westwind airlineskmia 2. kmia 2. ksea 3. kden 3. kden 4. kdfw 4. egll kord dfw 6. ksea 6. katl 7....

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Page 1 of 19 The WestWind Journal October 2019 Issue 19-10 WestWind Airlines September 2019 Flight Hours September 2019 West Wind Hub Rankings On-Line OFF-LINE 1. CYYC 1. KMIA 2. KMIA 2. KSEA 3. KDEN 3. KDEN 4. KDFW 4. EGLL 5. KORD 5. KDFW 6. KSEA 6. KATL 7. YSSY 7. KCVG 8. KATL 8. YSSY 9. KLAX 9. KDFW 10. KCVG 10. KORD 11. KJFK 11. KJFK 12. EGLL 12. KLAX 13. EHAM 13. EHAM (All On-Line hours verified via VATSIM/IVAO) WestWind Airlines Promoting Aviation Through Simulation! Astonishingly, due to fatigue and improper rest, between 43% and 54% of pilots surveyed in Sweden, Norway and the U.K. admitted having fallen asleep while flying a passenger jet. And furthermore, you will be surprised to know that one- third of these pilots found their co- pilots also sleeping when they woke up. This fact signifies the importance of rest, as well as good physical and mental health for the flight crew. Total WestWind Hours: 2274.9 Total On-Line Hours: 451.6 Total Off-Line Hours: 1823.3 WWA3592

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  • Page 1 of 19

    The WestWind Journal October 2019 Issue 19-10 WestWind Airlines

    September 2019 Flight Hours

    September 2019 WestWind Hub Rankings

    On-Line OFF-LINE 1. CYYC 1. KMIA

    2. KMIA 2. KSEA

    3. KDEN 3. KDEN

    4. KDFW 4. EGLL

    5. KORD 5. KDFW

    6. KSEA 6. KATL

    7. YSSY 7. KCVG

    8. KATL 8. YSSY

    9. KLAX 9. KDFW

    10. KCVG 10. KORD

    11. KJFK 11. KJFK

    12. EGLL 12. KLAX

    13. EHAM 13. EHAM (All On-Line hours verified via VATSIM/IVAO)

    WestWind Airlines

    A

    Promoting Aviation

    Through

    Simulation!

    Astonishingly, due to fatigue and

    improper rest, between 43% and

    54% of pilots surveyed in Sweden,

    Norway and the U.K. admitted

    having fallen asleep while flying a

    passenger jet. And furthermore, you

    will be surprised to know that one-

    third of these pilots found their co-

    pilots also sleeping when they woke

    up. This fact signifies the importance

    of rest, as well as good physical and

    mental health for the flight crew.

    Total WestWind Hours: 2274.9

    Total On-Line Hours: 451.6

    Total Off-Line Hours: 1823.3

    WWA3592

  • Page 2 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    WestWind

    New Pilots - September 2019 Davey Barfield WWA3610, KMIA Hub

    Justin Bradley WWA3611, KORD Hub

    David Fridline WWA3612, KDFW Hub Please welcome these new WestWind Pilots and show them why

    WWA is the best virtual airline out there!

    Oct 13 Calgary CYYC 2100Z-2200Z

    Nov 10 Atlanta KATL 2200Z-2300Z

    Dec 8 Cincinnati KCVG 2200Z-2300Z

    Jan 26 London Heathrow EGLL 2200Z-2300Z

    The above Fly-Ins are setup by the WestWind Journal and

    are not official WWA Corporate sponsored events but

    are highly recommended!

    WestWind Airlines

    September’s Top On-Line Pilots

    EHAM -NA- KATL WWA3240 CYYC WWA2894 KORD WWA3592 KCVG WWA2683 KDFW WWA3382 KDEN WWA3241 EGLL -NA- KLAX WWA3480 KMIA WWA1404 KJFK WWA1823 KSEA WWA2244 YSSY WWA49

    WWA

    AIRLINES

  • Page 3 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Control of Cabin Pressure odern aircraft often combine pneumatic, electric,

    and electronic control of pressurization. Cabin

    altitude, cabin rate of change, and barometric

    setting are made on the cabin pressure selector of the

    pressurization panel in the cockpit. Electric signals are sent

    from the selector to the cabin pressure controller, which

    functions as the pressure regulator. It is remotely located out

    of sight near the cockpit but inside the pressurized portion of

    the aircraft. The signals are converted from electric to digital

    and are used by the controller. Cabin pressure and ambient

    pressure are also input to the controller, as well as other

    inputs. Using this information, the controller, which is

    essentially a computer, supplies pressurization logic for

    various stages of a flight. On many small transport and

    business jets, the controller’s electric output signal drives a

    torque motor in the primary outflow valve. This modulates

    pneumatic airflow through the valve, which positions the valve

    to maintain the pressurization schedule.

