hello everyone I'm Bart from Harland I'm a captain on the 787 dream liner from Tui I'm joined today by my colleagues PO officers Patrick amalan and Zep Habra and together with our crew and passengers we're going to fly to kurasa Via St Martin in the Dutch Caribbean so we brought up the dispatch for our flight I'll bring it P white the first sector Amsterdam St Martin with 263 passengers there is four tons cargo on this flight plan we have a newer flight plan with 2885 kilos of cargo okay papel Tango f with Mike with 1.2% fuel bias there's one male item the forward cargo cooling compressor sure which we know of already we have a flight time of 9 hours and 5 minutes to St Martin continues to fuel with a on Route alternate of Bermuda our first alternate is St John's in the Caribbean which gives us a minimum takeoff fuel of 50 tons and 662 kg it will be tankering fuel 11 tons no less gives a plant fuel of uh nearly 62 tons and that leaves us with an estimated Landing weight of 165 tons so that's good excellent right y then let's see what weather and no terms are going to bring uh company notices this is uh old this is old this is old this is known as well this is old the new call sign have you have you flown with the new call sign yes I have yeah okay orange uh this is not applicable for the flight out this is not applicable today as either um this is applicable we have the higher passenger RS for the flight to curile and we have the handling phone number and frequency for St Martin kurasa Aruba and Bon good thanks okay forecast Amsterdam from 600 until 1200 tomorrow with a wind of 280 21 gusting 33 visibility is more than 10 km scattered at 2,000 ft broken at 4,000 ft and the wind is becoming 250 at 17 which is nice they're using Runway 24 for departure becoming after 9 Zulu which is after our departure the wind will shift a little bit to 220 strength 18 gusting 28 which is also nice because in the gust the direction will increase and will turn into the runway as well then our destination St Martin forecast from 1330 Zulu the wind is 110 at 10 knots which is uh into the runway visibility is more than six statued miles Cloud are few at 2500 and Scattered at 5,000 and the next change is after 2330 will be long gone by then so that's nice our destination for our alternate for St Martin is St John's wether for St John's is wind East 10 knots visibility more than 10 km scattered 1,800 ft that's nice in our second destination kurasa wind is 11 10 at 11 visibility is more than 10 kmet and clouds are scattered at 2,000 ft then our second destination alternate Bon and Aruba and boner we have wind 060 at 14 10 km and Scattered to 2,000 ft and Aruba 0 80 at 16 so that's all nice yeah all check then let's have a look at our eops alternates Shannon Stevenville and Bermuda um Shannon Shannon Shannon with a window of 1148 until 1600 which is here becoming between 6 and 9 240 at 22 gusting 35 and visibility more than 10 clouds fewu at 1500 broken at 2800 that's the general weather temporarily the wind will be 250 at 26 gusting 41 and some showers in Rain okay Stevenville with a window of 1435 until 1724 so that is this bit wind is 0 one0 at five more than six statued Ms visibility overcast 2500 ft and from, 1500 Zulu 030 at 10 more than 6 miles and broken at 3,000 that's nice and the last one is B UDA with a window of 1600 until 1912 and that is 0 40 at 18 more than 10 with vicinity showers and few at 3,000 scattered at 4500 okay no Show Stoppers there so the route is Northerly south of Ireland then towards new fand towards St John's Bermuda and then take a sou Le course to St Martin this is six Zulu 12:00 okay so just north of Ireland there is a bit then we cross a jet stream over Ireland at level 300 and we'll be cruising at flight level 380 and we'll cross over to New Foundland well we'll cross another jet stream moving south at level 300 as well by then we'll be at level 400 and then we'll pick up a Tailwind towards Bermuda and then we crossed this portion here with occasional CBS up to level 450 and just behind it is an area with isolated embedded CB up to level 450 and our flight is planned at level 380 over the North Atlantic level 400 and from Bermuda at level 410 so we may want to take some fuel for there's fewel available it's in mind yeah that's true yeah but if this is occational then I'm guessing we're going to be descending here but you're right you're it's not in the flight actually okay oh we can take some extra um no but you're right but you're right you're right uh in the case we don't need it we can stay at level 410 um and if we do need to descend to level 370 then we can uplift some fuel in s Martin as well yeah that's correct okay are we happy at 55 then yeah yes I am yeah yes okay let's call it in do we need to see anything else here um nope we've seen it all yeah happy want to call for the numbers yeah please we're off looks like it's a lot better here there than it is here in Amsterdam so it's windy and raining here and it's sunny and with a nice and light Breeze in the Caribbean so let's go so we are now in the fly deck and we have uh split up the three sectors we have to fly in this rotation uh as follows Patrick is going to do the takeoff here in Amsterdam I myself will do the landing and the takeoff in s Mar because that is mandatory the captain has to do the Takeover in s Mar and the lending there as well um and then Patrick will do the landing in kurasa again and zap will fly the return sector from kurasa to Amsterdam we've already started boarding fueling is complete and Patrick is loading the FMC and I'm busy loading the electronic flight back here on my left hand side with the rout flight um that electronic flight back is used as a moving map and also stores our uh Airfield plates that are taken from Leo it's quite nice nice feature the charts are in color and as it is connected to the GPS on board uh like I said before it is a moving map system with the CDU we can request an auto initialization and then via acart the route will be sent to the aircraft and we can load it and accept it unfortunately with the electronic flight back the route has to be entered manually there is no way to quickly load the route into the electronic flight B Okay so I'm now going to uh request for the departure clearance the HC clearance from skipple uh we do that by AC cars we go to the uh communication uh page show to communication let the flight information departure clearance request today's flight number is uh Tango Fox Lima 393 facility is Amsterdam we're at the gates golf Niner and we have the information uniform is displayed over here and now we can send it to U air traffic the request is being sent and delivered uh now we get the clearance on this uh screen over here we can cancel the uh Aus Uplink and behind that we get a message where the request is being processed standby we cancel that one and here's the departure clearance it states Amsterdam BDC 724 Tango Fox of Lima 3 93 is cleared to St Martin uh takeoff Runway 24 5 f one Sher we received the squad 211 0 I'll put that on the transponder which you can see appear on here as well next frequency is 1655 uh so we can um confirm that we are ready for startup the aid is uh current Aid is still valid is uniform as we received before and we uh can expect an intersection departure in case of diing which is not the case today we have to contact one to 1.3 we can accept the clearance uh normally we write the um HC clearance on the Fly plan as well but I will wait for that uh because Bart is still working on the uh entering the route in Leo we'll do it later on and then we can cancel the message we get a message that the clearance is received and confirmed by air traffic control so we' have entered the spark 21 one0 I've already entered the expected departure for today isway 24 and we were cleared for Falco one Shera is displaced over here I'll execute it and we can see in a plan mode on the navigation display what the routing will be for the FCO one Shar departure which I will brief toart later on we are now starting the uh the Apu um so the aircraft will be provided with um with Electrical uh we now get uh electrical support from ground power units uh which are connected on the ground with the with the aircraft uh but we have a self-supporting electrical system with the with the Apu so we start the Apu so we can disconnect the ground power units on the synoptic display electric page you can see that the external power uh sockets are powering the four main buses right now the Apu is being started and as soon as the Apu comes online it will automatically disconnect and will the Apu will then power the four electric buses at the moment the air conditioning is being load shed because it air conditioning is not available while we are taking electric power from the ground uh power sources so as soon as the Apu is running we'll get a memo message in white up here stating simply Apu running and then the air conditioning system will become available as well now here you see that the ipu is come online it is now powering the buses the external power units are still available they are green but they are no longer powering the electric buses and now the air conditioning is not no longer load yet there are still some heaters that are being load shed but the air conditioning itself uh has come online now as well you can hear the air flow starting to pick up now then I think I'm ready for the pre-fly checklist and a pre-fly checklist oxygen oxygen tested 100% tested 100% fight instruments heading 086 altimeter is 1013 heading 086 086 altimeter 1013 pre FL check this I'm happy with the load sheet yeah me too yeah had a look at it okay our process of checking the load sheet is that we both look at the load sheet individually um rather than one reading it out loud to the other because then the other one is bound to just listen and not really check what is on paper so we check it individually and once we are both happy with the load sheet uh I will call out the zero fuel weight to match that with the uh flight management system system zero fuel weight is 146,00 kilos ENT Cy FMC data now I'll bring up the eights that we have received earlier I wrote it down as well on the FL to see what the wind