AIR CANADA🇨🇦 777-200LR South Pacific Crossing - Landing at Sydney🇦🇺 (2009)

[Music] so basically now we're south of uh honolulu and we're just communicating via cpdlc so we're physically not talking to anybody we've been flying now for about seven and a half hours and we've burnt uh 64 500 kilos of fuel and we have roughly seven and a half hours left to go we've climbed up now to one of a more efficient altitude we're cruising at 34 000 feet very very light winds i don't know if you can see this but the winds right now are 316 degrees at only six knots giving us a ground speed of 489 knots our next reporting point will be bestie and at that point we'll also send a position report to our company when we fly internationally because we have what's called a flight watch system every two hours or less we have to send a position report to the company so that they're aware of our fuel on board our time over the waypoint just to see how our timing is going and we send them the weather and any other criteria that we deem appropriate manage and i have been up here about three hours now we came back from our first break and in about five minutes we're going for our second break and the other two pilots come up and take over control of the aircraft in fact we're going to call them now manage is going to do that with the alerting system [Music] you can see on our radar now there's a little bit of weather just to our left but uh it's slightly below us and it's very small weather i can change the scale now you can see right there that is 160 nautical miles if i reduce the scale slightly that's 80 nautical miles now and you can see the weather looks a little bit bigger because i've changed the scale none of it's red we don't like to see any red we try to avoid the amber also or the yellow green bit of a rain shower [Applause] [Music] right now we're burning roughly uh eight thousand kilos per hour my name is uh louis parizelli and i live in vancouver canada i work for canada of course and i'm in the the right seat of a triple 7 200 right now i'm a relief pilot uh for the uh the main crew that are on a crew rest right now and i'm in the process of doing a position report to the company the position report has to be done every two hours to keep dispatch up to date as to our progress so on the flight plan what we do is uh we we have a little system we've invented here where we do triangles at every two hours every waypoint and every time a report is sent we just fill in or color in the waypoint so i'm in the process of doing uh beastie and the way we send this position report is by um by datalink thank you very much datalink of course and it's done over here on the screen what i do is i i set the position beasty and i give them all the information they want beasty we have the time we were at beasty and the altitude at 3 4 0 over here i give them the winds and i can give them the component which appears on the adjacent screen of a tailwind of eight knots so i just i'll just put in um eight in to the component uh intensity there's no turbulence right now so the intensity is zero and it's c for continuous also i'll give them the fuel at our waypoint which is 67.7 i enter that i could enter the estimate for the next waypoints it's not necessary some some pilots do some others some don't in this case i'll choose not to so i'll send that away and it goes to dispatch at our company and of course i filled in the waypoint a little triangle and that's all there is to position waypoints position reports okay if you check out my nav display uh we've just reached a point we had created on our fix page which is right here uh i can bring it down select it it's point uh north zero six west one seven one and that is our critical point on our flight plan and it's a point which is calculated by dispatch and it would be the point at which it's an equal time point uh between in this case honolulu and apia in other words in a worst-case scenario with an engine failure in uh and a depressurization it's uh it's our diversion time uh to those airports where it'd be take the same amount of time to return to honolulu or continue on to our other etops alternate of apia so from this point forward returning to honolulu is no longer our shortest uh etops alternate would now continue to appear and that is also on our plotting chart we plot that point just for increased uh situational awareness as well you can see it's here we've continued down from the hawaiian islands here uh we've just crossed our critical point number two and now we've continued to our etobs alternate and again it's a worst case scenario alternate for us okay uh captain head the captain had mentioned earlier uh explain a little bit about the electronic flight flight bag and some of the conveniences that provides to us as air crew with the reduction of amount of paperwork that we actually have to carry in our flight bags i'm just going to go into a little a little bit more detail explaining some of the features of our electronic flight flight back the airport map was already explained earlier this is our main menu and where we can select the different features of the electronic flight bag there is the performance for taking for calculating the takeoff performance for a maximum takeoff weights and uh v1 v2 and vr speeds and so on and so forth uh and then terminal charts basically the the jefferson uh approach plates and uh charts in general the other section is documents and this is our aircraft operating manual flight ops manual roof route briefing notes training manual minimum equipment list or mel flight up airway text manual in any case