In Charge of the Field Trip Charter

by Split Scimitar

PDL 5643

Alright, N543US is going to Ponta Delgada. Wait, N543US is going to Ponta Delgada?!

“Are you sure you want to send 5643 to the Azores?”

“That was almost entirely the PF’s fault. Slammed the nose gear down and over-controlled the derotation. 1.53 G on the mains and then 1.88 G of force absorbed by the nose gear, with the aircraft near max landing weight.”

“I read the report.”

“Plus, she’s also the only ship we have available. She just did a bunch of Hawaii circuits then underwent a check in Minneapolis a few weeks ago.”

“Good, so Dash and I have a good ship on our hands. It’ll be my fault if something gets cocked up.”

“It’ll be fine. I don’t think it’ll be that windy.”

Making no additional effort to argue, the two of us head for the cockpit to see if any crew members are aboard.

A standard crew of 5 flight attendants is what to expect, and to my surprise, we get one. All male.

“Well, this should be fun.” I say after all seven crew members meet at the gate. “Quick curiosity question, were these repat flights voluntary?”

“They were. I wanted to put in some extra time in case I get furloughed.” One responds.

“Same here.” Echo a couple others.

“I was asked after no one else volunteered.” The last couple say.

“I know the industry was desperate before all this, but even now, as flight schedules get slashed by at least half?”

“Problem is most of those that were available wanted to do flights to bigger airports.”

“I see, so I assume places like London, Sydney, Paris, Rome…”

“First ones to go.” The crew chief responds.

“That’s odd, but I guess it makes sense.

“Anyway, whenever you’re ready, we’re due out in about an hour, if you’re wondering why my F/O and I are doing this flight, it’s because I’m the one receiving the 757 come the type’s full retirement. Last I heard, this is this ship’s last flight.”

---

“New York clearance, Delta 414, IFR to Ponta Delgada.”

“Delta 414, is your CPDLC working?”

“It is, but we couldn’t get an uplink or a connection.”

“Interesting. Okay then, uh… Delta 414 is cleared to Ponta Delgada as filed. Maintain 5,000, expect FL370 after BETTE. New York departure frequency 135.9, squawk 7572.”

“Cleared to Ponta Delgada as filed, 5,000, FL370 after BETTE. New York departure 135.9, squawk 7572, Delta 414.”

“Delta 414, readback correct. Ground .9, the ATIS November.”

“Delta 414.”

FMS programmed, as per the BETTE Six, depart as prescribed, standby for departure runway, expect radar vectors to BETTE. Performance data available for all runways, just waiting on the assignment.

“Kennedy International Airport information November, 0158Z. Wind 190 at 7, visibility 10. Sky clear below 12,000. Temperature 14, dewpoint 5. Altimeter 30.10. ILS runway 22L, ILS runway 22R, visual runway 22L, and visual runway 22R in use. Landing and departing runway 22L and runway 22R. Notices to airmen: Taxiway F closed between runway 4R and 4L. All VFR aircraft contact clearance delivery prior to taxi. Advisory: all aircraft read back all runway hold short instructions. Advise on initial contact you have information November.”

“Kennedy Ground, Delta 414, gate C63, November, ready to push.”

“Delta 414, Kennedy ground, push approved, start engines on A.”

“Push and start onto A, Delta 414.”

“Push and start onto A, please.” I then relay to the tug.

“Nose left or right?”

“Left I guess.”

As we begin pushback, I admire the slowly setting sun by snapping a picture as we get turned around.

“Cleared to start.” The tug calls.

“Initiate engine start sequence.”

“Engine 1 start valve.”

“Open.”

10% N₂

15% N₂

“20% N₂.”

“Initiating fuel flow.”

“Alight!”

“Close start valve.”

Stabilizing.

“Idle speed good. EGT, all values except oil temp in the green.”

“Generator 1?”

“On.”

“Engine 2 start valve.”

“Open.”

10% N₂

15% N₂

“20% N₂.”

“Initiating fuel flow.”

“Alight!”

“Close start valve.”

Stabilizing.

“Idle speed good. EGT, all values except oil temp in the green.”

“Generator 2?”

“On.”

“Control surfaces check.

“Rudder left. Servo, hydraulics check.