was for our performance calculation 250 at 14 knots the efb automatically copies the data from the FMC being the actual takeoff weight also the outside air temperature that is being sensed by the airplane and the Cure and H that we have S in to the FL instruments y I have entered Echo Hotel Alpha Mike for Amsterdam Runway 24 expecting an intersection take off Sher of 5 Runway condition dry wind is 250° 14 knots temperature 14° C q& 1013 takeoff gross weight 201 1,397 kg thrust rating Optimum we have a choice of taking a fixed D rate or even a wind sheer option but the wind is steady at the moment so we'll take the optimum condition maximum assumed improved climb we take Optimum here as well we let the efb calculate an Optimum flp setting as well the reverses are all are all operating engine anti I is off since the temperature is above 10° C the CG a limit is 23 we have a zero fuel weight of 146,00 kg and the actual center of gravity is 25.5 I've got all the same okay then I'll let the computer calculate the takeoff performance when that's done we'll check it between the left and the right electronic flight back and after that we'll send it to the FMC in the meanwhile I can do a briefing yeah I'm happy you happy yeah okay the aircraft status aircraft status we have a left forward cargo air conditioning compressor that is unserviceable it's also on the state space and we have a captain's head-up display that is inoperative your head of display is working and we may expect a status message for the captain's head of display as well yeah check uh the aost is uh signed for eops check it is eops checked and signed yep uh do not terms for Amsterdam uh we've discussed them already in the uh crew room um main things are that there's some uh taxiways are close between Alpha 12 and papa 3 and the minimums for 27 in case of Landing are 242 for uh category D um Landing Runway at this moment is one8 right so uh 27 is not uh not used at this moment uh the weather is uh is actually quite good wind has seized a bit it's steady 250 with 14 at the moment um and we have an HC clearance for take over onway 24 uh fuel uh 55.1 is loaded in the aircraft at the moment and we've uh ordered 55.0 tons of fuel um The Briefing itself uh we are a park at Gold Niner uh what do you expect for the Tex rooting towards U c524 well there is a not time that Tex Alpha's closed between stand Papa 3 and Alpha 1 two so I expect us to Tex you out from G 9 on Alpha track Eastbound and then at Alpha 13 will take a right and I'm expecting a left turn then again on alpha12 and then pick up Alpha again either that or we will transition to the Bravo taxi way and then onwards to Al uh Alpha 7 and then take Shera 6 the performance will be done for Shera 5 but Sher 6 and share of five will come uh will have the same takeoff position Che okay then the take off from uh I 2 four is a fon one Sher departure if you can display the uh map display and the leg space on the I have on the next page uh stand one I just copy the uh little information F yeah go ahead Runway heading 238 for 3 miles onto wayo Echo Hotel 001 then track 224 to Waypoint Echo Hotel 051 another 3 miles and then track 251 for 4 miles to Echo hotel 009 with an altitude restriction of 2,500 ft or above and then we'll continue track 251 to Waypoint vco and will stop the climb at FL level 60 yeah that's all copies it's all the same in the Leo charts um minimum safe altitude at Amsterdam is 1,700 in departure area uh actually 2,300 and for the arriving if we return back to Amsterdam one8 ride 1,700 uh transitional to this 3,000 um any specials or TRS for today um no it's a bit it's windy it's steady now but that may change uh it's a bit cloudy although it's clearing up but should that Runway appear to be wet then we may have to redo the Takeover performance calculation um one thing that I missed in the briefing is the non normals okay uh before 0 knots we stop for any malfunction um between 80 and F1 we stop for which items we'll stop for an engine failure Eng fire or fire warning any fire or fire warning if the aircraft is clearly unable or unsafe to fly or the predictive wind sheer warning in case of an RTO I will check the uh maximum braking uh that the speed brake goes up and we have full reverse as normal uh after fe1 there is no engine out procedure so we continue straight ahead accelerating at 1,000 ft and I would like to suggest to climb to 4,000 and we can uh take it from there okay that will turn out to be flat of all 40 then 4 okay okay yeah yeah all right any questions no clear for ladies and gentlemen a very good morning and also from the flight a warm welcome this Boeing 787 Dreamliner from Tui my name is Bart vanland I'm your captain on this flight from Amsterdam to St Martin and thereafter onwards to kurasa I'm joining the fly deck today by my colleagues first officers Patrick amalan and Zev haraka and in the cabern you're in the excellent hands of our colleagues under command of your pers Patricia B and the entire team is going to do its best to make this a pleasurable flight today we're about to close the entry doors We'll be asking permission to start the engine shortly and then we'll be on our way take of Runway will be towards the Southwest into the wind after departure we'll need some uh slight turns to pick up our departure rout flight and that will initially take us across the North Sea towards London UK as soon as we reach our first cruising altitude I myself or one of my colleagues will come back to you and we'll explain the route to our first destination St Martin and the flight time today is 9 hours and 8 minutes ladies and Gentlemen please bear with us a few more moments and I'd like to wish you all a very pleasant flight thank you for your attention n three gold ners ready 3 N3 can you accept Section sh 3 n 3 Q13 information victor3 yes please Al thank you sir 263 for taxi 263 taxi 2way Che signs MP P2 is 161 heading is 238 and altitude level 60 the take speeds 31 155 V rotate 56 p2161 the CDU pre-light completed Tex take completed completed before start checklist complet yeah 25 thank you 63 request taxi zro 63 taxiway 24 sh 6 stand by frequency1 76 stand by17 sh 63 good uh FR 08 quec continue for golf one but hold short of the runway in M Traffic continue golf one hold short of the [Music] runway avation 2 Aviation 24i Lima fire fully ready a echo 5 ech five for please ech easy 81 Yankee Romeo approaching Alpha 13 giveway to the km 737 coming up from the right and for you then to enter the apron Alpha 13 and leave by Alpha 12 okay giveway to the 73 from the right and into Alpha 13 and out by al2 first left Bravo bra Alpha 13 again Alpha 13 transition Alpha 13 to bra United k45 giveway to the company 73 left to right for November 2 for you Echo 5 to hold short and the tower n 225 E9 the tower n 26 easy Char Street 9 al3 right turn to ENT the apron sir number km 282 Bravo hold short of Alpha One Niner or 18 whatever you prefer for the bridge H okay alha Niner or Al Fox still comp oh okay round 393 start 393 stand by traffic 263 contact Tower n 225 2638 hold and contact to9 225 just to let you know we are waiting for easy 68 Kil mik taxi EAS 68 Kil mik tax Runway sh 6 the apron please orange 393 start and push approv start push 39 okay ground this is fly we are clear for push and start brakes are set to park okay relase bre please parking break is released okay bre push back and both okay starting both engines simultaneously okay yeah clear them AC okay start the right engine right and start the left engine engines all normally on other airplanes the engine just started with air to rotate the uh N2 here however the engines are started electrically the generators are used as starter Motors as well now the Apu is providing power to the main buses and the electrical system is now powering the variable frequency starter generators there are two fitted to each engines to each engine so we have four starter generators what you see here is that several systems are being load shed electrically because a lot of power is needed to start both engines at the same time the start system automatically decides when to introduce the fuel and the and the igniters and if the start should fail it will cut the fuel and then reattempt it for three times before uh stopping the engine start all together please brakes are set to park now the engines are running and the starters have become generators now less systems are being load yet and the Apu has now been switched off okay gr we have two good starting M disconnector we'll see on the right hand side with the all clear signal have a good day thank you very much and right and good thank you byebye byebye truck the truck is disconnected to FX 5 do the flight control check it's not necessary to bring up the flight control synoptic page during the flight control check the system Al it does its own self test of all the flight controls this flight control check is simply a check of freedom of movement check bin yeah that's all checked so it's basically to see if my arms can reach full down elevator and if my belly is not in the way for full up elevator feet on the pedals for the rou check rouer full left Center and full right the before taxi checklist May before text checklist an auto recall it's checked checked controls cargo AC forward was a a male item in the book yeah F controls are checked any ground agement it's clear clear four tax check orang 393 orang 393 [Applause] 69 C here right clear left is C right on Alpha right is clear check left is clear as well going one 1807 morning Al yeah number one and continue and then I'm ready for the before take of checklist the before take of checklist complete checklist complete ad 7174 are you ready for 71 74 perfect [Music] bra [Laughter] 74 behind L behind 24 5 for the 2 ling up behind 714 good [Music] orang [Music] behind two four Shadow six is identified okay get on 61 at this moment number two number one is number two Delta 17 Niner still able to go share up five affirmative Delta 17 ner Delta 17 Niner and behind the 2 787 lineing behind 24 okayy line up and weight on 24 after the 787 179 correctly 3 93 24 clear for take off 2 for for [Applause] 20 okay she's on the brakes all right you have control I have control