if there's a system that we need to reference to get some more information or uh refer to we can select it on here and this is our sop section and from aom uh volume 2 we can take a look at any individual system in greater detail with a this would be referencing the error with a drop down menu type of interface and now we can look at the aircraft system manual system descriptions uh further to that root briefing notes this would provide a reference database for any particular route that we're flying if we just need some background material that's been collected by uh by the company selecting here it's uh the menu is by country in this case south pacific is what we're operating now [Applause] the page that i pulled up is uh just referencing australia and it would just go into some detail on differences uh that we would be uh need to know for operating in australia versus canada and we can just collapse the menu back to the top again this is a a great convenience for the air crew to have this uh available to us we've just had a nightcast message few low center seeing we've departed vancouver using the center tanks we've reached a point where we've depleted nearly all our fuel in the center tank and we've had this icast message fuel low center so our procedure at this point is uh mile can drop the diagram there here's a center tank and there's a center tank fuel pumps and there's indicating 1.1 kilograms of fuel in the center tank so at this point our procedure is to turn off the center tank pumps this is what i'll do one at a time i'm turning off the left center tank fuel pump and you'll see in the diagram that that's been accomplished properly and i turn off the right center tank fuel pump and that's taken care of as as well on the shown on the diagram so that's our procedure and the icast message has gone away so now we're operating with our main tank fuel for the rest of the flight all right we've picked up an area of weather ahead on our track could be convective cloud thunderstorm activity and we've seen some active weather with lightning flashes and so on so we requested a clearance to deviate off our track via data link we've requested up to 70 miles right of track to avoid the entire area that will uh hopefully ensure the smoothest possible ride through the through the weather and we've gone on to heading select and now we're just deviating off our flight plan route to hopefully avoid the turbulence associated with that and do our best to give the passengers a smooth ride uh with this weather radar it is selectable um i guess it takes a raw information and uh through the processor it's able to we're able to select what actual altitude the weather returns are occurring so i'm looking at 36 000 feet right now we're at 36 000 feet and we can select lower altitude or any altitude that's showing right here on my nav display that's that's 35 000 feet 34 000 feet as i rotate this knob on the radar control panel we can change the altitude that the returns are being displayed yeah it's it's common to see uh convective cloud convective build up this part on this section of the this route yeah all right so we've navigated around uh the weather which was essentially a line of thunderstorms and uh we only met we managed just to experience just a little bit of light turbulence going through that we deviated up to approximately 45 miles off of our track we were cleared up to 70 miles off track that's uh denoted by this uh dotted white line that was our our clearance up to deviate up to 70 miles off of our flight plan route uh now that we are around the weather we are just using heading select to navigate back towards uh the pink line on our nav display which is our flight planned route and uh once we get back uh close or on to our flight plan route we'll go back to l nav uh lateral navigation and let the autopilot uh take control of the heading of the aircraft again [Applause] okay so here we are now we've been flying um exactly 11 hours and 10 minutes in the middle of the south pacific cruising at uh 36 000 feet flight level 360. and indicating mach 8.30 as per our clearance actually etops is finished at this point i'll show you on the chart this was our airway here bravo 580 and if you can see the little brown line that's the 430 mile arc from the airport of nati and that signifies that etops is officially finished for for us and we're officially within an hour of a suitable airport up to this point we've burned 95 300 kilos of fuel and we have roughly five hours and 20 minutes left in the flight so it's progressing quite nicely so our position at the present time is uh we're exit a little bit south of the island of vanitu and they filmed a survivor series there called survivors vanity and as you can see on my nav display nd we're about 80 miles away from the island of vanitu and right now if we had a problem that would be our probably our main diversion airport we've already looked at the charts we've cross checked the weather and it's suitable for us we still keep our radar on as you can see there is nothing on the radar screen but we still keep it on so that we want to avoid any unpleasant surprises as you can see it's pitch black outside we don't want to fly into any unexpected cumulus type cloud anything you can think of manchester add about how we figure out our position or anything well um i guess we could uh make the point that when we look at this line on this nd navigational display uh yeah it looks nice and this is our airplane depicted on it but really it's just a picture it doesn't really mean anything unless we have confidence that uh the information