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 NEWS 30 October
1998 
SA 24 October 1998: Some words about how my aircraft will
be equipped for my flight to South America: To fly that far you
need enough fuel, a good communication and navigation capability,
reasonable comfort as well as good emergency equipment.
Fuel: My two wingtanks have a capacity of 98 liters (26 USG)
each. At altitudes above 10'000 feet, the fuelflow may be reduced
to 22 liters (5.8 USG/H) per hour thanks to the electronic LASAR
ignition system and good leaning. To lean the engine means to
give it just enough fuel to function properly. The ferrytank
I built is installed on the back seat. It fits very tight and
can only be lowered into the cavity when throttle, rear sidestick
as well as the sidepanels are taken out. It takes 206 liters
(54 USG), has a sump and ventilation. The fuel goes trough a
fuelline forward to the fuel selector and from there to the engine.
I am able to carry for very long flights up to 402 liters
(106 USG) of AVGAS, the specially formulated fuel for aviation
piston engines which works also at high temperatures and at altitude.
This will give me a theoretical range of 2'558 NM which is equal
to 4'737 km in just over 18 hours. Of course in reality this
will be lower due to the heavy take-off weight. But it is reasonable
to assume a still air range in excess of 4000 km if the flight
may be conducted at optimum altitude. If the aircraft is flown
slower to conserve fuel, the range may even be increased.
Navigation: Installed is a King KLN-90 GPS (satellite navigation)
which is coupled to the autopilot. Then I have a Garmin-195 GPS
with moving map as backup. Conventional navigation is done with
a King VOR/ILS receiver. Of course the respective databases for
Europe as well as for South America will be on board.
Communication: I will communicate with a King VHF transceiver
and over the South Atlantic with a short wave radio. This is
not permanently installed and will during the crossing have to
be carried on my knees. As I have a sidestick, this should be
no problem. To dampen the noise I carry a Bose headset with active
noise canceling. This means the engine noise is electronically
cut out which is a big help to minimize fatigue. A good intercom
helps to manage the whole audio comfortably.
Instruments: There is a vacuum driven artificial horizon as
well as a girocompass installed. As a backup the turn and bank
of the autopilot which is driven electrically comes in handy.
The VM-1000 by Vision Microsystems proved its usefulness many
times. It not only shows the primary engine parameters like RPM
and manifold pressure but fuelpressure and flow in liters
per hour, oilpressure and temperature as well as volts and
ampere are shown. Each cylinder is separately checked and cylinder
head temperatures and exhaust gas temperatures are shown individually.
This is very valuable as it shows early trends if something shouldn't
work one hundred percent.
Comfort: To sit comfortably I have filled my seating cushion
with temperfoam. This material behaves differently to normal
foam and was developed by NASA for the astronauts. When it is
cold it is hard as stone. As soon as it gets warm, it stays firm
and follows exactly the body contours which makes seating to
be comfortable even on very long flights. Of course I have a
small heater in front which helps to keep the feet warm in subzero
temperatures. As I have to drink enough enroute (the goal is
at least 0.2 liters of water per hour) part of this has to leave
the body again. This is done via a relief tube which drains behind
one of the wheel pants.
Engine: I have installed a factory new Lycoming O-320 engine
which develops 160 hp. To increase take-off performance especially
on airports which are high and in the tropics I had to install
a Muhlbauer variable pitch propeller.
Baggage: I carry my baggage in two underwing-pods and a baggage
pod which sits on top of the auxiliary tank. Additionally small
items might be stored in two compartments in the wing root. It
is not much I am able to take with me, but as Africa has shown,
it is enough.
Emergency equipment: I carry a first class liveraft which
doubles as back cushion. Over water I shall wear a livewest which
has a watertight ELT (emergency locator transmitter) attached.