take off Runway 24 is confirmed thrust is set 2 left e e D1 [Music] rotate bre here up trust VF speed Del 179 2 4° 13 North coastway 24 forway 1 n 393 13 13 3 1 take Che 7174 contct 3 4 375 1 2 4 375 71 74 goodbye Del 179 Lev 6 Del 179 13 13 Delta 179 orang 33125 7 393 CL n [Music] [Music] check 1 2 3 4 5 5 4 okay 0 393 220 2 set so this is the Leo departure plate for the Vel one Sher departure we had from Runway 24 in Amsterdam we've crosschecked that with the departure that was selected from the CDU that is linked to ALF that is controlling the fly director in the autopilot uh needless to say that they have to to match obviously so during the briefing one of us will check what's on the plate while the other will check what is in the management system now we have entered the on root phase we can bring up the root chart zoom in and this is a global map so it's a it's a lot of data it has to process so zooming sometimes take a bit can take a while depending on the mode of the chart you can pan along the Route and you can also keep the president aircraft position centered on the chart and as it is connected to the GPS this little round symbol or nearly round symbol it's almost a bit of a Pac-Man indicates the aircraft position thust R VF speed Che 37 and 380 is checked we are the Pac-Man symbol which is not a full round donut because in navigation uh uh pictograms round circle is the estimated position on a chart and the intention is that these moving maps are meant for reference and they're meant for navigational purposes in terms of where you can reference the content of the chart but the aircraft symbol that is although it's it's a quite quite a good fix and it is connected to the GPS it's not certified and meant to navigate on on that symbol alone and therefore they have changed the round circle into a small uh Pac-Man like symbol which is uh uh a circle with a with a notch taken out of it we're now zoomed in uh to the maximum level and you can see the map slowly moving under us and you can unlock it from the present position and then you can move the map around wherever you like and it's a great tool to have you no longer H have the need for paper maps where the information you need is always on the fold which uh on many occasions is torn here you always have a crisp map and with digital updates it's easy to update the system it's easy to update the approach charts um so you'll you'll hardly ever find yourself flying around without data charted Maps a very nice system to have and lately Leo has also Incorporated airport moving map which allows us to um have an improved image of the Airport layout which we can use during taxiing and again this also is not meant to navigate upon to navigate on during taxiing but it does help us to create a better situational Awareness on the airport it's much alike the airport moving map which we you can uh find on the navigation display on board the aircraft um it's just another layout and on this system we can assign the gate number we have been assigned to if we enter a gate number it will always tell us where on this chart the gate is where we are taxiing to so if we return to Amsterdam tomorrow you'll find that um even if the gate is not in view it will always tell us which direction it it can be found in this system we have programmed a few airports on the clip we have our field of origin Amsterdam our destination is on here already and we have our three heops on Route alternates programmed here as well being Shannon Stevenville and Bermuda so this is the General Air facility chart for our first eops alternate Shannon which is readily available and uh ground charts and approach charts and arrival charts can be easily selected so even when you're diverting to a field um or if you're diverting to into a field that was not initially planned say if we were uh in need to divert to London Heath thr at this moment we could easily bring up the charts um it's a lot easier than with the old system where you're working with massive volumes of paper charts [Applause] [Applause] all so before departure we received we received an an IFR clearance an airway clearance but since a part of our flight is over the North Atlantic we'll be flying in Oceanic airospace as it is called and for Oceanic airspace we need a separate clearance it depends on the area where you enter the uh North Atlantic airspace we are going to enter North Atlantic airspace in the shenick controlled area so we're going to ask an oceanic clearance from shanwick this is the identifier for shanwick control and we'll enter the North Atlantic airspace over position toore as it is part of our flight plan route the estimated time of arrival is automatically propagated into this page all we have to enter now is our requested flight level and also our requested Mark number happy sending on the left of the uh primary flight display this is called the auxiliary display and here the air traffic control data link messages are presented as well as um uh agents messages that come in and this message simply states that they have received our Oceanic clearance request and we have to wait 15 minutes if we don't receive an answer in 15 minutes we need to call them by a uh radio frequency by voice happy to cancel Patrick happy okay so we have an ATC message that came in stating our Oceanic clearance now the easiest thing is to read it out loud but to be honest a normal way to worker with this is that each pilot reached the uh clearance out himself we both have the clearance on our own auxiliary display um so we'll both read it silently to see if we want to accept this clearance or not yeah it also says here in plain English that the that there is a change of route in this clearance it's slightly different from what we have requested the entry point is different then the coordinates at 20 West and 30 West are res filed and then it's a bit lower at 40 West and 50 West and the exit is different as well just before we accept this route Shannon hello orange 393 maintaining flatable 380 Fox 393 shanon identified so this is our rubs verification chart these circles indicate the 180 minute EOP circles around our uh eops alternates and as you can clearly see one Dee lower in route coordinates is not going to bring us outside these circles so I'd say we can easily accept this route are you happy y okay so we are accepting the route and once that now it is accepted are you happy to cancel it I'll bring it up again in the on the comp page okay so we'll look into this in a moment because it is a change of route but for now I'm going to cancel it because there might be another message behind it I see that there is another ATC um indication on IAS so I'm going to cancel this message to see if there is something else behind it and there is simply indicating that the clearance has been confirmed by yes are you happy to cancel this one yes sir so my Oceanic clearance is different from the flight plan route and from the requested route but now I have cancelled it and I have to bring it back to adjust the route in the FMC accordingly so we look up the oceanic clearance thank you okay you ask him if we can proceed direct to Lim yeah we'll do and Sh Orange 3 three any charm toed Direct Delivery orange 393 a clear now direct Li so we'll place limy on top yeah check executing so we have changed our rective route from our original entry point toeboard to limy now we we're going to have to adjust the FMC routing according to our Oceanic clearance next w point is 53 North 020 West next after that is 53 North 030 West and here is another change 5 North 40 West the next is going to be 46 North 5 Z West which is also different from the original 50 West coordinate and the next one is sapri okay so from limy to 53 North two West where we pick up the original flight plan route until 30 West and then we'll drop down a degree to 5 Z North 4 Z West 5 six North 5 Z West and then to suby which is just south of Relic so what I'll do is I'll bring up the next way point after Relic or I'll just Place Relic under supri which leaves a discontinuity in a moment so we have to get a connection from suby to the rest of the route I'll have a look into the chart see what connects with it but I'm think I'm expecting sub direct 39 North 60 West and Relic direct 39 North 60 West is going to change into sub direct 39 nor 6 J West we just need confirmation after that are you happy if I connect the two in the L page go ahead suby followed by 39 North 60 West check okay now the clearance also states that we have to be at Li re maintaining level 400 Mark decimal 84 so first we'll enter Mark decimal 84 with flight level 400 at limy and the FMC will automatically transition from econ speed to a fixed Mark number Mark decimal 84 as we pass limy and since this is a slight change from our flight plan route I will also print a copy of it I've entered a new route in the Leo routing so you can copy the rout 22 so it's a bit of a Pity that the electronic flight back the navigation portion of it doesn't talk to the FMC that you cannot download and upload roots from the FMC into the efb and vice versa but fortunately you can uh they do cross between the left efb and the right efb so if you change your route in the left one you don't also have to change it in the right one you can easily copy the route from the other efb okay so9 and here is the printed Oceanic clearance the route we have across the Atlantic is a random route there are also some designated roots today that connect the European root structure with the North American root structure and they are Oceanic tracks North Atlantic organized track system tracks OTS tracks and they are um created on a daily basis twice a day every day westbound tracks and eastbound tracks are being uh plotted to connect both root structures and these tracks differ daily depending on the most favorable wind or least unfavorable wind our root stay clear of the most souly track of all the organized tracks we will however plot the nearest track into the system should we need to divert um then we'll know where the nearest track is to avoid other traffic because these tracks are usually highly uh populated by air traffic also during our as a part of our navigation procedures we as