    On many transport category aircraft, two cabin pressure

    controllers, or a single controller with redundant circuitry, are

    used. Located in the electronics equipment bay, they receive

    electric input from the panel selector, as well as ambient and

    cabin pressure input. Flight altitude and landing field altitude

    information are often the crew selection choices on the

    pressurization control panel. Cabin altitude, rate of climb, and

    barometric setting are automatic through built-in logic and

    communication with the ADC and the flight management

    system (FMS). The controllers process the information and

    send electric signals to motors that directly position the

    outflow valve(s). Modern pressurization control is fully

    automatic once variable selections are made on the

    pressurization control panel if, in fact, there are any to be

    made. Entering or selecting a flight plan into the FMS of some

    aircraft automatically supplies the pressurization controller

    with the parameters needed to establish the pressurization

    schedule for the entire flight. No other input is needed from

    the crew.

    Oct 2 KALB, KSYR 2359Z-0300Z

    Oct 4 KMEM 2359Z-0400Z

    Oct 6 KAPA 2200Z-0200Z

    Oct 12 KIAD 2200Z-0300Z

    Oct 13 WWA Fly-In CYYC 2100Z-2200Z

    Oct 17 KBOS, KPHL 2300Z-0300Z

    Oct 18 KORD, KMDW 0000Z-0300Z

    Oct 25 KMCO, KJAX 2300Z-0300Z

    WestWind Airlines

    M

  • Page 4 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Europe will NOT accept U.S. verdict on

    737 Max Safety

    urope's aviation safety watchdog will not accept a U.S.

    verdict on whether Boeing's troubled 737 Max is safe.

    Instead, the European Aviation Safety Agency (EASA)

    will run its own tests on the plane before approving a return to

    commercial flights. The 737 Max has been grounded since

    March after two fatal crashes. But EASA told the US Federal

    Aviation Administration (FAA) there would be "no delegation"

    on safety approval in a letter sent on 1 April. Patrick Ky, EASA's

    chief executive, revealed a list of four conditions given to the

    U.S. authorities in a presentation to the European Parliament's

    committee on transport and tourism. Europe's tough stance is

    a blow to Boeing's hopes of a rapid return to service for the

    737 Max and is also a significant break with the established

    international practice of aviation regulators accepting each

    other's standards.

    Senior Command Captain Jim Short WWA3191, has been promoted and assigned as the Hub Manager of WestWind’s

    Amsterdam Hub (EHAM), effective September 4, 2019. The

    WestWind Journal congratulates Jim and knows he’ll do a

    great job!

    E

  • Page 5 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    A student became lost during a solo cross-country flight.

    While attempting to locate the aircraft on radar, ATC asked,

    "What was your last known position?"

    Student: "When I was number one for takeoff".

    -> -> Part 2

  • Page 6 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Basic ATC Facility Structures CD – Clearance Delivery (this is where you get your flight clearance and transponder code [sqk code]) GND – Ground (taxi from gate or ramp) TWR – Tower (take off) Dep – Departure (Climbing away from your departure airport) CTR/Enroute – Center ( Controls all aircraft in cruise flight) APP – Arrival – (Closing in on your destination) TWR – Tower – (Landing) GND – Ground – (taxi to gate or ramp)

    Level of ATC Control CD – Clearance delivery only. GND – Clearance delivery, Taxi TWR – Clearance delivery, Taxi, Take off DEP – Clearance delivery, Taxi, Departure, Take off, Climb out CTR – All levels of flight APP – Arrival, landing, taxi TWR – Landing, taxi GND – Taxi When on the ground at a gate, contact the lowest level of ATC for clearance. If CTR (Center), for example, is the only ATC available, that is who you contact for clearance.

