Monday, 20 February 2012


The mixed orange and blue sky is slowly being replaced by darkness as night sets in.
Straight ahead, the lights of Manchester illuminate the surrounding CBs (Cumulo-nimbus, typical thunderstorm clouds).

We temporarily level off at 16000 feet, just above the clouds tops. This evening view is amazing. The shape of the clouds contrasts with the redness of the dusk sky.

Quick fuel check, we will have over 3 tonnes of fuel upon landing, an extra 800 kg on top of the reserves, enough to hold 20 minutes if we need before we have to divert to Liverpool.

Descending into the tops of the frosty clouds, engine anti-ice ON, we enter the turbulent air of the upper layers.
Both the windshield and wipers are already showing signs of severe icing.
I ask the Captain to turn the wings anti-ice ON.
I get a hit of adrenaline from the speed feeling as we punch through the clouds, brightened by our landing lights. We’re doing 280 knots indicated, 350 knots true airspeed.
The whole airframe is shaking under the pressure of the storm.
We constantly request new headings to avoid the worst of the weather, depicted as red on the weather radar.

I notice that the winds are increasing as we descent, this is quite unusual. Add to that the sound of the hail which resonates through the length of the plane, this is really getting exciting!
I ask the Captain to update the FMC by re-entering the next waypoint and putting it on top again. It refreshes the vertical profile with the current wind.
The new VNAV (Vertical Navigation, calculating an ideal descent profile) deviation pointer shows a fly-down indication, direct consequence from stronger tailwinds.
We’re going to get high and fast. My left hand reaches the MCP and engages LVL CHG (Level Change), bring back the thrust levers to idle and pull out the spoilers to the flight detent position. They disrupt the airflow around the wings and help increase the rate of descent.
In a jet, it is very hard to loose altitude and decelerate at the same time. A tailwind makes it worse and the last thing we want is to be too high or too fast on the approach.

ATC asks if we can accept a left turn to establish onto the localizer, I shake my head and the Captain informs them we would like radar vectors for a 10 miles final instead.
We’re still high and fast, I bring back the speed to flaps-up speed and ask for flaps 1. Seconds later, flaps 5 and 190 knots in the speed window with spoilers extended, the aircraft dive to catch up with the descent profile. 

A flashing glow attracts my attention and for the first time, I get to witness St Elmo's Fires. Those are in fact electric arcs across the windshield caused by charged air around the airframe, creating an electric field. I am too busy to grab my camera but this is quite fascinating!

Out of the clouds, we can barely see the airport in our 9 o’clock.
We are all over the place and the turbulences don’t stop whatsoever.

Quick distance versus altitude check, we have 12 track miles to run and 4000ft to loose. It is coming together nicely. I stow the speedbrakes as ATC clears us to establish on the ILS for runway 23R. I arm the approach mode as the Captain tells me to give it a go and fly manually.
Quick check at the instant wind, the MFD is showing 160 at 52 knots. He certainly can see my hesitation here but after all, this is what flying is all about. “Go for it” are the calm words he addresses me once again.
Double-click on the auto-throttle disconnect button, and seconds later I disengage the autopilot, ready to fight against the wind.
The speed trend arrow is varying so quickly that it is pointless to chase it. I try to keep the average around my speed bug and it works out nicely.
I further slow down as the tailwind is going to push us through the centreline.
Localizer capture” and left turn to establish onto final.

The Captain announces “runway in sight”. I look straight ahead, common mistake for new copilots I guess, the runway is in our one O’clock due to the strong crosswind.
This is going to be good!
I do my best to keep the vertical speed between 700 and 800 feet per minute, speed is averaging at 170 knots indicated and we are on the (extended) centreline.
I can clearly feel the turbulences through the controls.


Crosswind is now down to 38 knots from the left. ATC confirms a ground wind of 160 at 19 gusting 26 knots. We still experience moderate turbulences on short final.