that depicts this line is accurate so uh right now our required navigation performance is four nautical miles and we're actually our actual navigation performance is within uh 0.06 so uh what this what this is telling us is that we have uh very accurate information now how is that how's that happening well if we look at our position reference so i'm looking in the fmc to see all right how is this position being depicted uh if the accuracy wasn't there being on this line really doesn't mean anything uh it's nice to look at but it would mean that we're actually not in the position that we want to be it's just a line that's uh inaccurate but if we look at uh at the fmc position reference we can see that uh it's using a gps position and uh the fmc is practically mirroring the gps position now global positioning system are the satellites that are in orbit and we're using up to three to triangulate the actual position of the airplane so it's very accurate and we can say with certainty that our fmc position is what it's saying since our gps uh is correlated with the fmc position if we didn't have uh gps then we would want to be in a radio navigation rich environment in other words what we call vortex or vors and even ndbs can be used to triangulate and update the fmc what is the fmc really it's uh navigation by a laser ring gyro so it's an inertial reference system and that system will have a bias to drift nothing's perfect we also have the fact that our our navigation air can build up by the fact that we're flying over a sphere and as we go along there are precession errors even in a laser range jarrow system so we update that um those errors through one of two ways the gps or the radio nap even then it's an incredible machine because if we don't have radio nav or if we don't have uh gps we can still go for 18 hours uh without updating the fmc the laser ring gyro and that stealth provides us with a very good nav accuracy um especially again compared to the old uh inertial navigation systems that had mechanical gyros and had a lot of air built up in them because they're mechanical so that's just sort of a black what's really behind the black box magic um in a and the fact that when you're looking at these kinds of systems that you really have to be wary of uh your raw data um proving that that in fact is the line you want to be on otherwise it could be just a uh a false representation which could be dangerous explain this system a little bit uh as i had referred to earlier uh we can get things we can send position reports and we can get all sorts of reports from dispatch that's watching our flight progress along and he can send us uh weather reports or notices to airmen and for example if we look at one such message i'm looking at the weather here that's been sent and we can view it here or print it and retain a copy so that we can refer to it at any time and use that weather with our efb we can actually we can actually show our term the alternates that are around us on our efb so we have a feature here in the efb it's called chart clip this is kind of like the home page one of the selections here is called chart utilities the bottom right button when we select that it gives us three menus one is use airports from fms from uh that'll be the ones that's in managed side use pardon me and then use the chart clip from other fms and nearest airports so when i select nearest airports the beauty of that it gives us airports in distance that are closest to our airport to our airplane pardon me we can see the closest one right now is vanatu the airport is called bauer field the bearing to the field is 347 degrees 95 nautical miles and the runway is 8 530 feet long if we had to divert to that airport we could select this it now comes up with a menu of charts that are available for the airport we determine from the weather let's say that we want to land on runway 11 i select the vor localizer dme runway 11 approach plate and now i have the approach plate with which to conduct the approach and it's right at our fingertips we don't have to dig it out of manuals it's very convenient for us on the north atlantic the north atlantic is all tracks and the tracks uh move north or south depending on the jet stream and it's decided and they're plotted twice a day by the various air traffic control systems whereas on the south pacific it's designated airways so we're flying from vancouver all the way to sydney australia there are basically five to six major airways and we're usually on one of those airways because of that we don't require an extra clearance our actual clearance on the ground in vancouver will take us all the way to australia without having to obtain what's called an oceanic clearance whereas when we fly from any point in canada to anywhere in europe before we leave the canadian coastline we need a further clearance called an oceanic clearance which clears us on a specific track a specific altitude and a specific speed and then we have to plot that track and ensure that it agrees with the daily track system and none of that is required on the south pacific also because of the south pacific because of the tracks the ads which we talked about earlier and the cpdlc we hardly ever talk to anybody because our position is automatically transmitted to the various control centers via the ads so there's no requirement for us to physically talk to the control center the other feature about south pacific flying is the intertropical convergence zone now uh that's nothing navigation related it's more an area that is uh curious from a weather point of view and uh and it can actually