    Contact ATC For The Following Clearance Push and Start Taxi Takeoff Departure While Enroute Approach Final Land and taxi Park and shutdown Emergencies Interpreting This Requirement

    1. You should be able to contact local ATC during any of the phases listed above and provide simple pilot to ATC phraseology.

    2. You should be able to handle your aircraft and hold headings, altitudes, and airspeeds as instructed by ATC.

    3. You should know acceptable emergency procedures on VATSIM, how to request them and what to do if their request is not

    granted. All pilots should know that announcing a hijack or using the hijack transponder code is not allowed on VATSIM and is not to be done. Standard Transponder codes are:

    1200 – Standard VFR code used in North America or when flying IFR and no ATC is available. 7000 – Standard VFR code use in Europe or when no ATC is available.

    0021 – VFR code for use in Germany below 5000′. 0022 – VFR code for use in Germany above 5000′. 7500 – Hijack. Used when an aircraft is under a hijack

    situation. NOT TO BE USED! Using this code will result in being disconnected and banned from VATSIM! Don’t try it out!!!! 7600 – Radio Failure. When you’re not able to transmit and/or receive communications by radio. 7700 – Emergency. Your aircraft is experiencing an emergency situation.

    Flight Plans 1. Fill in the appropriate boxes 2. Find acceptable routes 3. Useful Newbie Comments (For example, add; New to flying on-line or New Pilot) This will let ATC know you may need additional help. Interpreting This Requirement

    1. You should be able to fill out the VATSIM Flight Plan form and understand what is expected and typical in each box.

    2. You should be able to find an appropriate route, not GPS Direct, but may include VORs or Preferred Routes from ATC web sites.

    3. You should know appropriate comments to add to their flight plan to help ATC help them, comments common to newbie flight plans.

    Weather Where to find it, why VATSIM weather might be different than your weather and different from sim to sim as it renders differently in each PC. IMC vs VMC (IMC=instrument meteorological conditions [IFR], VMC=visual meteorological conditions [VFR]. Runway selection Interpreting This Requirement 1. You should know where to find local weather information relative to that weather the VATSIM ATC will be reporting within their area of operation. 2. You should be able to determine if the airport(s) you will be flying to or from is under IMC or VMC conditions to anticipate the services available. 3. You should be able to select the appropriate runway to use relative to the prevailing winds as reported on the VATSIM network.

    (Continued)

  • Page 7 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Again, we strongly recommend that you visit VATSIM.net and review the Pilot Resource Center for more detailed information. Also know that 99.9% of VATSIM controllers will be more than helpful in assisting you on your first few on-line flights! Just let them know your new at on-line flight.

    Look for Part 3 in the November issue when we call for clearance and begin our flight.

    Are YOU Flying On-Line

    If Not, YOU Should Be!

    It’s The Only Way To Fly!

    Submit your screenshots to the WestWind Journal!

    Screenshot of the Month

    - Pilot Name/Callsign -

    Send your screenshot in and you could be next month’s

    WestWind Journals ‘Screenshot of the Month’ winner!

    > > Submit your screenshots < <

    Blue Angeles

    Oct 5-6 Sacramento, CA

    Oct 12-13 San Francisco, CA

    Oct 19-20 Ft. Worth, TX

    Oct 26-27 Jacksonville, FL

    October Performances

    ?

    NO Screenshots

    Submitted!

  • Page 8 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    ‘Real Close Call’ ecently a Boeing 747-200 failed to follow its

    acknowledged clearance after a night landing in normal

    ground visibility and re-entered the same runway just

    as a departing Boeing 747-400 was reaching rotation speed.

    The departing aircraft made an abrupt rotation and

    immediately banked in order to miss the other 747.