A second ELT is installed in the aircraft and I carry the Breitling
Emergency, a high quality watch with integrated ELT. Gérard
Moss of Rio additionally lends me his EBIRP for the trip. This
is the latest generation emergency beacon which also transmits
on 406 Mhz. It sends a coded signal to dedicated orbiting satellites
and should help to pinpoint a given position to two nautical
miles worldwide. I have a small emergency package in my flightsuit
at all times when I fly, while a larger one is carried in the
baggage pod in the rear. Hopefully all this equipment won't be
needed.
Miscellaneous: To write my diary enroute and to communicate
I have a Toshiba Libretto computer on board. It can be hooked
up to the GPS and together with the Jeppesen NavStar software
I have the maps of the whole of South America as a moving map
on the computer. I will carry the digital Fujifilm DX-700 as
well as a conventional small Olympus camera with me. I hope to
communicate daily on the internet and to download some pictures
to my homepage. However I have no illusions as this might be
quite difficult in certain locations.
Next week I will have to pack all this into my aircraft and
most probably some less important items will be left behind.
SU 25 October 1998: My wife Sibylle has her birthday. Congratulations!
She is the one in the background who made and makes so much possible.
She not only supports me but also helped to overcome the unavoidable
low spots which regularly came during the long time of the preparation.
She does this besides the work involved with our two sons Alexander
(17) who backs up as webmaster for my homepage and Jean-Daniel
(almost 15) who helped me often with computer problems. Both
plan at the moment to become software engineers. To make the
live not too easy Sibylle has her own brokerage company, selling
houses and there is the house and our dog Alec as well as three
cats to look after... She has a very busy life which is not always
easy. Thank you Sibylle I highly appreciate your support!
At 11.00 a.m. Bruno Lips from MeteoSwiss visited to discuss
the weather briefings I will get while enroute. Especially valuable
are the low level wind charts which I will have for my whole
trip down to the very south of Latin America. They will be very
welcome especially for the crossing of the South Atlantic as
such wind charts are locally normally unavailable. In addition
charts which depict the significant weather as well as satellite
pictures and forecasts will be available. Thank you as well.
This kind of information will be a great help.
During the afternoon I discussed overflight permissions with
the Advanced AIS in Munich which will gather all the information
and which will be responsible for all flight permissions enroute.
The rest of the day went quickly with the answering of numerous
emails and office work.
MO 26 October 1998: The whole day was dedicated to prepare
for my half yearly simulator check which is due tomorrow. It
is always quite some work involved to refresh all procedures
and to enhance the technical knowledge. Getting slowly older
(sometimes it seems very fast) everybody needs more time to learn
new things, to familiarize with technical details forgotten as
they were never needed and to just brush up general knowledge.
In my job you get used to it but I sometimes wonder how it would
look if other professionals would have to deal with such rigorous
checks of skill and knowledge every half year...
TU 27 October 1998: I met the instructor and my copilot in
the briefing room in Swissair's training center at 1 p.m. where
we were told what to expect during the next hours. Half an hour
later we were already in the simulator, which inside looks, sounds
and behaves like the real thing.
After the cockpit preparation I had to fly the first part
out of Munich airport. It was a low visibility take-off at night
with fog and a runway visual range of 150 meters. Just after
rotation an engine seizure with overheat was simulated and I
had to continue with two engines. A category III ILS approach
was done only to lose the ILS signals at around 200 feet which
meant I had to go around. The second approach then could be completed
successfully on to runway 26R at Munich after the navigation
computer had been reprogrammed from 26 L.
It is always amazing to see the aircraft land with runway
visual range (150 meters) and vertical visibility (20 feet) at
the absolute minimum. As the lady in the loudspeaker counts down
50 - 40 30 you know the minimum where you have to
see some lights of the runway centerline comes at 20 feet (six
meters above ground at a speed of 155 knots or 287 km/h) and
the suspension is high until you see the faint centerline lights
at the minimum or if you see nothing you go around. During such
an autoland approach the captain looks outside for visual cues
below 200 feet and he has to judge the landing, his hands at
the steering wheel and the throttles, always ready to take controls
immediately, while the first officer stays strictly on instruments
and calls out any discrepancies.
