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 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
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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
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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
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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!
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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
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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)
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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!
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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
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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
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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
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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!"
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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.
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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
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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
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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’
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The WestWind journal October 2019 Issue 19-10 WestWind Airlines
WestWind Executive Office’s
News / Information
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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]
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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.
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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)