    CHECK THE FORUMS

    WestWind Airlines Chief Pilot

    Sean McConnell WWA659

    ‘Speaks’

    Auto Landings just read a question; "If a Cat 3 auto land can get the job

    done? Why do pilots still do it manually?" The Legal answer

    is from 14CFR 16.57; to carry passengers you need 3

    takeoffs and 3 landings as the sole manipulator of the controls

    and if you fly at night you need an additional 3 takeoffs and 3

    Full-Stop landing at night within the past 90 days. That is a total

    of 6 takeoffs and 6 landings in the previous 90 days. If you are

    current by this regulation then you may log any flight with

    passengers to maintain this currency. If you do not have the 3

    takeoffs and 3 landings you cannot carry passengers until you

    meet this requirement. In addition, Instrument and ATP

    Ratings have additional currency requirements. Also note in

    my 21 years as an Aviation Electronics Technician plus 15 years

    as a Private Pilot, I have not met an instructor or check pilot

    that will let you use auto land and sign off on this requirement.

    Of The $40.00

    Guessing the total number of Flight Hours that WestWind

    flew during the month of September (within 300 hours) is:

    NONE, #### Hub A $40.00 Visa Gift Card has been mailed to the address X

    choose! Congratulations! Watch for more contests to come!

    WestWind AIRLINES The Best Above The Rest!

    R

    I

    WestWind

    WestWind

  • Page 9 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    This Month The WestWind Journal Salutes The Aviators of the

    United States Army

    WestWind Airlines

    Calgary International Airport (CYYC)

    Sunday, October 13

    Arrive: 2100Z-2200Z

    WWA CYYC Fly-In Oct 13

    Location CYYC WWA Fly-In Oct 13, Arrive: 2100Z-2200Z

  • Page 10 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Submit your screenshots for inclusion in the WestWind

    Journal, you may also have the ‘Screenshot of the Month’!

    Just send your screenshots to [email protected] that’s all there is to it!

    Operation Dorian EastWind 03-2019 - Underway –

    WestWind Airlines has a current support operation

    underway to the Bahamas as a result of the damage caused by hurricane Dorian. Cargo flights carrying supplies/equipment to the Bahamas, as well as flights taking people out of the Bahamas are underway. The staging areas for inbound and outbound flights are MYNN (Nassau) and MYGF (Freeport). The WestWind staging areas on the U.S. mainland for support flights are KATL and KMIA. WWA teams are in place at both MYNN and MYGF to handle inbound and outbound flights and cargo handling.

    1981 Cessna Citation; 7479 Total Hrs.; $595,000.00

    Meacham Field, Ft. Worth, Texas

  • Page 11 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    WestWind AIRLINES October 2019 VATSIM Event Calendar

    1 2 KALB, KSYR 2359Z-0300Z

    3 4 FNOs KMEM 2359Z-0400Z

    5

    6 KAPA

    2200Z-0200Z

    7 8 9 10 11 12 KIAD 2200Z=0300Z

    13 WWA FLY-IN

    CYYC 2100Z-2200Z

    14 15 16 17 KBOS, KPHL 2300Z-0300Z

    18 FNOs KORD, KMDW 0000Z-0300Z

    19

    20

    21 22 23 24 25 FNOs KMCO, KJAX 2300Z-0300Z

    26

    27

    28 29 30 31

    Passengers were apparently having a hard time choosing their

    seats, when a flight attendant announced, "People, people

    we're not picking out furniture here, find a seat and get in it!"

  • Page 12 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    The ILS Approach

    s I’m sure you know, an ILS (Instrument

    Landing System) is a type of instrument

    approach consisting of a localizer, a glideslope

    and specific approach and runway lighting. It is one of many

    kinds of instrument approaches which enable an airplane to

    safely get from the enroute environment down to a position

    where it can see the runway and make a landing. There are

    three kinds of ILS approach with the CAT-III being the one with

    the lowest minimums...typically allowing the approach to be

    flown even with no visibility.

    Now let's start with the basics. As mentioned above, the ILS

    is one kind of approach and on the chart it is typically labeled

    with ILS and the runway number (i.e., "ILS31"). The chart is

    made up of several areas...generally with communications

    information at the top, a plan (horizontal) view in the middle,

    a vertical profile below that and the minimums either below or

    next to the vertical profile. On the horizontal view you will see

    a number of fixes which can be flown to via the enroute

    system. Upon arriving at that point, you would begin flying the

    approach if cleared to do so by ATC. There are many different

    routings and steps, but generally they all end up with you on

    the extended runway centerline aligned with the localizer

    beam. It is at this point that you would start flying the localizer

    beam for horizontal guidance and you have a specific altitude

    to fly with a minimum altitude that will guarantee obstacle

    clearance. This is depicted on the vertical profile by the

    altitude with a line under it (meaning it is a floor).