“Rudder right. Servo, hydraulics check.

“Elevator.

“Up. Cables, hydraulics check.

“Down. Cables, hydraulics check.

“Ailerons.

“Left. Aileron, spoilers check.

“Right. Aileron, spoilers check.

“Set flaps 15 for takeoff.”

“15.” Dash responds as she pulls up the load sheet to verify the correct setting, before setting the lever.

“Kennedy airport information November…”

“November still current, ground 121.9. Ready?”

“Let’s go.”

“Kennedy ground, Delta 414, November.”

“Delta 414, ground, runway 22R… where you at?”

“414 is at Lima-Alpha.”

“Delta 414, Kennedy ground, runway 22R, left B, hold short of KE.”

“B, short of KE, Delta 414.”

“Delta 414, you’ll be giving way to a couple of high-speed arrivals off of J.”

“Delta 414.”

“Taxi instructions, runway 22R, expect B all the way, hold short of KE.”

“Alaska 1026, Kennedy ground, J A, do you know where you’re entering the ramp this evening?”

“Victor… Victor.”

“Alaska 1026, right A, hold short of… W.”

“Alpha counterclockwise, short of Whiskey, Alaska 1026.”

“Delta 414, no delay, B, hold short taxiway H.”

“B short of H, Delta 414.” Dash grabs quickly waving forward as I push the throttles forward.

“Delta 414, join the line, tower’s 23.9, good night!”

“Lining up, 23.9, 414, good night!”

“Cya!”

“Taxi checklist please.”

“Flaps?”

“15.”

“Trim?”

“Elevator set for takeoff. Rudder and aileron zero.”

“Transponder?”

“7572.”

“Altimeter?”

“30.10.”

“Instrument check.”

“Airspeed, zero.
Attitude indicator, level and erect within 5 minutes of startup.
Altimeter, within 75’ of field elevation at 30.10.
Wing in, trapezoid out.
VSI zero point noted.
Known heading against magnetic compass, no precession.
Instrument check complete.”

“Departure brief?”

“In case of an engine fire, failure, loss of visibility, directional control, as directed by ATC or as deemed necessary. If the problem occurs below V₁, power idle, full reverse thrust, spoilers up, rejected takeoff braking straight ahead. At or above V₁, it’s an airborne emergency. At our current weight, we have enough runway, well within our accelerate-stop and accelerate-go distance, and we’re dispatched below Max landing weight, so no worries of circling, dumping, or landing overweight. We are guaranteed a positive climb rate through enough of an altitude where we can climb to enough of an altitude and return to land. I’ll fly, you talk. Initial altitude of 5,000, fly the Gateway Climb. Departure brief complete. Questions, comments, concerns?”

“Taxi checklist complete.”

“Thank you.”

“Turkish 12 Heavy, runway 22R, cleared for takeoff.”

“Cleared for takeoff 22R, good night, Turkish 12 Heavy.”

“LOT 27, runway 22R, line up and wait.”

“Line up and wait 22R, LOT 27.”

“Delta 156, cross runway 31R.”

“Cross 31R, Delta 156.”

“FedEx 1292, can you accept runway 22L?”

“Unable, FedEx 1292.”

“Roger, UPS… correction Iberia 6252, cross runway 31R.”

“Cross 31R, Iberia 6252.”

“LOT 27, runway 22R, cleared for takeoff.”

“Cleared for takeoff 22R, LOT 27.”

“El Al 8, runway 22R, line up and wait.”

“22R, line up and wait, El Al 8.”

“Delta 234, cross runway 31R.”

“Cross 31R, Delta 234.”

“Delta 414, hold short of YA.”

“Short of YA, Delta 414.”

“Betcha wish you were in one of those heavies.” I say.

“Nah.”

“Did you have a second choice?”

“Never really gave it much thought.”

“Oh alright then. Tbh I expected you to go for A330, A350, or 777.”

“Do you even know me at all?”

“Only that you hate the 737. I made no presumptions about the sidestick even though that’s what you’re in now. Plus, no way I would’ve expected you to select something as outdated as the A340 or the 757/767.”

“I guess you really don’t know me.”

“Hey, in my defense, you never knew… you didn’t even find out I smoked until Annabelle’s wedding.”