be quite challenging uh we're generally talking about 10 to 15 degrees north and south of the equator and why it can be challenging is that the uh we're usually used to in in north america dealing with air mass weather so large areas of air mass of different quality quantity of humidity and temperature which can generate thunderstorms in the summer for example around ontario and these can be quite large features and they're easily picked off by the radar you can have a strategy of getting around them we always avoid thunderstorms it's not our job to pick through a line of thunderstorms we avoid that line so radar is not used to pick our way through anything it's used to avoid them all together but in the intertropical conversion zone the problem is we're not dealing with large air masses that have a lot of moisture you actually end up with these cumulonimbus clouds which have which don't necessarily paint and when i say paint have a reflective quality because there's not a lot of moisture relatively speaking and yet by the nature of the intratropical convergence zone these uh chemonimbus clouds can reach quite high right through our stratosphere and the challenging part is trying to especially when it's very dark there's no moon or for that matter daylight moonlight and daylight right now so we're really relying on this radar to pick off something that shows us that uh one of those chemo nimbus clouds could be around us or in our way and it can be quite challenging because even the smallest dot can be significant on the radar and the other thing is that they develop very quickly so uh you may think that that you're going to this radar will actually show you things that are below you it'll be hatched and you may think that okay i'm going to overfly it but it can be so unstable that they'll actually be growing vertically when you get there you're actually in them and that can be very dangerous so uh you've really got to make sure that you're not relying on the the cloud staying low it can be very uh virulent term and unstable that's uh certainly one of the challenges of the south pacific anything to add to that dominant no i agree totally with everything you said there and you know uh 330 that went from south america your friends dear friends uh straight into uh the inter-tropical convergence zone that satellite picture showed extreme instability and uh it's not known yet how are uh why they ended up going through that extreme instability but uh they didn't fare well so it can be very dangerous even with uh amazing technology that thing called airmanship still applies exactly and uh healthy respect about mother nature okay so what we have here is an open diamond and it's saying zero zero which means this uh traffic is co altitude and it's off to the right 12 31 o'clock and you can see that i have 160 nautical mile range selected and the midway is 80 so that'll be 40 and we're looking at between 40 and 80 is just shy of 60 miles now uh that's generated through a traffic collision avoidance system tcas and tcas is we can look at things below us or above us if we want to isolate below or above usually we have it below in cruise some use norm [Applause] and it's just another way of situational awareness of what's around us uh obviously it's air traffic control's job to deconflict traffic on the airways but the traffic collision avoidance system is yet another uh safeguard against any potential uh chance of collision now it only works if the other airplanes have transponders as well and in this airspace that would be the case you wouldn't find in this form of airspace airplanes without those transponders and the thing is that we may not visually see these things and if it gives us a resolution advisory where it wouldn't be an open but a red target it'll then tell us whether we should climb or descend to deconflict and we would have to honor that resolution advisory and we would advise hate to see that we are doing that and we can use other other methods of uh of uh being seen and that's we can turn our lights on and we're already using the tcas obviously but our lights makes us visible and if need be we could even talk to people on uh the ear to ear calm and uh make everybody aware of what we're doing so everything is relying on on as many ways you can communicate visually or verbally [Applause] all right um here's a situation that's developed that follows with uh our use of uh traffic collision avoidance system uh that traffic which uh the transponder is uh off there it is is uh just under 60 miles away and we got a message digital message from atc that came up and said maintain mach 3 or less which we accepted and we are in fact doing mock a3 and uh obviously they don't want us to close in on this traffic because he's co-altitude and uh in rmp10 airspace we're supposed to have a longitudinal separation of of 15 nautical miles or more so uh this is just a good example of air traffic control doing their job and we are maintaining our situational awareness of what's going on around us with the use of the tools that we have on board tcas traffic collision avoidance system for short the acronym is tcas is helping us maintain a situational awareness of what air traffic control is doing as well so it's just a nice uh example of what we do routinely i'm going to get rid of that and it'll uh notify us uh if atc's got something else to say so we're going to conduct our approach briefing and we do that using our terminal charts off the efb so i've loaded up two charts i've loaded up the marlin 8 arrival and then from there we'll transition to the ils on 16 right so we start