a pre-flight um action we check the tracks and distances between the oceanic waypoints and now the route has changed we have to again check the tracks and distances for the new route uh that we have been issued by our Oceanic clearance the formal way for us to to verify tracks and distances are to look them up in our Leo documentation but but there are some limitations to leader documentation it also gives us tracks between uh 10° longitude way points and other waypoints such as limy and superer are not in those tables um and apart from that it is quite it is quite a uh a chore to look them up in the tables fortunately some one designed an app for that and that makes life a lot easier whether you use the the uh navigation documentation tables or an app they're all true tracks and distances whereas these tracks are magnetic tracks so if we want to check the tracks to the tables we have to make sure we select the heading reference to True North so we can check very verify true tracks in the FMC with true tracks that are that are being calculated between the way points from limy to 53 North two West I have a track of 290° and a distance of 192 nautical miles uh 192 Y correct to position 53 North 3 0 West 274 with a distance of 361 nautical miles to 5 Z North 40 West the track is 248 and the distance is 414 nautical miles to position 46 North 5 Z West I have a track of 243° and four distance 467 nautical miles and two position supri 251° at 89 nautical miles we've requested our Oceanic clearance via acars and there is another part of a data link system which requires a log on now we have various data link um sources one H one is over VHF and the center radio is used for data over VHF on HF the ride radio is used for data and if that fails we still have a satcom which also has a link established so we have a properly working uh data connection now we have to log on to the air traffic control center of shanwick our first Oceanic uh Air Traffic Control we'll go to the log on page and again we will enter the identifier for shanwick and here it indicates that the network is ready now before before I press send we have a look into the manager to make sure that ads emergency is not inadvertently selected on emergency is off and ads is armed so now we will send a log on request and after that log on is successful we'll have an active data link contract with shanwick Oceanic control center and what that buys us is that the aircraft will automatically send position reports every time we will pass an oceanic Waypoint such as limur or 53 North 20 west but also it will allow air traffic control to retrieve our position they can send a a position request to the aircraft and retrieve a position report from the aircraft any moment they desire also should we deviate from our route of flight the airplane will automatically tell on us now this is indeed a two engine aircraft and uh as we are flying over the North Atlantic where alternate airports are scarce we have to have a need to certification and this aircraft has a 3-hour or a 180 minute eops certification the implications are that the airplane has to be maintained according to an EOP standard it has to be pre-flight checked according to an EOP standard uh that is what we verify as a flight crew in the aircraft uh flight technical log and also we uh in the dispatch in the flight planning phase uh a number of eops alternates have to be selected alternates that are um while the old-fashioned terms were suitable adequate and suitable air airfields where we can navigate to and where the weather conditions are such that we can also fly into these airfields so during the dispatch in the crew room we have looked into the notm and weather information for these alternates and now we will program the alternates into the fix pages so we can easily find our position in relation to these eops alternates our first alternate is in Ireland Shannon and we'll be entering eops when we navigate more than one hour's flying distance away from our first eops alternate and this uh green circle here indicates a 400 nautical mile circle um 400 nautical miles is our 1 hour still air flying distance that means that if we have a three-hour eops uh approval we have to stay within 1200 nautical miles from Shannon our next eops alternate is Stevenville Stevenville and New Foundland and we also have to stay within 1200 nautical miles from steeve enville and our last eatop aled at is Bermuda and if I zoom out I have janon as my first eops alternate with a 1hour circle and a 3-hour circle and this is the 3-hour circle for our second eops alternate Stevenville and on the top you'll see a portion of the eops 3-hour EOP circle of our last eops alternate Bermuda and when we look in the plan mode it looks a bit like this the route is well within our three-hour circles we are nowhere on our route getting anywhere near our limit of the area of operation um so in terms of eops planning and execution this is a relatively um easy flight with no hard decision so far so we are connected through cpdlc with shanwick and now we are Crossing 30 West we have just had a digital Handover to Gander we are now in cpdlc contact with Gander and in a minute we're going to call them on HF this is a reminder that we have programmed to contact Gander while after passing uh 30 West um before we had cpdlc in the aircraft we had to rely on VHF uh radio contact over land and HF radio contact over water uh VHF uh only works through line of sight so that is only applicable until the Horizon uh VHF contact is is not possible uh behind the Horizon HF however HF radio signals follow the Curve of the earth they also uh reflect to layers above our atmosphere and then back to the uh Earth surface and then back to into the Earth Earth's atmosphere again HF radio signals can go Halfway Around the Globe so that is a perfect way to have to maintain radio contact over great distances we are now listening out on a VHF radio channel which which is a general Communication channel and obviously the International Guard frequency um but there is no transmission on neither of these bands and you hear nothing when I select a HF radio you will hear something you will hear quite a lot of static radio between the Transmissions you hear a lot of static on HF radio because you cannot Squatch away the static it is uh you can adjust the [Applause] squelch by reducing the HF sensitivity okay but it is hardly possible to completely remove it and it it comes at a cost and the cost is that you will have a lesser reception of the HF transmission you're looking for I'm going to call Gander and then I'm going to ask him to do a cell call check which is actually a type of radio [Applause] doorbell Gander radio Gander Radio Orange 3 ner3 on HF [Applause] 88 I'll tell them which frequency I use because these controllers usually cover several radio frequencies orange 393 we are cpdlc and our exit point is supri request a sell call check on Hotel Lima Echo Romeo 393 Li [Applause] EO so cell call is indicated here on the screen thank you that was a very good cell call and confirm the secondary frequency is 1127 ner orang 373 Roger 3 Three [Applause] Roger so now I can deselect this radio again and that way I don't have to listen to static all day long we have just tested the cell call which is like I said basically a radio doorbell if ATC needs to talk to us on the radio they will select a cell call code which is a aircraft specific four-letter code and they'll send an extra uh audio tone on the radio which is picked up by our aircraft and that will generate a doorbell a ping and the word cell call and that is to indicate to us that ATC wants to talk to us on the radio so despite our digital link we have with the air traffic control center of Gander now we still have a backup system which is our old-fashioned HF radio with a cell call system to attract our attention should they need it it is a it is indeed a beautiful plane um myself Patrick and ZB we have all three transitioned from the 767 that was a nice plane but a completely um different generation of airplane um it did have some screens not only dials uh for instruments but some instruments were quite conventional in this flight deck which is very much uh a glass cockpit um almost everything is digit digitalized the only thing that is really conventional is our oldfashioned Compass which is here in the middle um but all the rest is made out of uh uh uh flat screens the nice thing about flat screens is that they are interchangeable so if say this screen would fail our maintenance crew can replace it by disc screen so even if you're on an out station and you don't have that much support if you don't have spare parts if you have an engineer who can change these screens over then you have a dispatchable airplane so that's one benefit obviously there is the benefit that there is no parallx on a digital display that's nice the screens are quite large um we have some colleagues that have transitioned from a 737 which have quite similar um instrumentation both the primary flight display and the uh navigation display have the same symbology as of the 737 Next Generation for us transitioning from the 767 it took some time to get used to because it is a lot of information that's um uh that's available which you have to interpret um um we have also adapted uh the Boeing way to operate this aircraft I don't believe I've ever been as close to the Boeing standard operating procedures as we are now with the 787 and the introduction of it in our company these screens are like I said they are physically interchangeable and if some screen should fail there are some some ways to to make some changes in Flight should we have some Mal a malfunction of one of the screens we can swap IAS to the left side or to the right side it depends on the desire of the operating crew whether we carry iar on the captain's side or on the first officer side uh some Pilots prefer to have IOS on their side while they are Pilot Flying um I'm quite quite ambivalent I don't really mind where it goes personally um if I'm flying as a pilot flying I would keep icas on my side so my pilot monitoring has still got half a screen available when he's opening a checklist the good thing about