“Are you still?” She asks with a tinge of spite.

“Haven’t in awhile. Not since hospital.”

“Good. Keep it that way.”

“Why do you treat me like a cigarette smoker when I haven’t touched a real cigarette for a very long time?”

“Because e-cigarettes haven’t been shown to be any safer.”

“How many chemicals present in real cigarettes both known and unknown are present in e-cigarettes?”

“Have you done any research?”

“Yes. I have, and you’ll be pleased to know…”

“El Al 8, runway 22R, line up and wait.”

“22R, line up and wait, El Al 8.”

“Delta 414, cross runway 31R.”

“Cross 31R, Delta 414.” “Know what?”

“What?” I ask feigning nonchalance, somewhat trying to return to the task at hand.

“Don’t ‘what’ me. I’m serious. Have you done research into what goes into e-cigarettes?”

“What?”

“Max!” She seethes, clearly holding an urge to either slap or Sock [It To] Me.

“Relax.”

“You tell me to relax when you’re outright rejecting a notion that doesn’t agree with your opinion!”

“You think I reject information that I don’t agree with?”

“It sure sounds like it.”

“Let’s not get bogged down with who’s rejecting what. I’d really rather not set the trail of petrol you’re using to bait me on fire.”

“El Al 8, runway 22R, cleared for takeoff.”

“Cleared for takeoff 22R, El Al 8.”

“Delta 414, tower.”

“414.”

“Two arrivals onto 22R. Could you accept runway 22L?”

“Stand by, we’ll double check our performance calculations.”

“Slopes are basically the same, given our weather and airport elevation of basically sea level, even at MTOW, the takeoff roll at 30°C/86°F is 6,800… for the Rolls Royce. It’s slightly higher for the Pratt & Whitney.”

“Ha! RB211 all day, e’ry day!”

“I’m surprised you agreed to do this then.” I say without skipping a beat. “We can do it, it’s just a question of how comfortable you are with it.”

“You’re Pilot In Command. It’s your decision.”

I respond only by picking up the phone.

“Forward cabin, go ahead.” The crew chief answers.

“All seated and secure for departure?”

“Affirm.”

“Thank you. Flight deck out.”

“Tower, Delta 414, we can accept runway 22L.”

“Delta 414, cross runway 22R, runway 22L, taxi via E. Traffic a 5 mile final for 22R, additional traffic turning on a 12 mile left base… Delta 414, disregard, disregard! Runway 22R, line up and wait. Traffic is inbound to 22L.”

“Line up and wait 22R, Delta 414.”

Turn on the lights: Landing, strobes, pulse. Make them shine bright. Bright as the sun now that we’re on an active runway. Autopilot armed, auto brakes, set to RTO.

“American 1388, J A, ground .9. Break. Delta 606, runway 22L, cleared to land.”

“Cleared to land 22L, Delta… 606.”

“Delta 789, company traffic departing prior to your arrival. Runway 22L, number 2, cleared to land.”

“Cleared to land, Delta 789.”

“Delta 414, new takeoff instructions. Fly runway heading, disregard the gateway climb. Runway 22R, cleared for takeoff.”

“Cleared for takeoff, fly runway heading now, Delta 414.

“Sleeves?”

“Rolled up.”

“Controls.”

“Taken.”

“Let’s Get This Show On The Road!”

Rainbow places her hands on the throttles, with mine on top of hers, and pushing the throttles, she keeps her hand on the throttles while I keep both hands on the yoke as per SOP.

“80 knots?”

“Check. [Gotta] build up steam.”

“V₁.” I then call now clutching the yoke in prep for the next call.

“Rotate.” Rainbow calls.

Adding enough back pressure to raise the nose, I set pitch just as I call out,

“V₂.”

“Positive rate, gear up.” No usable runway, set climb speed of 15 knots above V₂.

“Flaps up.” I call at about 2,500’ AGL, to which Rainbow retracts the flaps.

“Delta 414, contact departure, g’night!”

“Nighty night, Delta 414.” “New York departure, Delta 414 off Kennedy, 2,600 for 5,000, runway heading.”

“Delta 414, New York departure, radar contact. Turn right heading… 340, vectors to BETTE.”