    The reason you typically pick up the localizer before the

    glideslope has nothing to do with the strength of the signals

    but because the approaches are designed that way (for

    technical reasons having to do with false glideslopes too

    complex to discuss here). So, the approach has you at a

    (relatively low) altitude, flying in on the localizer beam.

    Eventually you will reach the point where the glideslope

    crosses that altitude...it is depicted on the vertical profile and

    is the final approach fix. At this point you would leave the

    altitude and start following the glideslope for vertical guidance

    while still following the localizer for horizontal guidance and it

    will lead you down to the runway while ensuring obstacle

    clearance. If you do not see the runway environment (defined

    in the FARS) by the time you reach Decision Height (DH - listed

    in the minimums section of the chart), you must execute the

    missed approach. If you see the runway environment, you may

    continue descending and land. Most ILS systems have a

    decision height of 200 feet above ground level. CAT II and III

    ILSs typically have a lower DH, however there are additional

    requirements (equipment in the plane and training for the

    crew) before you can be certified to fly a CAT II or III ILS. Any

    instrument rated pilot with a localizer and glideslope receiver

    can fly a CAT I ILS.

    A

  • Page 13 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Up-Coming Concerts Amsterdam

    Oct 10 John Mayer: Ziggo Dome Oct 22 II Devo: Ziggo Dome

    Atlanta Oct 3 ZZ Top: Ameris Bank Amphitheater

    Oct 10 Toto: Atlanta Symphony Hall

    Calgary Oct 11 C.R. Avery: Festival Hall

    Oct 17 The Mavericks: MacEwan Hall

    Chicago Oct 19 Bob Seger: United Center Oct 20 Engelbert Humperdinck: Arcada Theatre

    Cincinnati Oct 24 Celine Dion: U.S. Bank Arena

    Oct 30 Boz Scaggs: Taft Theatre

    Dallas/Ft. Worth Oct 11 Billy Joel: Globe Life Park

    Oct 22 Sum 41: Gas Monkey Bar N’ Grill

    Denver Oct 3 Casting Crowns: Bellco Theatre Oct 13 Phil Collins: Pepsi Center

    London Oct 4 Hozier: London Palladium

    Oct 10 Alice Cooper: The Oz

    Los Angeles Oct 13 Frankie Vallie: Saban Theater

    Oct 13 The Who: Hollywood Bowl

    Miami Oct 25 Maroon 5: Seminole Hard Rock Hotel

    Oct 26 Canned Heat: The Funky Biscuit

    New York Oct 2 Madonna: Brooklyn Academy of Music

    Oct 8 Deep Purple: Beacon Theatre

    Seattle Oct 13 Sum 41: Showbox SoDo

    Oct 18 Dream Theater: Graceland

    Sydney Oct 11 Ricki-Lee: State Theatre

    Oct 26 Metallica: ANZ Stadium

  • Page 14 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    arine Corps Captain Katie Higgins made history by becoming the first female pilot in Blue Angels team in Sept 2014. Blue Angels is the famous U.S. Navy Flight Demonstration Squadron. She graduated

    from Annapolis in 2008 with a Bachelor of Science in Political Science and went on to get her Master’s in International Security from Georgetown University before reporting to Naval Air Station Pensacola for aviation training. As a married woman with two kids her achievement in flight records was amazing.

    uel systems on large transport category jet aircraft are complex with some features and components not found in reciprocating-engine aircraft fuel systems. They