having iur on the P of flying side is that if you bring up a checklist on one side you still have half a screen available as a navigation display which helps in monitoring the flight path of the pilot flying I just noticed we had a fuel low Center IAS message which indicates that the center fuel pumps the center fuel tank is almost empty if we bring up the fuel synoptic display you'll see that there is 1.9 tons in the center fuel tank when the center fuel tank becomes drops below 2,000 kilos the icast brings up a uh oh I'm sorry brings up a fuel low Center IAS message which is our prompt to switch off the center fuel pump switches now the center fuel pumps are being switched off there they are so now fuel is fed to the engines from the left and right main fuel tank after the main fuel tank quantities drop below 16 tons respectively the fuel system automatically will scavenge the fuel from the center tank into the left and right main tanks so that 1,800 kilos of fuel is not gone to waste it's still being used so in a couple of minutes we can come back to this screen and we'll see how the scaven system will take these the center tank Fuel and dump it into the main tanks the other synoptic displays that we that we have available here are the electric synoptic display which I showed you before we started the engines we have four engine driven generators each producing 250 kilovolt amps so all four of them all together generate approximately 1 million watt of electric power a lot of this aircraft is driven electrically obviously the hydraulic pumps are uh driven uh electrically two pumps are driven mechanically by the engines the others are driven electrically um air conditioning is done electrically so she she consumes a lot of electric power at this moment moment in this Cruise stage of flight she will consume approximately 45 46% of the generated electricity from the four engine generators the airplane has three external power connectors two at the front of the airplane and one at the rear of the airplane the third one is used used for engine start without the assistance of the Apu it is possible to start this aircraft with two external power units um but that will take some considerable load shedding and normally during the turnaround we require two external Powers two external power units to properly power the airplane the second page we've got available is the Hydraulics page and the nice thing about these pages is that they quickly give you an indication of the system status and not only does it show graphically in what way hydraulic fluid is Flowing um but it also shows you when systems malfunction in what way that occurs and if components are being load shed because of electrical problems it will show you which comp components are being load shed on this page as well we've just seen the fuel page we'll come back to that uh in a few minutes when the fuel is being scavenged from the center tank on the air distribution page we can see here that the aircraft is fitted with four compressors they're called Caron air compressors conventional jet aircraft take their air conditioning uh air from the compressor of the propulsion system of the engines this aircraft does not have a bleed system that takes air from the compressors it has dedicated compressors that take air outside air and feed it directly into the air conditioning packs so the air that is taken in by the Cabana air compressors uh comes nowhere near from any of the engines the air conditioning pack then uh heats the air it also dehumidifies it which is later humidified again heated air and cooled air are then combined and fed in to the fuse large of the aircraft at various locations and we can control the the temperature in several compartments the flight deck has its own temperature selector and from the flight deck we can control a master temperature for the passenger cabin which then can be uh slightly Modified by the cabin crew and they can adjust the temperature should they uh desire in four different sections in the passenger cabin the cargo compartments are heated and vented the forward cargo compartment is uh heated and fitted with a forward cargo air conditioning system and the AR cargo and the bulk cargo have a heating system that we can't really control from the Li deck we can uh uh control the ventilation of the bulk cargo compartment but the temperature in the off cargo compartment is kept at an average temperature and the remaining pages that we have available are a door synoptics page that will show the door status it shows now that all the entry doors and service doors entry doors on the left and surface doors on the right are uh closed and locked and armed what you don't see on this page at this moment are cargo doors and electronic compartment panel doors refueling panel doors located on this side they all they are retracted from view but as soon as these doors are um opened and closed then you will see their symbols coming up on this page as well the gear an optic page gives us uh tire pressures and it gives us uh brake temperatures in a uh unit format so these are not absolute temperatures but these are temperature units this is the flight control synoptics page and it shows the status of the flight controls aun inboards are flaun which is a uh a Crossing between flaps and Ain and on the 787 basically for takeoff and Landing the entire Leading Edge of the wing droops in its entirety it will show the um trim indicators as as well and before take off the stabilizer trim indicator will also show on the icast screen this is a flyby wire airplane which means that the control inputs from the pilots are sent to the flight control computer and they are digitally then sent to the flight control services so even if we disengage the autopilot then still all the manually uh flown signals will be sent to the autopilot computer the autopilot in the normal flight control mode which is is the the the regular flight control mode we operate in all the signals that we create with our manually steering inputs are being weighed by the uh flight control electrics and if needed they are even corrected having said that it is a Boeing flight control system a Boeing fly by wire system and that means that the pilot always has the final say if we were to make a turn with say too much Bank our normal operating limit in bank is 30° if we would make a steep turn at 45 de Bank the Aeroplane will start to push back to bring us back within those 30° of Bank however if we decide we need 45° of Bank we can get it the flight control system does some other things as well it has what is called a gust suppression system we are now in relatively calm air but uh when we encounter turbulence the flight control system tries to dampen the effect of turbulence which is um helping us to which is helping the aircraft to make it feel like a smoother ride it does not really eliminate turbulence CU that's difficult to do next to Impossible but it will take away all the sharp edges of turbulence and that's of great benefit to passengers who are very prone to air sickness and the last two pages on this screen are not really for us they're maintenance Pages they are pages that are uh used to control the circuit breakers on this aircraft and they are pages that are used to monitor uh the aircraft systems and their health conditions whereas conventional fly decks have circuit breakers on the overhead panel or behind the parted seat in this flly deck you will find no circuit breakers circuit breakers are remote in electronic access panels and they are controlled remotely digitally via a circuit breaker fire circuit breaker Pages here on the synoptics display the center screen uh effectively a similar display unit as the primary flight display unit and the navigation display unit um the lower display unit is normally used to present the CDU the control display unit for the flight management system I said they are physically interchangeable in flight they are also interchangeable able if I would like to see the map display on the lower display unit I can bring the map on the lower display unit and I can bring the CDU on the upper display unit so if we lose functionality on one of the displays there are still ways to move our information around should we so need it this display this CDU looks like a conventional CDU but it is a computer image on a screen it's not a touchcreen so these buttons here that are physical buttons on a conventional CDU have to be manipulated with a with a cursor that we control with a cursor control device or in popular terms a trackpad now we both have our own cursor control device I can't move my cursor control device to his screen this stays on my screen I can move it up to the upper screen and if I want to I can uh move it by uh via a selection to the electronic flight B and now I've got it here on this screen um on the efb it is it's quite useful when we are looking into documents the documents we have on this screen at the moment are PDF files and for instance if we want to take a look into the minimum equipment list to look into uh dispatch relief for certain malfunctions then it is quite useful to open the bookmarks and uh find your way and navigate through that PDF file normally it works quite well with fingers but sometimes you want to uh here we go you want to have a more precise way of navigating on the the page especially when you are using scroll bars then sometimes it can be quite useful to use the cursor control device on this uh on this display as well move the cursor back to the navigation display it has a function here as well um before I explain that let us have another look at that fuel synoptics page I mentioned earlier here you see that the center fuel is now being scavenged the wing Tang have uh dropped below 16 tons and the fuel system is Scavenging fuel from the center tank into the wing tanks it also has a function on the navigation display here we have a feature which is a uh called pick Waypoint where we can select any Waypoint on the navigation display if we select an existing position it will recognize it as that existing position here we have 52 North 5 West as part of the most southernly net track today I can select it and then that will bring it