The second part was flown by the copilot. In the meantime,
Pietro Basso, our instructor had the simulator reprogrammed to
Mumbay/India. While we accelerated on runway 32, an electrical
problem developed, some of the instruments went blank and I had
to abort the take-off. The next departure was done in fog with
an engine failure just when airborne. The copilot had then to
come back and do a one engine out ILS approach while I did all
the checklists, communications and programming of the computers.
On short final the runway was blocked, we had to go around and
due to local political problems Mumbay airport was declared to
be closed. We had to divert to Ahmedabad, some 250 miles to the
north. Still with one engine out, the first officer had then
to fly a so called non precision approach to runway 05 where
we finally landed after two and a half hours in the simulator.
It followed a first debriefing of an hour together with the
briefing of the second part. During a break of one hour we had
dinner, went again for a short briefing of half an hour before
I had the pleasure to take over the plane again in Ahmedabad.
I tried to take off on runway 05 but again something went wrong
take-off abortion. This means not only to stop the aircraft
before the runway end but also to evaluate the situation and
to decide whether an evacuation is necessary or not.
Then I took off again only to have an engine on fire at barely
100 feet. We could extinguish the flames and as Ahmedabad was
being closed due to bad weather I had to divert to the now reopened
airport of Mumbay. The ILS approach with one engine out could
of course not be completed as I didn't have contact at the minimum.
A go around followed and then the weather improved somewhat but
the ILS was declared to be partly out of service due to the heavy
rain they had just minutes ago. I then had to do a localizer
approach and I was glad to see the runway before the minimum.
At standstill of the aircraft the instructor declared the check
to be finished and for both pilots to be passed. This was fine
for both of us and we were ready to go home as in the meantime
we were both quite tired.
Of course we knew we wouldn't go home quite yet, as a refresher
was planned to follow... The copilot had to take off in Mumbay
again while I assisted. Just airborne one engine quit and the
aircraft developed serious electrical problems. This time we
trained the technical handling of multiple technical failures.
One pilot had to fly, to navigate and to communicate the
most important task while I did the checklist work. We
had to dump fuel and to correct an electrical anomaly which caused
numerous additional problems. Due to the high humidity the instrument
landing system (ILS) didn't work anymore and the first officer
had to do one more one engine out non precision approach to runway
27. To make the task that more difficult the VOR approach was
some 8° out of the runway axis...
Then it was my turn again. Take-off on runway 27 was normal
but soon after lift-off I lost part of my instruments and most
of the navigation capability because of a serious electrical
malfunction. This time navigation was easy as I declared an emergency
and proceeded on the runway heading over the sea where I knew
I hadn't to expect obstacles. But this was the only easy thing...
It took a while to manage the situation and to restore so
many systems that an approach was possible. I did the VOR approach
as well with a touch and go. The rest was a short training of
manual flying, performing some visual circuits around the airport
with and without a crosswind of up to 30 knots.
After the debriefing we got our signed licenses back, which
meant we were again employed for the next six month, and nine
and a half hours after I entered the briefing room for the first
time we were released. It was a long day but I definitely learned
a number of new things.
WE 28 October 1998: Brian from AirJet News informed me to
have contacted over 3000 people of the media about my upcoming
flight. Then I had to prepare for tomorrows flight to Tokyo before
I left for Grenchen to attach all the numerous decals for my
sponsors. To do it right I needed the whole afternoon but I was
still able to install a bracket at the side of the canopy where
I can fix the camera during the flight to make pictures sideways
out of the small window.
It was dark when I came home and final preparations kept me
busy almost till midnight. I had to figure out how to load the
digital pictures on the computer and how best to store and send
them, letters had to be answered and the newest revisions inserted
into my manuals. I always have the impression that I am about
to finish the different tasks at hand but there stills seems
to be more to do every time. Well - Thursday I will leave if
the weather allows and then I just have to go with the preparations
I made.