off like this and mange is going to follow me through on the legs page to make sure this is reflected there we're doing the r f star in sydney australia it's 10-2 e effective 20th of november it's called the marlin 8 arrival it says the speed maximum 250 knots below 10 000 feet transition level for us today will be flight level one one zero it says for runways 16 left and right uh track 264 to prawn cross prawn adder above 6000 feet [Music] and we've inserted that into the fmc as a constraint [Music] track 265 to the sy vor and then expect radar vectors to final and that's exactly what we have in the uh and the fmc and as you can see we have a discont discontinuity after the sy vor because we'll be provided radar vectors for the approach [Music] uh transitioning to the ils runway 16 right in sydney chart 11-7 effective 11th of march the localizer is iks1095 and with a track of one five five and we cross check all this data as we're talking about it [Music] the outer marker interceptor altitude is uh thirteen hundred and ten feet down to an mda pardon me a decision altitude of 220 feet on the barometric altimeter monitor announced approaching minimums and minimums i'll call landing or go around flaps 20. in the event of a go around we'll track 155 at a mandatory altitude of 600 feet right turn track of 170 will climb to 3000 feet or as directed by atc and we can see that that indeed is in the uh in the box and then the aircraft will do that in l-nav for us highest quadrant off of the sy vor is 2700 feet and uh altimeter setting in sydney is hectopascals under the notes here it says that the sydme is required mind you that's for localizer only but we insert it and we've inserted it in the right hand vor charted visibility for this approach is uh 550 meters or 0.8 of a kilometer and on landing we'll be planning to turn off we're using auto break 3 and idle reverse and we'll plan either alpha 4 or taxiway lima and then turning right onto alpha towards the terminal building to our gate assignment which we have not received yet and then now once we finish the briefing i ask for what's called the pre-descent checklist and uh mange will read that to me recall recall is checked the notes auto break you sit three approach briefing completed landing data we have a vref of uh 138 minimums 220 on the barometric please send check complete roger good morning brisbane center star clearance from marlon 8th arrival runway 1 6 right maintain flight level 370. marlin arrival one six right maintain play with zero and uh [Applause] okay 2033 i'd like you to maintain minimum speed if you could thanks so i need you to cross marlin at time 2-2 for a landing time of uh 4-2 okay marlon at uh [Applause] zero [Applause] okay we're indicating two five zero fedex [Applause] flight level three zero zero for uh flight level two zero zero okay if you'll give me a 250 knots in the uh v nav descent please manage right here yep execute thank you enable rt roger cancel let's change to 18 now so we've we've lost one minute i have to lose what three more minutes thank you customers 2033 10 000 approximately 1400 kilos are you right for that to reflect in the final low i'm just looking at this weather it can't be too bad this guy's 7 000 feet below us going through it 10 degrees left for weather for about five miles we're in idle v-neck path thank you [Applause] and hold [Applause] [Applause] when the airplane goes into hold it's up to us to add power or subtract power to maintain speed in the vertical path [Applause] [Applause] something interesting with this airplane it has a automatic engine anti-ice and wing anti-ice and on older generation airplanes we probably would have the engine anti-ice on this point but with the auto it's saying i'm not detecting any ice so it's not putting on any engine any ice or any wing anti-ice [Applause] [Music] [Applause] independent visual approach we have about seven zero miles to run nine thousand for one six right here niner thousand is set roger i missed his remarks sir he said expect one expect uh uh [Applause] i can see that the airplane is getting a little bit fast trying to maintain the vertical path and they wanted only 250 knots so i'm going to use the speed brakes bring the speed back just a little bit [Applause] and when we use the speed brakes we keep our hand usually on the speed brakes all the time so we don't forget to put it back down there we go speeds back and i'm going to retract the speed brakes start to see the lights of sydney now [Applause] well i'm happy man i'm taking my weather off tomorrow [Applause] so as we're approaching the transition level which is one one zero we're going to be setting the current altimeter which is one zero two zero hectopascals that's what atc gave us but we also cross check it with an independent source and the atis is also saying one zero two zero so we'll set it now and i'll go one zero two zero hectopascal set twice thank you and routinely we do what's called the in range check either through 10 000 or 30 track miles so i think we'll do it now managing range checklist please set so with the landing dana we're making sure we have the ils tuned we have our approach feed set our minimum set and the approach on the standby instruments and i repeated and i say reviewed and set altimeters thank you sir ten thousand for niner thousand [Applause] [Applause] okay seven thousand set and there's no other constraints that would inhibit that seven thousand seven thousand cents [Applause] speed until it goes my way okay [Applause] let's just go to flight level change at this point we have thrust now flight level change