    typically contain more redundancy and facilitate numerous options from which the crew can choose while managing the aircraft’s fuel load. Features like an onboard APU, single point pressure refueling, and fuel jettison systems, which are not needed on smaller aircraft, add to the complexity of an airliner fuel system. Jet transport fuel systems can be regarded as a handful of fuel subsystems as follows: 1. Storage 2. Vent 3. Distribution 4. Feed 5. Indicating Most transport category aircraft fuel systems are very much alike. Integral fuel tanks are the norm with much of each wing’s structure sealed to enable its use as a fuel tank. Center wing section or fuselage tanks are also common. These may be sealed structure or bladder type. Jet transport aircraft carry tens of thousands of pounds of fuel on board. Note that there are optional fuel storage configurations available on most airliners. For example, airlines expecting to use an aircraft on transoceanic flights may order the aircraft with long-range auxiliary tanks. These additional tanks, usually located in the fuselage section of the aircraft, can alter fuel management logistics in addition to complicating the fuel system. In addition to main and auxiliary fuel tanks, surge tanks may also be found on jet transports. These normally empty tanks located in the wing structure outboard of the main wing tanks are used for fuel overflow. A check valve allows the one-way drainage of fuel back into the main tanks. Surge tanks are also used for fuel system venting. The fuel feed subsystem is sometimes considered part of the fuel distribution system. It is the heart of the fuel system since it delivers fuel to the engines. Jet transport aircraft supply fuel to the engines via in-tank fuel boost pumps, usually two per tank. They pump fuel under pressure through a shutoff valve for each engine. A manifold or connecting tubing typically allows any tank to supply any

    M F

  • Page 15 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    engine through the use of cross feed valves. Boost pump bypasses allow fuel flow should a pump fail. Note that the engines are designed to be able to run without any fuel boost pumps operating. But, each engine’s shutoff valve must be open to allow flow to the engines from the tanks. Fuel indicating systems on jet transport aircraft monitor a variety of parameters, some not normally found on general aviation aircraft. Business jet aircraft share many of these features. True fuel flow indicators for each engine are used as the primary means for monitoring fuel delivery to the engines. A fuel temperature gauge is common as are fuel filter bypass warning lights. The temperature sensor is usually located in a main fuel tank. The indicator is located on the instrument panel or is displayed on a multifunction display (MFD). These allow the crew to monitor the fuel temperature during high altitude flight in extremely frigid conditions. The fuel filters have bypasses that permit fuel flow around the filters if clogged. Indicator light(s) illuminate in the cockpit when this occurs.

    How To Contact ‘The WestWind Journal’

    [email protected]

  • Page 16 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    WestWind Executive Office’s

    News / Information

  • Page 17 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Indianapolis, IN - October 19-20.

    ~ Bleed Air Leaks ~ leed air, in the context of a turbine engine, refers to

    compressed air which is taken from within the engine.

    The point at which the air is bled from the engine varies

    by engine type but is always tapped from the compressor, at

    an intermediate stage or just after the last stage, but before

    the combustors. The use of bleed air is common in jet engine

    powered aircraft inclusive of turbojet, turbofan and turboprop

    installations. Bleed air is useful in an aircraft because of two

    properties: high temperature (typically 200 – 250 degrees C.)

    and moderate pressure (regulated to approximately 40 PSI

    exiting the engine pylon). This hot, compressed air can be used

    in many different ways. Typical uses include engine start, air

    conditioning and pressurization, engine and airframe de/anti-

    icing, pressurization of water reservoirs, hydraulic reservoirs

    and pneumatically powered actuators and, in some cases, it is

    used as the motive power for pneumatically driven hydraulic

    pumps.

    The uncontrolled loss of bleed air from the pneumatic system

    or from any of the pneumatically powered services has the

    potential to cause:

    1. damage to aircraft wiring

    2. components to overheat

    3. damage to aircraft structures

    4. inflight fire.

    Even after the bleed air leak has been secured using the

    appropriate ECAM, QRH or AFM procedure, secondary effects

    of the original fault may occur. Isolating part of the bleed air

    system will inevitably lead to some degradation in the

    operation of other aircraft systems such as:

    1. pneumatically operated control surfaces

    2. air driven hydraulic pumps

    3. air conditioning/pressurization systems

    4. anti-icing systems.

    [Continued]

    B

  • Page 18 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Managing the remainder of the flight with the loss of some or

    all of these systems will require careful thought and planning.

    Having a comprehensive knowledge of the pneumatic systems

    in the aircraft will help in the decision making process. It is

    essential that the pilots understand what is working and what

    is not as well as the consequent limitations to the operation.