The threshold slides beneath us. Right rudder and left aileron to de-crabe the aircraft and line it up with the runway, I gently pull the yoke to start the flare, the nose pitches a few degrees and the main gear touches down surprisingly smoothly. I immediately deploy the reverses as the spoilers automatically extend.
Second detent activated, the reverse thrust kicks in and the plane decelerates quickly. At 80 knots, I override the autobrake by applying a greater pressure on the brakes pedals. The Captain calls “autobrake disarms”. 60 knots, reverses back to idle and I hand over controls to the Captain.

The taxi to the gate is eventless but my head is 5 minutes behind, still on the approach. One of those things from which it is hard to move on.
There is probably nothing more rewarding than flying a good manual approach in difficult weather conditions and strong wind gusts, the kind of approaches you don’t forget. What a feeling!

The passengers disembark the aircraft and as the flight deck door is slightly opened, a few of them pop up at the cockpit’s entry and compliment us.

All the paperwork for the next leg sorted out, it is time to fly back home.

Airborne life at its best!


Anonymous said...

Super récit, merci de nous faire un peu voyager à tes côtés ! ;)

LaZer (Benoît)

Unknown said...

Loved it ! Thanks and enjoy the life on the line !

Rayan14 said...

Est ce que les feux de St Elme peuvent constituer un danger?

didja said...

Hello ! Belle approche on dirait ! T'as dû te faire plaisir !
Je me posais une petite question sur les feux de St Elme : ils apparaissent et disparaissent aussi vite ou bien ils "restent" un peu sur le pare brise ?
Continues à nous raconter ta vie en l'air, on lit avec plaisir !

didja said...

Ca a l'air assez éblouissant... enfin, on dirait que ça t'as pas perturbé pour poser l'avion, c'est le principal !

Anonymous said...


I have read your blog in two days and I really like it. Everything is perfect: videos, photos and your passion is written in a very nice way. You're going straight to your target. I'll follow this blog in the future, keep writing :)

Did you pay for your TR? I guess - yes. I think I know the company you are working for. As I know, you have to pay for everything: for TR, line training, etc.

I have talked with some pilots and they all have rich moms and dadies. Did you pay for everything by yourself? For time building in US, for pilot studies in UK, for TR in airline? Loan must be enormous.

I am a student pilot with 90h flying with cessnas, after year and a half I will be with 210h. I will get IR, MEP, MCC and everything is for free. By the way, I will get university master degree too. Good for me. But after studies, the worst time will come to me, our country do not have their own carrier and situation in europe is really bad for such kind pilots like me. Aviation is my passion, I try to do my best and one day we will meet each other in the sky. I have enough passion, but after all reading you added me more. Thank YOU and good luck with B737.

Anonymous said...

Don't mind David - he's a trolling fool and I believe in Santa more than I believe that he has 15,000 hours. As someone who would love to be doing what you're doing, but can't, PLEASE keep your blog posts coming. Love them!

Anonymous said...

Hi, my name is brooks and I just had a glider solo in a 2-33! very cool 737 by the way..

Anonymous said...

Incroyable Blog !!!! je n'en reviens pas les photos (cadrages) vidéo sont vraiment magnifiques !!!. J'ai quand même du mal à comprendre comment as-tu financé toute la formation entre les 2 cycles voltiges, le planeur, l'ATPL sur site, le prêt sans garant pour le cpl ir me mcc et la QT 737 et la vie autour pendant toute la formation ainsi que les études en Angleterre. Je viens de lire entièrement ton blog c'est vraiment dingue,vraiment énorme. Je sais pas si tu te rends compte la chance que tu as (même si la chance tourne très vite ...) Bravo Bravo en tout cas golfcharlie 232. A très bientôt


Anonymous said...


how did you get to the cockpit when you weren't a flight deck crew? Did you contact an air company directly or made something different?
I work in the airport, I have a glider license and I study aircraft piloting.. Would it help to me?

Best Regards !