up into the CDU scratch Pad um but I can also select any position on the screen and then it will bring the lat long coordinates of that position to the scratch pad and that position I can now use and for instance place in the fix page and now it is a fix on the screen I can also enter it in the legs page if I want to design a route around a thunderstorm for instance I could use that however on uh flights over the North Atlantic while we are in mnps we generally don't put these positions in our legs routing because that will uh frustrate the uh interpretation by air traffic control like I said we are C DLC so any modification is going to trickle down uh on the screen with air traffic control uh immediately afterwards so we don't want to alarm them because we are designing a a routing around a thunderstorm if we want to navigate around thunderstorms we uh we do use this uh this feature in com in combination with the fix page for instance so our routing today is quite Northerly we have a ground distance of uh 4,164 nautical miles with a average headwind of six 17 knots so the air distance is 43 326 nautical miles whereas the great circle is only 3,747 noal miles which means that we that our ground distance traveled is 11% more than the great circle distance and still we're flying a random route so we could have flown any D any route but still this is the most optimum route today and that has a lot to do with the uh wind across the North Atlantic we started here in Amsterdam and then overflew London the south of Ireland and now we're getting close to New Foundland St John's here on the uh Eastern uh point of New Foundland there's a lot of headwind here in the shanwick area this is the shanwick controlled portion of the North Atlantic this bit here is the portion controlled by the Canadians Gander and in a while we'll enter the part that is controlled by New York now the great circle would be somewhere around here it would still be a curved line because of the projection of this map but it would be a lot further to the South and as you can see there is a very strong field of uh of headwind here as well the alternative would be to pick a route more to the south towards Santiago here in Spain but even there is a lot of hat wind so apparently this is still the um most optimum route and although there's a lot of headwind on the first part of the crossing uh once we are steering in Bound Bermuda and after Bermuda we are expecting to to pick up a considerable Tailwind but nevertheless um it is a quite long route for this uh flight from Amsterdam to St Martin you may have picked up by now that there's three of us in the fly deck where it is normally a fly deck that is operated by two pilots and we are with a third pilot because of the length of our duty day today we are doing we're flying to two destinations St Martin and kurasa that combined with a turnaround uh gives us uh a little or no margin on the Fly Duty period limitations therefore we have a third flight crew member in the fly deck that allows me to take a little rest so I'm going to leave you in the capable hands of my colleagues Sab and Patrick talk to you later uh so hello everybody um I'm Patrick I just you take with out of Amsterdam and Le pilot for this flight to S GE B is taking in net now for 2 and a half hours um so going to [Applause] do yeah all right so we uh received the uh com system message it's not an ATC message anymore because we had a ATC Uplink already which we accepted and now we have the conditional clearance condition is met because it's uh 1418 at this moment so at 1418 the message pops up and now we can contact uh Gander Center on VHF um you can see on the um on the com box here that there's a Uplink with the frequency as well so we can just transfer the frequency like this let's see if we can get in contact with Gander Gander good day orange 393 flight level 400 at position 50 West by 393 g day Squawk 2572 2572 on the squawk orange 39 and3 uh my apologies orange 393 Roger and I got a slight change to your rooting uh when you're ready to copy uh 7 one and no problem and or 393 is ready to copy orang 3 Niner three clear presentation direct B to Bravo Oscar Bravo Tango uniform direct three Niner north 60 West direct to gcal golf Echo Charlie alpha lima and in remainder of your flight line rooting is unchanged Orange 3 ner3 is clear direct to BTU 39er north 60 West G and a fly plan Roger and you are radar identified thank you sir up four November Alpha Victor descend flight level 430 we just received a different clearance than uh than our previous clearance because we had the oceanic clearance up to sapri uh we now get a Rec clearance again uh which brings us direct from PR position to BTU and then from BTU is to 39 and north 60 West which was already in the uh in our routing and then we go direct to GK so we can skip the positions Balo and vermuda yeah do you agree so on a bigger range we can see that we fly Bob to 39 North 60 West and then we skip the position Baloo and we skip the position Bermuda uh which is uh actually perfect because this is more flying in a direct line than going from left to right so that's excellent so now we get rid of the com system message are you able to cancel because there was another pling and there's still an ATC message on the icos screen uh there com system message ATC com established with gender domestic in this case have to cancel we are uh 6 hours and 17 minutes in the flight now towards St Martin um going to explain you a little bit about the uh about the flight plan that we used during the flight and uh which we used during the uh pre-flight of the flight today just put it in the middle so you can uh watch it as well you've seen uh the front page um in the uh pre flight in the briefing in the crew room uh which is all the uh relevant information which we need uh to decide on how much fuel we uh take on today's flight important in the um on the front page actually is uh the uh the flight from Amsterdam to St Martin um then uh the uh the aircraft registration bu Hotel Tango fox. mik which is the plane that we are using today it's uh eops certified 180 minutes 1,00 nautical miles over here there's an uh Flight Plan remark which is uh entered by the uh dispatcher our flly plans are uh being uh computed in Hanover it's a random route today outside the organized track system we have a mail item uh which is the forward cargo cooling compressor which is also on the uh status page this moment forward cargo cooling uh system is uh is not cooling it's heating but it's not cooling at Amsterdam we have received an ATC clearance which we uh write down on the flight plan is onway 24 f one Sher departure the 2110 and the next frequency for uh to report ready for start and push this is the routing uh towards St Martin uh in FMS language for the flight management uh system uh this is this is the routing that we have entered into the uh CDU and which is the aircraft is flying in the lnap mode this is a calculation of uh the total fuel that we need today uh there's a trip fuel towards St Martin of uh 43,6 47 kg with a flight time of 9 hours and 8 minutes we need 3% continency fuel based on Bermuda we need some alternate fuel to fly to syn drones of 28 minutes final reserve of half an hour gives us uh 1858 kilg of fuel this all added up it gives us a minimum take fuel of uh 49,1 127 kg and we can fly 10 hours and 27 minutes with that but we also need some Taxi fuel taxi fuel is a a standard of 250 kg from the gate towards the runway so this is the minimum required all added up minimum required of 49.4 which we need to go to S Martin as discussed earlier in the uh briefing in the crew room we are adding some extra fuel so we don't need to fuel at St Martin uh so 5,300 kg extra and then there's a fuel on board a total fuel on board is calculated on uh 54,675 kg and we can fly with uh that amount of fuel 11 hours and 53 minutes we've decided to take a little bit of extra fuel uh because we have the Apu running at St Martin is using about 200 kg an hour and otherwise we uh are just below the uh minimum required for the second sector which is uh 10.7 on the other flly plan 10.7 from St Martin to C to then during the flight we're doing um some fuel checks um we have here all the uh information of the different waypoints the minimum save altitude at those way points and uh here you can say for canet minimum save is 0 to4 so that's uh 2400 ft and the plant Fly level is Fly level 380 38,000 ft over here you see the uh the times which is calculated bicep uh you see the distance and the uh amount of time that is needed to uh to cover the distance so we just adding uh the one minute to the previous one so from 34 1 minute is 35 and then from 35 1 minute again 36 and so we calculate that for the whole fly plan based on the actual uh takeoff time then on rout uh we fill in the uh estimated time overhead which is in this case for uh lambor um the fly plan is calculated to fly overhead at 3 Niner and that's actually 0 Niner 3 Niner Zulu time and then uh during the flight the FM FMS was calculating that the estimated uh time of uh flying overhead that Waypoint is 40 uh in the meanwhile we had a direct towards Compton so we didn't have an actual time overhead but for instance at Compton the calculated time was 47 the calculated time by the FMS was 47 and the actual time over overhead was 47 and over here if you can read my uh scribbling on the side the uh required the fuel on board should be 49.0 and the fuel at Waypoint Compton was 49.7 so we have an extra fuel of 7700 Kg on that Waypoint so we uh write down the fuel uh at every Waypoint or some way points every hour more or less uh just to check if we have uh enough fuel and if the fuel is still uh enough to fly to St Martin and to rule out any uh fuel leakage what we also uh write down on the Fly plan are the HF frequencies here's the New York frequencies 13306 is uh the primary frequency number one and the secondary 8 9 or 06 we write those down just in case we uh lose them in the uh communication box or um if we uh change crew there's always a backup and we always know where to find the next frequencies for New York in case uh you know the other Pilots need them so if we get that Direct uh for