“340, vectors to BETTE, Delta 414.”

“Delta 414, climb and maintain 15,000. Cross BETTE at or above 15,000.”

“BETTE at or above 15, Delta 414.”

---

“New York Center, Delta 414 is level at FL390.”

“Delta 414, New York center, roger.”

“Max, it’s been how long since we’ve known each other? We’ve gone on vacation together, you’ve hosted the Blue Angels, flown Crystal Prep, crossed portals into another world, and even hosted otherworldly life. Every single time we’ve hung out, you’ve had a cigarette in your possession. And, if I remember correctly, you said that at least two of the others were willing to end their friendship with you because of it. Why is it so difficult for you to give it up when you repeatedly claim you aren’t addicted?”

“Why are you making a big deal out of this? I already said I haven’t touched one since the accident.”

“I don’t believe you. I think you did.”

“You know, I can only imagine how much more peeved you’d be if I smoked real cigarettes. Actually I can, because you wouldn’t be talking to me.”

“That’s how serious I am. I’ve made it clear… we’ve all made it clear how we feel about you being a smoker. And you know what? I would probably even go out with you were it not for that.”

“Go out with me, huh?”

“Did I say that out loud?”

“I don’t know. Only way to find out is if we pull the CVR tape.”

“Uh, never mind then.”

“You wouldn’t want to go out with me.” I say suppressing a smirk.

To my surprise, Dash doesn’t have some witty remark or even a comeback.

“Don’t tell me you’ve got a…” I then continue.

“No! No way! I’m Rainbow Dash. I don’t catch feelings.”

“Obviously. You catch flights instead, so it seems.”

“Very funny, wiseass.” She says before yawning.

“You can sleep if you want. I won’t really need you until we begin the descent.”

“Are we overnighting at our destination?”

“We shouldn’t need to. We will be there for awhile though.”

“The flight leaves mid-morning though. I hope we’ll at least have a place to wash up.”

“I know you’re tired, but can you check and see if all the flight attendants have gone to sleep?”

“On it.” She says, but not before her stomach growls, quite loudly. Like, enough for the CVR to be able to pick up.

“Do we have food onboard?” She asks.

“I don’t know. No mention of it on the load sheet, and I’m pretty sure this service is modified.”

Despite being hampered by sleepiness, her spirits drop like… like… like she just lost on penalty kicks.

“You didn’t pack any food?”

“I was gonna gamble on something being open in Portugal.”

“Are we in Portugal?” She snaps back, clearly unamused.

“Can you hold for… about 4 hours?”

“No! I need food and I need it now!”

“Check the galley cart.”

I peer my head back to find the flight attendants all asleep in their berths. I won’t see the manifest until we land in Ponta Delgada, so if it’s me, I don’t have a problem with anyone napping in the first class seats. And, you know, late as it is into the game – about a month since the pandemic started, the risk is relatively low, at least from what I can tell, but I do have a mask handy. Granted, it’s entirely for aesthetics, and if I’m honest is horrible for social interaction (I’m always repeating myself when I wear it).

Even so, I get the odd idea that wearing that mask in the terminal may attract some unsavory attention. It’s certainly not what most would consider distasteful, but it is loud, it is bold, and it is brash. And it’s sound reactive. Maybe I will wear it for the sake of “it’s the aircraft’s last flight. What’re they gonna do, fire me?”

“Delta 414, contact Santa Maria center now, 132.15.”

“132.15, Delta 414, thanks for the help.”

“No problem, good night.”

“Santa Maria Center, boa tarde, Delta 414, a Boeing 757, level at FL390, time now 0335Z, present position 41 degrees North, 40 degrees west. Next report KOKER, expected 0404Z.”

“Delta 414, Santa Maria center, boa tarde, present position noted. We have extended our ADS-B coverage, you can expect radar coverage within 30 miles of KOKER.”

“Delta 414.”

At 0340, I let out my first real, proper yawn. Considering my acclimation, that places me at… 23/11P[M]. I’m a night owl, so I shouldn’t start to feel sleepy until right after we land.

“Delta 414,” Santa Maria calls a few minutes later, “possible radar return near point 40 degrees 34 minutes north, 36 degrees 26 minutes west.”

