screens all blinked off. The worst part of operating an all glass cockpit, is that all of your instruments are located on your LCD screens in front of you, and as the pilot not flying, the map screen was selected to terrain mode, with the FO's screen selected to radar. Workload in the cockpit suddenly increased ten fold, as Master Warnings and Master Cautions all started appearing over the EICAS along with flashing alarms buttons blaring for attention, as the effect the TRU 1 going off line temporarily shuts down certain systems, whilst the automatic bus transfers take place. Whilst all this is occurring the missed approach altitude is rapidly approaching, and the thrust levers had inadvertently began to travel backwards, resulting in declining thrust and reducing airspeed. With loss of terrain awareness and no screens, the cockpit began to fill with the loud sounds of orders barking across the cockpit. TOGA TOGA TOGA, get those damn thrust levers into TOGA. Break right, lets get out of here! With the thrust levers again being slammed into TOGA, the aircraft races towards the missed approach altitude with no sign of stopping, getting in a rapid radio call to the tower requesting a climb to 5000 feet to cover an imminent altitude bust being approved. Getting settled into the climb back to the MSA, things begin to relax, the auto electrical transfers take place, connecting DC bus 1 to DC bus 2 as the EICAS messages clear, and the warnings all extinguish, leaving a few caution messages to be dealt with the QRH. Thankfully the captains screens returned. We are transferred to approach, and request radar vectors for another approach with holding to sort out a few technical issues. A response from approach "ah standby" sends alarm bells ringing. "Hong Kong Shuttle Track as required"..... GREAT!!!!! Whilst quickly reloading the FMS for another approach, and holding pattern, the FO does a great job of navigating raw data back to the IAF. We request to maintain current heading for 15 nms, then return on the reciprocal track for another VOR approach. "APPROVED" A Quick check of our position against the MSA's on the chart shows we can now begin work on the System failures remaining on the EICAS. A call to the Flight Purser to advise the situation, and request they give a PA to the Pax, as we are quite busy in the flight deck at present. The response "i dont know what to say" soon indicates the need for the Captain to make a quick PA to the passengers. All the QRH items carried out, resulting in the TRU 1 switch being selected to the OFF position, and clearing most of the other messages. A check of the fuel on-board gives us the ability for one more approach, then its bug out time for the alternate. "Hong Kong Shuttle ready for approach" "Hong Kong Shuttle cleared for VOR DME 36"`