instance we were flying direct to 60 uh 39 North 60 West uh we requested a direct with New York to fight fly direct gkl uh so we know that on the Fly plan like this gkl we can get from the uh FMS the uh calculated uh estimated time overhead is 1643 for go so we can write that down 43 so there's only 2 minutes uh behind the fly plan and it's not too bad actually after all those routs uh because in the beginning of the uh flight we were about 6 minutes behind here the calculated was uh 1412 and the uh estimated time overhead was 1419 so that's uh 7 Minutes difference so we're back to 2 minutes now so that's quite good hi guys I am the uh second first officer today on this flight towards s Martin and kurasa my name is Zep I've been with the company for four years now and this is the first year on the 787 as you can see we are 7 hours away from Amsterdam so we have some time spare so let me tell you something about the overhead panel of this uh Boeing 787 air craft first thing you see if you uh take a glance at the overhead panel is there are no circuit breakers on the conventional aircraft you would see all those CBS on the upper part of the overhead panel but this is now all electronically so I'll take you through the overhead panel on the left top side you can see a two flight control surfaces switches those are for maintenance so we as a pilot we uh we don't touch them we start our pre-flight procedures actually with the uh aligning of the irs's as you can see here we have a left IRS switch and they right IRS switch if you take a look at the whole panel you can mainly divide it into four sections and this is uh the first row that is the electrical side the second side as you can see is the hydraulic side the third side is the fuel side and the four side is the air side so if you're looking for a switch you roughly know where you have to be in which area on the overhead panel so let me continue this uh pre-flight uh scan on the ground we make sure the battery is on this will initi initiate the uh alignment of the uh left CCR CCR is a common Computing resource that's basically the heart of the 787 it allows uh to put up a network for all the uh data exchange with all the computers we have on board of this aircraft as soon as we have a second uh power source the right CCR will come online and then the whole network is available so we continue with the electrical you can see Apu generators is always on on the ground we have the forward external power switches left and right and off we have also a connector the off external power connector there below we can see the four uh generator control switches they're all closed in the they're all guarded in a closed position so we only use them in an normal event coming down along we have a triangle here that's the for the captain we see some uh wipers a hot display at the moment as you can see it's h inoperative then we come here on the second row we have a small Towing panel we actually on daily basis we don't need that we don't use that panel so I cannot tell you really interesting things about it then we come down to the CCR part I told you a little bit about basically the heart of the 787 coming down is the uh Window heat we have six switches and we make sure they're all in the on position here you can see a uh Ram Air turbine switch it will make sure that uh in a non-normal situation for example a Jew engine failure we have an extra Ram Air turbine that will pop out of the fuse Lodge and provide with some electrical and hydraulically hydraulic power for us to power uh essential systems coming down we see the Hydraulics like Bart our captain told us today a little bit about the hydraulic system we have two engine driven pumps primary we have some demand pumps left and right and in the Center system we have two electrical pumps the C1 and the C2 well this is the passenger seat belt signs we put them on in case of any turbulence and on ground when the seat belt sign has to be fastened here I'll come back to you later this is actually the lighting panel coming back on top on the third row we see here a ground uh knob this is actually used by maintenance people if they need to check change anything about the system via the computer they put this switch from normal into enable and that will give access to the 787 software database here we can see the Apu uh fire discharge uh switch we use that in case it's illuminated or when the uh memory items have to be completed if you want to push this switch uh it will aut automatically be released by the non normal but if not you can see a knob behind the switch you can press it in and it will enter it will release the interlock behind it so you can always pull it out and that will make sure the bottle is armed and if you turn it it will discharge a Fire Bottle Into the Apu area so coming further down as you can see we have two start knobs to start switches we used that earlier on at Amsterdam to start the right engine and the left engine simultaneously furthermore we can see the uh fuel jettison panel this aircraft is capable to uh jettison Fuel and there's a small note nice to know we cannot jettison fuel with a flaps 30 setting basically we can pull this knob turn it and we can select a amount of fuel which we would like to stay on board and then press the nozzles and it will dump the fuel until the amount of fuel which we would like to have and that will automatically shut off so here we can see the uh fuel pumps we have six two left two right and two for the center tank and the center tank is already empty so they're off as you can see we have the ability of as well to cross feed between the tanks left and right and to balance uh fuel tank fuel in case we have an imbalance but we will have a message on the icos panel then we can see the anti section is divided into Wing anti and some uh engine anti left and right it's basically always on auto coming up on the uh fourth row we can see the El it's the emergency locat transmitter we just make sure it's in the armed position and guarded here we can see the forward cargo temperature selector forward position and the cargo position forward as you can see it's been told a couple of times today it's in up and we can see the Ember light off then we have here the air conditioning panel it consists of fight deck temperatures and cabin temperatures we have some recirculation fence for more efficient uh air flows and Equipment cooling the left back and the right back and some trim air here we can see the pressurization area is as well um all automatic it's uh normally not used by the pilots but in case you need to use it there are two options here to select manual to open the outflow valve or close the outflow valve when needed and here this is the same side as the captain I can adjust my hood brightness and I can use the wiper so on the left side of the uh wiper we come here below the line we have uh the light section and actually on the top you you can see all the fly deck lights we can adjust uh here outside light this uh Landing lights nose lights Runway turnoff lights taxi lights and strobe lights and here you we can find the beacon lights navigation lights logo lights which we use at night to uh illuminate the tail of the airplane when it comes to approach preparations there are two ways for us to do it um basically the pilot flying can do his own approach preparations but as he'll he'll be uh distracted by the CDU for a longer period of time we then ask him to transfer the controls to the other pilot or he can keep control of the aircraft and ask the pilot monitoring to do the programming for him and that's how it's done on many occasions on this on on our division on the 787 within Tue we find it has an added an advantage being that as a part of monitoring programs the arrival and approach procedure for the pilot flying it automatically generates discussion on how you want to adapt or tweak the approach paath if that is needed and then you actually will have already done part of the briefing as you have discussed the arrival routing together then it becomes an interactive process to prepare for the approach for your destination so you selected the rnf10 with a uba one arrival and a trany transition looks like this San Juan Orange 3 ner3 scoring 2723 Main ring level 410 Dr again hello sir it's the orange 3 Niner three sarw 2723 and orange 393 Squad 4417 4417 Orange 3 niner 3 from the MDA upwards there is a a Glide path of 3° a firm on the second FL space we see a Glide path angle of 3° so that's from MDA upwards to 1700 ft and then there is another Glide path of 3° from 1700 ft upwards so that means we can intercept the Final Approach path from 2600 ft airm and we will be flying this approach inan agreed yeah yes south of St Martin there is an island with some obstacles of a little over uh 3,000 ft which brings the minimum sector altitude at 4,100 FT all the way around check so since it's going to be a gnss approach to one Z flown in Eon we have to check the r&p in the position page we have to make sure that gnss updating is on yeah so the rmp for the approach is programmed AT3 all right and on the position rep we can see position update is armed and the actual ser Z3 r&p at the moment four but it will go down to3 and GPS NV is selected on wonderful fantastic okay so that's the routing for the approach um performance can you look into the landing performance for me yes and if we select a flap 30 Landing with AO spoilers all re reversers operating NTI off no non normal and a manual Landing it provides the following outo Brak setting recommended of four yeah and that is calculated for a wed Runway a affirmative okay so I'll tell you what we'll take order Brakes 4 yep yeah outo Brakes 4 set thank you and can you redo a calculation with aut brakes four to see what uh break cooling time we're goingon to expect sure ground cooling of 22 minutes yes nice nice okay so Auto brakes four it is then and flaps 30 can you set the VF for flp 30 for me yeah um you agree with 15 Niner as a landing we uh yeah and we go for a flap 30 is set V 138 that will give us a v Final Approach speed of 143 and the MDA of 700 ft had a go around speed restriction of 205 so if we maintain this speed until we're inbound uh that