“Position checks, Delta 414.”

“Delta 414, Nice To Meet Ya.”

“Delta 414, the night’s a beautiful one. Absolutely nothing to complain about.”

“Delta 414, roger.”

Now that I’m visible on radar, I actually check the cabin and find two flight attendants along with my first officer asleep in the first class cabin. I then check for the others and find them reclined across the back rows. Hoping they don’t get woken up too severely, I reach for the cabin lights switch but decide against it, since we have about an hour before we descend.

“Delta 414, the winds at João Paulo currently 040 at 10. Descend and maintain FL310, descend via the SOMUL 1N arrival. Expect the ILS 30.”

“We’ll get the full weather, descend FL310, thence via the SOMUL 1N, ILS 30 approach, Delta 414.”

Altitude, descent rate set. Let’s brief the arrival before I wake up the others.

“Okay, SOMUL 1N arrival into Ponta Delgada’s João Paulo II airport. RNAV–1 procedure, GNSS required. From SOMUL, course 114° to SM704, then course 133° to SM702, then course 119° to SM700, crossing restrictions here at or above 4,500 at or below 250 knots. From SM700, expect radar vectors or as instructed by ATC. In the absence of speed restrictions prior to the final arrival fix, I’ll fly my personal airspeed procedures. Descend via Mach number until intercepting 280 knots. Below FL240, speed 265. Between FL180 and transition altitude, which here, is… 6,000’, hold 250, coincident with SM700.

Considering our current position and descent calculations, to hold our optimum descent rate of 1900-2000 fpm, we don’t have to begin our descent from FL310 until about 26 miles from SOMUL.

Intercepting 280 knots, switch from Mach to airspeed. 15 miles to top of descent. Now’s as good a time as any to get the rest of the crew awake.

Cabin lights on medium, pick up the phone, set to intercom,

“Ladies and gentlemen, we will soon begin our descent into Ponta Delgada. At this time, please return to your seats, fasten your seatbelts, ensure all chair backs and tray tables are in the full upright and locked position. Please also at this time lower all aisle armrests, open all windows, and stow all cabin baggage and loose articles for landing. It’s a windy one today, which is not atypical of the Azores. Thank you.”

Immediately, the steward crew chief along with RD spring into action. Well, maybe not exactly spring, but definitely ready to return to duty.

As the rest of the flight attendants return to their jumpseats, Dash slowly returns, and on the way steals some Biscoff cookies from the cart.

5 miles to top of descent, so I ask for a can of water or two before returning to the cockpit and prepping for the descent.

At the top of descent, I check that the autopilot is slave to the FMS so I don’t have to adjust anything by hand. Of course, I could’ve been doing it this way the whole flight, but I much prefer to hand fly from time to time, or at least, for lack of a better term, control the inputs (to the autopilot).

As we begin the descent, Dash checks the pressurization system and asks for the charts so she can review the approach with me.

Below FL240, speed 265.

“We’re shooting the RNAV GPS runway 30. I haven’t briefed it yet, but if you want to while I double check some numbers and checklists.”

“Okay then.” She responds in a bit of a fog. “Why do you need to check the performance?”

“Winds last reported 040 at 12, I just want to make sure we’re… Yep. Okay. If we land 30, we’ll have 2 knots of tailwind, or headwind if we land on 12. Either way, it’s like a… 12 knot crosswind component. Pretty much direct.”

“Noice!”

Below FL180, speed 250.

“Okay, ILS… standby, into Ponta Delgada…”

“Delta 414, the winds now 050 at 9.”

“Delta 414, thank you. Did you want us on the ILS Y or ILS Z?”

“Delta 414, did I tell you ILS 30? That was supposed to be for another aircraft. You can expect the RNAV Z RWY 12.”

“We were descending FL310 when you said you wanted us on the ILS.”

“Sorry about that. My mistake.”

“Well, I forgot to ask Y or Z. RNAV Z RWY 12, Delta 414.”

“Azores 121, speed 190 or less.

“Azores 280, maintain 200 knots or greater.”

Disregard 30. Let me quickly brief the RNAV for 12.

“RNAV GNSS Z RWY 12 into Ponta Delgada. Primary navaid GPS, free of anomalies and not affected by outages. Approach course inbound 112. There are 2,443 m of runway, can you convert that to feet?”