speed 900 000 for 7 000. [Music] [Applause] 6000 as we get closer and closer to the airport we keep reducing the range we started off at 640 in cruise and slowly bringing it down so that the pitcher keeps getting expanded improving our situational awareness seven thousand for six thousand [Applause] hold speed alt leveling six thousand two zero three three turn right hitting three three five four now okay heading select coming right three three five roger let me know when you want it let's go ahead and extend the center line please from the final well that's good too [Music] and execute please thank you [Music] so what manage has done now is put us kind of into an approach phase where he's extended the center line of the approach and that gets rid of all the extraneous data [Applause] i start slowing a little bit match to 220 knots [Music] one two five there's the airport just on our left hand side we're being vectored downwind left handed [Applause] we have loaded four thousand is set thrust flight level change speed hold five thousand for four thousand roger fourteen forty two working out hundred and those speeds are good for final at that weight we're below our max landing weight just barely [Music] [Music] so pretty soon once he turns this base we'll start slowing down by taking flaps one and then flaps three three to send the straight hairs in sight and so elected into six direction and three thousand four thousand for three thousand roger one is selected and as we slow i select the flaps one speed as you can see over the one indicator hold and we want to be at 200 knots or less within roughly 10 miles of the airport below 3000 feet [Applause] and we have iks now well it identified for a second then it disappeared traffic on final we have contact flaps five please okay canada manage turn left heading 185 for pilot intercept of the localized sixth state artist one six right approach 25 degrees so he's clearly approached i've armed approach i can see localizer and glide slope are armed and he's given us an intercepting intercept heading and we're slowing to the flaps five speed and three thousand missed approach as well thank you man four five there we can see we are going to have a nice headwind on final six miles canada to still cleared the ls approach and q91021 still cleared the ls one six right and one zero two one zero two thousand two hundred set and i'll bring it slowly down in vertical speed one zero two one one zero two one hectopascals is set roger 2200 thank you sir runway's coming in nicely i see the runway in sight thank you [Applause] that's 20 please mention there's loke 20 selected [Applause] [Music] headshot 173 good morning descend to three thousand feet clear dollar surprise one six right three thousand our eyes experience light slope missed approach is three thousand feet and that is seven however it's a good moment not below one eight zero knots until six miles until about eight years on two or three miles out of china canada two zero three three contact the tower one two zero five [Music] okay so we're approaching the marker gear down landing checklist please and gear down um sir [Music] beautiful view of downtown sydney on the left [Music] [Music] finding clearance to go first complete thank you sir [Music] flight director just about appearing there okay and we will be clearing to the right if i didn't say that that is right [Music] this should be getting that shortly for clearance so a little bit of wind from the right and um at about 30 feet we'll be slowly closing the throttles and pitching up about one degree for our landing attitude [Music] 500. [Music] approaching minimums roger [Music] minimum landing one hundred fifty forty thirty twenty [Music] uh [Music] okay auto brakes coming off 80. hey canada 2033 take the high speed up for four grand 1965 today uh background and then the after landing please imagine just the taxi lights [Applause] [Music] to bena on alpha crosstalk international two by twenty-five [Applause] [Music] thank you [Applause] well that's pretty close he said touchdown at 42 we touched down at 41. yeah not bad at all normal lighting oh there's nine there right yes yeah okay yeah i'm gonna wait uh yeah maybe till he parks before we go in does he care if we go in this way i guess you can go in either way huh 173 good morning okay all right there's bay nine it looks like there's a crew waiting for us and it's saying triple seven on the board yep it's a good sign there's nothing on the right side it's all good thank you sir clear on the left also all right it's picked us up and it's guiding us in right now we're watching that board and uh it starts count down our distance when it tells me to stop we stopped [Music] [Applause] [Music] i'm i'm gonna leave the seat belt sign on because they got to remain seated for the spring for the spree 38 by 33 [Applause] morning cockpit 38. good morning sir communications are okay brakes are set the engines are shut down thank you and chucks are in thank you you

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Keywords: Cockpit, Flightdeck, Pilot, Pilots, Pilotlife, Pilotseye, Pilotsview, Air Canada, Boeing 777, 777-200LR, Sydney, Sydney Airport, SYD, YSSY, Cockpit Air Canada, Cockpit Air Canada Boeing, Cockpit Air Canada Boeing 777, Cockpit 777, Cockpit Boeing 777, Air Canada Pilot, Cockpit Sydney, Flight Deck Air Canada, Flight Deck Boeing 777, Flight Deck 777-200LR, Trip Report Air Canada, Trip Report Sydney, Trip Report Boeing 777, Just Planes, JustPlanes, South Pacific crossing, CPDLC

Id: mQJUVmB1MSk

Length: 63min 15sec (3795 seconds)

Published: Thu Aug 26 2021