    Some combination of gauges and warning systems is

    incorporated into the bleed air system to allow the pilots to

    monitor the normal function of the system and to provide

    audio and/or visual warning in the event of an overhear or

    failure. Valves are incorporated into the system to provide the

    means to automatically or manually isolate parts of the bleed

    air manifold or individual components in the event of a failure.

    Some of these defenses include:

    Cockpit Gauges - allow the pilots to monitor bleed air manifold

    temperature and pressure.

    Overheat Detectors - located in close proximity to bleed air

    ducts. In the event of a bleed air leak from a ruptured duct, the

    overheat detector will cause a warning to be generated on the

    flight deck.

    Bleed Air Shut-off Valves - located at various points in the

    pneumatic system. In the event of a failure, the shut-off valves

    can be used to isolate the failed portion of the system.

    Bleed Air Monitoring Systems - detect the loss of pressure

    caused by a duct failure and generate a warning on the flight

    deck.

    Fire Wall Bleed Air Shut-off Valves - allow the bleed air from

    an engine to be isolated from the rest of the aircraft. It is

    typically closed when the Engine Fire checklist is actioned.

    Closing the fire wall bleed air valve prevents contamination of

    the bleed air system by the failed engine and, if the fire

    warning was caused by a ruptured bleed air duct within the

    engine, prevents the bleed air system from perpetuating the

    warning.

    The electronic and mechanical defenses, as listed above, are

    essential to the timely detection and successful containment

    of a bleed air leak. However, many emergency or abnormal

    checklists for bleed air faults require some post action analysis

    to assess whether the action taken has been successful. A

    critical part of that analysis is a sound understanding, by the

    pilots, of the pneumatic system and all of its associated

    functions and components. If the isolation has not been

    successful, diversion should be initiated, and an appropriate

    balance struck between the time spent on analysis and the

    need to get the aircraft on the ground as quickly as possible.

    Even when the isolation is successful, the pilots need to how

    the failure will affect the remainder of the flight. Depending on

    aircraft type, the analysis might consider items such as: The

    impact of the loss of all or part of the bleed air system as it

    affects the aircraft type must be examined. Depending upon

    Icing - are anti-icing systems affected by the failure? Are there

    specific AFM limitation to be considered?

    Pressurization - can the planned altitude be maintained?

    Approach, Landing, Go-Around - does the failure in any way impact upon extension or retraction of landing gear, high lift or deceleration devices?

    WestWind encourages all on-line pilots to monitor TeamSpeak at all times when flying.

    Server Address: ts76.gameservers.com:9123

    Nickname: [first name] [last name]{space -space}[WWA####] ex: Ted Smith - WWA1234

    Teamspeak is available to all WestWind Pilots. Download the TEAMSPEAK 3 client and join the conversation online.

  • Page 19 of 19

    The WestWind journal October 2019 Issue 19-10 WestWind Airlines

    Your WESTWIND Staff President and CEO Mark Kusiak

    Chief Operations Officer Paul Steele

    Chief Pilot & Administration Officer Sean McConnell

    Chief Information Officer George Forster

    Chief Maintenance Officer Mike Bergman

    Director of Online Operations & Events Chris Trott

    Director of IT David Ajie

    Vice President of Flight Operations -Vacant-

    Cargo Operations Manager -Vacant-

    Alaska Regional Director Scott Robison

    Caribbean Regional Director Braden Vonderau

    - Hub Managers - Amsterdam Hub Manager Jim Short

    Atlanta Hub Manager Al Stallaumer

    Calgary Hub Manager Scott Robison

    Chicago Hub Manager Chris Cramblet

    Cincinnati Hub Manager David Reason

    Dallas/Ft. Worth Hub Manager Jacques ‘Jay’ LeMarier

    Denver Hub Manager Brian Mills

    London Heathrow Hub Manager Ken Rotker

    Los Angeles Hub Manager John Oddo

    Miami Hub Manager Scott Williams

    New York (KJFK) Hub Manager Sean McConnell

    Seattle Hub Manager Dwayne White

    Sydney Hub Manager Kenneth Haynes

    This concludes the October issue of The WestWind Journal, we hope that you have enjoyed it. Look for the November issue full of updates and new items too!

    The WestWind Journal

    Publisher/Editor

    Chris Cramblet WWA3592 (KORD Hub Manager)

    [email protected]