“It’s… 8,015’.”

“Thank you, 8,015’ of runway available, airport and touchdown zone elevation both 259’. I’m not sure which fix we’ll get, but I imagine we’ll go from TUSEX. Remain at or above 4,500’ until TUSEX. From TUSEX, descend and maintain 2,200’ to SM454. Final approach fix SM455 at 2,200. From SM455, descend and maintain LNAV minima of 880’ and 620 m of visibility. Missed approach point SM456. If the environment is not in sight, go missed. If the lights but not the environment are in sight, we can descend to 1,200’. This approach is LNAV only, and there is a visual portion of the approach. Missed approach procedure: climbing right turn to 4,500 direct PETUD and hold. Approach brief complete.”

“Let me get the checklist here. Descent checklist.

“ATIS, build it, bug it, brief it?”

“That’s fine.”

“ATIS?”

“I’ll get it.”

“Approach?”

“We’ve been changed from ILS 30 to RNAV GNSS 12. I just briefed that, so that should take care of the last step. I also briefed the SOMUL 1N arrival, which is what we’re on right now.”

“Did you build it?”

“No. Can you do that?”

“That’s fine. Bug it?”

“Approach course inbound is 112°. That’s quite an offset from the runway course of 120°. I got it.”

“Thanks. Brief it.”

“Already briefed arrival and approach. If you want to brief it, go ahead.”

“I trust you, I’ll take a look at it.”

“Rest of the checklist?”

“Uh, autobrake?”

“At our current weight, we’ll set it to 3. Ponta Delgada’s kind of a short runway.”

“Shouldn’t we use setting 2?”

“I suppose we can. We’re basically empty. It’s pretty windy though, so we should leave it on setting 3 in case we need to arrest any ballooning.”

“Alrighty. Um, anything in the notes?”

“I think I gave those to you.”

“Uh…yeah you did. Go ahead and take a look at them.”

“Okay.

“Looks like they want us at W5. They don’t have jetways to my knowledge. Everything is done by air stair.”

“Noice!”

“Other than that, no restrictions. The runway is sort of one-way. We’ll have to back-taxi.”

“Got it. Only your side has steering though.”

“True. Oh well. Um, runway condition will probably be 4 or 5, they did get some overnight dew/drizzle. I’ll get the ATIS and see what they say too. Can you check the pressurization system? Check ΔP and the landing elevation 259 or 260.”

“ΔP within limits and landing elevation set at 260.”

“Thank you.”

“Airspeed?”

“250 now in prep for crossing SM700.”

“Just get the ATIS.”

“I can.”

“João Paulo II Ponta Delgada airport ATIS information Charlie. 0557Z. Wind 040 at 10, winds variable from 360 to 060, visibility 10. Sky condition few clouds at 600, scattered 1,000, ceiling broken 4,000. Temperature 20, dewpoint 19, QNH 1019. Visual runway 12 in use. Landing and departing runway 12. All VFR aircraft contact clearance delivery prior to taxi. Advisory: all aircraft read back all runway hold short instructions. Advise on initial contact you have information Charlie.”

“Approach, Delta 414 has Ponta Delgada information C.”

“Delta 414, roger. Proceed direct TUSEX, cleared RNAV Z RWY 12 approach. Maintain 180 knots until established. Contact Ponta Delgada tower on 118.3.”

“Direct TUSEX, cleared RNAV Z 12 approach, 180 until established, tower on 118.3, obrigado pela ajuda, Delta 414.” “Ponta Delgada tower, Delta 414, C, RNAV 12.”

“Delta 414, Ponta Delgada tower. The winds now 040 at 12. Continue.”

“Continue inbound, Delta 414.”

“Okay, below 240, flaps 1… below 220, flaps 5 please.”

“5.”

Continuing to slow to 180, “below 210, flaps 15.”

“15.”

“QNH 1019. Can you convert that to inches?”

“Standby, it’s… 30.09.”

“30.09 at our transition altitude of… FL060. Thank you. Speed 180 until established. Uh, last items on the checklist. V_ref at our current weight, it’s a bit fast, but 130. I think we can bleed off a little bit at like 200’ so we can shoot for a threshold crossing height (TCH) airspeed of about 125.”