TH 29 October 1998: I was woken by one of those naughty west
storms we regularly have in Switzerland in spring and autumn.
Strong winds with low clouds and heavy rain the ideal day
to go flying.
My two copilots awaited me after I had seen the latest satellite
pictures. We knew depending on the intensity of the rain and
the direction of the wind it could be a difficult departure at
the limit for the given runway. One hour and fifteen minutes
before departure we went to the cabin briefing where I wanted
to give a short speech telling my cabin crew what problems to
expect enroute as well as flight time and weather at destination.
Entering the room I met Mrs. Juliane Schwager, head of all cabin
crews as well as captain Juerg Schmid, head of flight safety
waiting for us. Capt. Schmid informed us about the latest developments
concerning the accident of Halifax. There were still no new findings
to pinpoint the cause of the accident but as at this moment an
electrical problem in the cockpit is suspected, the management
of Swissair had decided to deactivate the passenger entertainment
system. This FAA approved system had been installed last by a
third company in all MD-11 and Boeing 747 aircraft of our fleet.
As a precautionary measure it was decided to deactivate the system
now on the whole MD-11 and B-747 fleet until more findings will
be at hand. On our airbus fleets (A-320 / A-330) there is a totally
different passenger entertainment system from a different supplier
installed, which is not affected by this decision.
The whole crew did appreciate to be informed officially by
management, which was open for any questions before the official
press bulletin was released at noon. This was done with all outgoing
MD-11 and B-747 crews.
Doing the outside check of the aircraft in heavy rain I could
just helplessly watch my suitcase fall down of a baggage cart
with the new Libretto Computer inside... I was lucky as it still
worked when I checked it out in Tokyo.
During my walk around I watched the approaching aircraft to
runway 28, each one battling the storm for itself.
West storms in Switzerland are very demanding for pilots.
Zurich is surrounded by hills and the main landing runways are
14 and 16 which means they are looking generally towards the
south-south-east with their direction of 138 and 155 degrees
respectively. The wind blows in such situations from 230 to 240
degrees, veering to the northwest only after the front has passed.
There are often gusts up to and exceeding 40 knots (72 km/h)
which means landings on runways 14 and 16 are not possible anymore.
Then runway 28 is the landing runway. The crosswind component
can still be very demanding but it is the turbulence of the surrounding
hills and from the big buildings to the south of the runway which
tax each pilot on the relatively short runway of 2500 m ( 8200
feet). The winds are mostly in concert with low clouds and rain.
Due to the surrounding terrain the approach path is steeper than
normal and as we are in Switzerland, to my knowledge noise concerns
have prevented the installation of an instrument landing system,
which would make approaches in such situations easier and safer.
For every pilot it is a challenge to make an approach to runway
28 in such a west storm. If I have to do it I prepare myself
well before I start my descent. I familiarize again with all
the restrictions concerning speed, altitude and obstacles and
try to imagine the situation on final. Where does the wind come
from, when do I start to decrab the aircraft, how do I perform
a short landing in gusty crosswind conditions, where do I latest
want the aircraft to be down to taxi speed? Those are some of
the thoughts going trough the head before I commence the final
approach.
The approach itself consists in riding out the storm. It is
imperative to stay on centerline and on glidepath which can be
visually checked by red and white lights besides the runway who
show exactly whether the aircraft is too high or too low. Also
the headwind slows the aircraft down, the ground speed will still
be in the region of 130 knots or 225 km/h which in this condition
on a steeper than normal glide slope is still quite fast. The
nose shows easily 15 to 20 degrees to the left of the runway
axis. This has to be corrected below 200 feet (60 meters above
ground). With a strong input of the right foot, the aircraft
is lined up with the centerline. If nothing is done to counter
the force of the wind, the bird will quickly be blown to the
right off the runway. To prevent this, left aileron is put in
and instead of turning to the left the coordinated rudder/aileron
input keeps the aircraft on centerline.