position on bed that's going to be uh just fine sure right sounds like plan okay then as for the briefing I'll do a recall the only message on the screen is the cargo AC air conditioning forward which we know of which is in the Mel otherwise we have a fine aircraft uh Nots did you see anything in the Nots for St Martin no I cannot recall any NOS for St Mar okay the weather we've just looked at wind from the East Nine knots and clouds few at 2200 ft visibility is nearly unrestricted so that's nice um we've just discussed the routing after landing we have to continue to the end of the runway make a 180 at the end of the runway yeah we are not allowed to make a 180 turn at the intermediate turning pad I see that's all in the uh in the Airfield nodes also we have to take Exit thank you man also we have to take Exit Charlie and according to the company pages of St Martin texway Bravo is closed all right uh where have I got that in the meantime I see an FMC message yeah mCP altitude is set to cruise altitude set lower altitude to enable ven of descent yeah let's do then for [Applause] desc Orange 3 ner3 theate main for level 1 n z Roger descending FL level one Niner Z Orange 3 niner 3 One n z is set up checked okay it says here that we have to take taxi taxiway Charlie only 43 so that's what we'll do y since they have no radar on St Mar they usually ask some uh radial versus distance from the V okay so we have put that in the fix base in the fix fine yeah very nice do we have any threats and errors on this uh Airfield no well for us it's a new destination by Captain pilot flying all briefed yeah it's a short Runway performance uh limited on the runway it's a short Runway and there are multiple obstacles on the island yes so if we make a missed approach procedure we really have to focus on that turn to the Mis approach point of onbed exactly uh also it's a busy airport with a lot of general aviation traffic and smaller aircraft smaller commuter aircraft um so we have to keep a decent Lookout okay yes okay anything else anything I missed anything you want to add no it's a clear yeah clear plan yes Patrick have you got anything to add for this one no okay fine we've just done the recall um can you see if we have have got any notes uh on the checklist no we don't procedure is done then The Descent checklist please descent checklist recall is checked checked notes checked checked Auto break four Landing data BF 3138 minimums are borrow 700 VF 138 minimums Barrow 700 approach briefing completed decent checklist complete thank you ladies and gentlemen we have started our descent into St Martin and we've just picked up the latest weather details the weather looks fine wind is light to moderate from the East visibility is nearly unrestricted and they have reported a few clouds overhead the field temperature is 29° Centigrades we expect to be landing in St Martin little under 30 minutes from now at uh 20 minutes past 2 local time we'll be landing towards the east and from this point on we'll be busying ourselves with the approach and Landing into St Martin for so for those of you who are leaving us here in St Martin I'd like to wish you all a very pleasant stay here on the island we for the return or next trip thank you for flying with us and bye-bye 131 would like the iost on your side b y That's fine that'll uh yep thank you okay orange 393 orange 393 go ahead orange 393 contact sign one Center 1815 1 1815 Orange 3 93 goodbye Center Orange 3 niner 3 descending flight level 1 Niner Z inbound trinky flight 3931 cross trink level0 90 maintain level 0 ner0 Roger descending uh flight level 0 Niner 0 to cross trinky flight level 09er Z Orange 3 niner 3 0 n z set set checked AR flight 393 in the event of lost communication in the event of lost communication at trinky contact Juliana 118.7 at trinky hold we have also adopted in our crew concept the procedure that the pet monitoring calls out all the FMA changes what the autopilot is really doing we can select all these modes here on this mode control panel for the autopilot but if it doesn't show here on the flight mode enunciator then it hasn't kicked in or hasn't activated and previously the pet flying would call out the FMA changes and now we have adopted the concept where the pet monitoring calls out all FMA changes regardless of all his other tasks and what that gives us we have found is that it gives us a better monitoring from the pilot monitoring speed V check orange 3937 with a frequency check 325 out of five Orange 3 n or three thank you Jana Tower good day Orange 3 niner 3 descending level 0 ner0 inbound trunky Orange 3 niner 3 after trinky turn right and proceed direct to atut for the arav approach onway one Zer Al 29 91 wind 120 degrees at 8 knots descend and maintain 2,600 ft Roger descending altitude 2, 600 ft on the q& 2 niner niner one after position trunky right towards hmut for the rnf 1 at St Martin orange 393 orange 393 correct do we have to maintain the level njo restriction at trinky ulana Tower for the orange tree Niner tree do we need to uh comply with the Restriction Niner zero at truny level now we are now passing flight level 100 uh negative we can continue to descend to 2,600 ft right here continue descent altitude 2,600 ft orange 393 2 2,600 is set and I'll reselect check q& 29 or 901 and passing altitude 9,600 ft okay approach checklist q& 2 ner Niner one okay e 64 run one Z land wind 1 0 de at 8ot ulana Tower confirm Orange 3 9 and3 we are cleared for the Arna approach 1 Z we're just about to call you cleared Arna approach only one Z report of AI one will go cleared for the uh RF approach Runway 1 Z or 3 9 or three thank you claps five I'm expecting light path at 8 miles from the runway Al shot Al 64 on ground 16 Delta Orange 3 ner3 over at position Orange 3 ner 3 Runway one Lite to Bravo and you can expect Bravo check check check Kevin ready from Bravo run one Z CLE take off 09 0° at 9ot Clear take off runway 1 Z and caution with the CR and Mass on the out side of Runway orange 393 caution with those two sailing vessels south of the approach the center line I'm not quite sure what their intentions are Roger we have them inside or n or got it Landing checklist Landing checklist compl checklist complete yeah Juliana M air 8101 see sail 81 01 5 miles from Lugo level ner Zing 4604 Mountain 81 01 after slugo and and it seems they are stand for desent 2991 811 they heading nor next to no speed can you give me the uh spell for me uniform Lima uniform Bravo Alpha it's hard to tell but I think I'm looking at two wide two good feed 1 2 4 clear direct same B ultim 2991 2991 direct good feed check manual flight check good speed one 5 Alpha confirm 1 heirm good speed 105 Alpha departing uh to S one spe 105 Alpha remain outside of the control Zone Al 2991 wind 110° at 7 report passing 125 climbing at 165 company traffic opposite direction at 130 will be descending shortly the control Zone and Report 125 or 165 good speed5 traffic 8 1 01 distance Che 8101 I'm showing one mile from the good speed one5 correction uh good speed 124 position uh just passo you US Direct same spe I I told you direct but I need your DME sir D 32 d good speed 24 just had a technical issue say again uh the distance okay uh DME is 30 juli mik good speed 124 good speed 124 continue 1 0 0 1 0 0 and direct 10 bars good speed one two4 correct good for the Al Al Lo on 185 brakes are cancelled the Tango Fox Lima orang 3 N3 on the ground time at time 21 180e on the right Char orange 393 you see that mountain peak yeah you see that Peak yeah and in between that's a saddle sadle yeah in the description of the departure profile they mention a saddle that you have to fly through and that's a saddle J in 531 5 from the current weather altimeter is 2991 the wind is 1 120 Dees at 7 knots oh just and the temperature is 298 is frequency 127 decimal 65 2765 no we had that we just wanted to Heat current wind condition check and see if we can take Runway 284 any can traffic per Roger on request and would like to activate off flight to one correction to Cle on request thank you sir whiskey EA join down1 Z one5 Alpha passing leveling checklist any checklist complete checklist complete yeah manual flly Che good speed one5 Alpha confirm 1 good speed5 Alpha departing uh to one one5 alpha remain outside of the control Zone Al 2991 wind 1 1 0° at 7 report passing 2 5 climbing at 165 company traffic opposite direction at 13 will be descending shortly the control Zone and 165 speed traffic 8101 showing one M from the good speed 105 correction good speed 1 2 4 position uh just pass slugo you told us direct same but speed 124 I I told you direct same but I need your DME sir DME 32 D Pap good speed 124 just had a technical issue say again uh the distance okay uh d is 3 juli good speed 124 good spe 24 continue 1 0 0 1 0 0 and direct bar good speed correct the on 185 brakes are cancelled the tangle fo Lima Orange 3 ner3 on the ground time at time 21 180 v r Char 51 in 531 the current weather conditions altimeter is 29 91 the wind is 1 120 deges at 7 knots and the temperature is 2 ner eight is frequency 127 decimal 65 27 25 no we had that we just wanted to current wind conditions check and see if we can take Runway 28 for part it any can traffic per Roger on request and would like to activate our flight plan to one correction too Roger clearan is on request thank you sir whis down1 Z 5 Alpha passing level Delta 98 after slugo level 12 and after slugo request direct VY requested Delta 908 C request Delta 908 orange tree Niner tree the uh parking is going to be at Alpha 3 check how are we doing on that side clear thank you Juliana 8105 M 8105 Juliana lugos walking well that was the approach arrival and landing in St Martin with two sailing vessels on short final I was not quite sure where they were going initially I thought they were going to stay south of the center line but they were slowly crossing our Center Line on short final um that brought me above the Glide path a little bit um that was later reined um and well we calculated the landing performance for a wet Runway but in fact the runway was still dry so we came to a nearly stand still uh just uh beyond the mid Runway mid midpoint of the runway um and this is it welcome to St Martin