“130, 125 at the threshold. Got it. And with that, I think… descent checklist complete.”

“Approach checklist please.”

“It’s “before landing.”

“I’ve heard them both. Before landing checklist.”

“Landing gear?”

“Down once we pass the final approach fix.”

“Flaps?”

“20 please. 25 and 30 on my mark.”

“Wilco.”

“Speed brakes?”

“Armed.”

“Autobrakes.”

“Set to 3.”

“Before landing checklist complete.”

“Thank you, 25 flaps.”

“On it.”

“1 mile from final approach fix. I can see the runway lights.”

“Thank you. Gear and flaps 30 on my mark.”

“Your call.”

“Final approach fix. Gear down please.”

“You got it.”

“1,500’ AGL, flaps 30.”

“30. Flaps full.”

“Thank you.”

“1,000.’”

“I’ve got the runway lights, can you call the environment?”

“In sight. Continue.”

“Delta 414, runway 12, cleared to land.”

“Cleared to land 12, Delta 414.”

“My controls.” I call.

“Your controls.” She responds.

“My controls. Autopilot disengage. Target airspeed is 130. If we have to go around, our airspeed will be 200. At 200’, bug airspeed at 200 please.”

“Got it.”

It’s a windy one here in the Azores. It’s not atypical for an approach to be this gusty, and in fact I know at least one or two European carriers require an internal endorsement to act as PIC for flight into any of the Portuguese archipelagos, especially Funchal, Madeira. I’m actually surprised we don’t have to hold, though it didn’t seem like we were assigned a speed, even by the SOPs, by which we would be unable to attempt a landing. Most company SOPs prohibit approach attempts with any wind reporting 50 knots or greater.

The final report from the last time this aircraft came here showed that the PF was the F/O, and used non-excessive inputs in both pitch and power, though the inputs to me seemed rather over-reactive between the approach and landing phase. The initial touchdown was fine, a bit firm, but within parameters – at 1.53 G, but for some reason, as the nose came down, the derotation was arrested but the nose was then almost immediately pushed down, basically slamming it down with a recorded impact force of 1.88 G.

500.

“200.”

“Airspeed 200 please. Once the mains touch, I’ll need you on the yoke with me to help get the nose down.”

“You got it.”

Suddenly, a big gust picks up the left wing.

“Whoa!” I grunt, exhaling aggressively as I apply the correction.

“Airspeed 138.” Dash calls.

My only response is to bring the throttles back as the GPWS calls “100.”

“Flaps 30, spoilers armed, brakes 3. Centerline check complete.”

“50.” Across the threshold.

“40.” Right rudder to straighten the nose. Left aileron to control the drift.

“30.” A bit of float.

20.
10.

Touchdown! Spoilers up, brakes on, 2 in reverse.

“Gently, gently.” I say as we both settle the nose gear. “Help with the rudder please.”

Rainbow then steps onto the right rudder so I’m not standing on it. As soon as I hear and feel the unmistakable semi-hollow thump of tyre contact beneath us, I slowly increase back pressure to help maximize braking.

“Noice!!”

“Delta 414, turn around at the end of the runway, what’s your parking?”

“W5. West Apron, spot 5.”

“Roger. Taxi spot West 5 via E.”

“W5 via E, Delta 414.”

“After landing checklist?”

“Spoilers?”

“Down.”

“Flaps?”

“Up please.”

“Got it. Lights?”

“Defer until clear of the runway.”

“Transponder?”

“1200. We’ll change that when we clear the runway.”

“I can do it right now.”

“Thank you. You have the diagram? Which taxiway is E?”

“The high-speed.”

“Thank you.”

“After landing checklist complete except the lights.”

“Alrighty.”

---

“Clear of the runway, strobes, landing, pulse lights off. APU?”

“Delta 414, question.” Dash calls.

“Delta 414.”

“Do you have ground power?”

“We do, but we need to go grab it. Take your time parking.”

“No problem, thanks, 414.”

“Thanks for doing this. I know how much you prefer the Rolls-Royce to the Pratt & Whitney.”

“Dude, you’re getting me type rated. I’d be offended if you didn’t ask me.”