Theoretically this is easy. In real live there are gusts,
you are a little too low or too high and have to correct to keep
the aircraft on centerline which needs a lot of concentration
by itself.
Once on ground the shirt is a little wetter than before, the
heart rate certainly not as usual, but the feeling to have done
it is good. You relax, knowing you were capable to bring down
a large bird in a difficult situation.
The rain prevented me from watching further landings, each
one different, each one interesting.
5'525 nautical miles or 10'232 kilometers were in front of
us, but before we could leave the departure procedure was changed
by air traffic control and we had to reprogram the navigation
computer. I then lined the heavy bird up on Zurich's runway 32,
feeling the effects of the storm inside the aircraft. The wind
was still gusty but we were lucky as the rain wasn't as strong
as it had been just minutes before. With the runway wet without
aquaplaning conditions I stopped the aircraft at the beginning
of the runway before applying take-off thrust. The heavy piece
of machinery accelerated slowly as the crosswind started to freshen
up again. On liftoff I felt the uncomfortable effect of a windshear
which pushed the aircraft and lowered climb performance before
I gained additional speed and climbed out normally.
It was a bumpy ride trough the storm towards Germany with
icing below FL 200. Before we were over Munich it became smooth
but I had still some echo's 80 nautical miles in front on my
radar which could be showers or small thunderstorms.
Shortly after three p.m. Swiss local time it started to get
dark and overhead Moscow it was night. Behind the Ural mountains
winter had definitely arrived and Surgut, one of our enroute
alternates reported snow in low visibility at a temperature of
12°C (10° F).
Siberia seemed endless. Air traffic centers with names like
Beryozovo, Chulman and Khabarowsk passed below, the controllers
mostly friendly and well aware of our position as the whole route
over Siberia seems to be under radar control. The Russian communication
equipment is absolutely outdated, the quality sometimes so poor,
the controller is hardly understandable. It is the experience
and the anticipation what probably will be said which helps to
finally understand the controller. Approaching the East of Siberia
many hours later the first rays of the sun slowly appeared in
the East. The region of Vladiwostok was white and icy as far
as we could see through the broken clouds.
Flying over the sea of Japan towards Tokyo we soon experienced
Japanese air traffic control as inflexible as ever. Their english
is good, also sometimes not very easy to understand, the equipment
of course excellent. But flexibility is a word almost unknown.
As a dozen times before we had to descent much too early and
made a very uneconomical approach to Narita's runway 34. Agreed,
there is a lot of traffic and Narita has only single runway operation,
but air traffic control should know as well that jets need to
be high to operate economically and they should descent as late
as possible. Why this is understood almost universally but not
in Japan is a mystery to me.
With a flight time of just over eleven hours the trip was
successfully completed and we were happy to retire to our hotel
rooms near the airport also the weather was nice and inviting
to be outside.
We slept during the day and met at 6 p.m. to have dinner together.
Our Japanese hostesses had left us and went home, some to Tokyo,
some as far as Osaka. I went with four of the crew to a restaurant
well known for its delicious Shabu-Shabu and Sukiyaki dishes
and we enjoyed a typical Japanese dinner. As the time difference
to Switzerland is eight hours I was up till 5 a.m. the next morning
before I could sleep, which is normal for Japan rotations.
And this ends the diary before my flight to South America.
I will be very busy doing final preparations the next few days
and I am planning to publish regular reports while I am enroute.
During the flight I might be reached irregularly at: hgschmid@bluewin.ch.
Hope to hear from you!
Take-off for Toulouse Blagnac is planned for 12.00 noon on
Thursday, 5 November 1998 from Grenchen airport in Switzerland.
Any aircraft which would like to join me for the first part of
my flight out of Grenchen are most welcome to do so.
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