UTA_FLYinghigh From Tunisia, joined Oct 2001, 6495 posts, RR: 50 Posted (10 years 12 months 3 days 12 hours ago) and read 6200 times:
This was the third flight of my Christmas vacation break in Elbo…er, France, but the outbound flights (BA146 and Boeing 737-500) as well as the inbound BA146 flight into Dublin were veeery boring.
So I’ll concentrate on the highlight, flight AF7643 from Lyon to Paris in which I was, to quote Sabena332, “in the seat with the windows upfront” .
Prefllight, check-in and boarding.
We (707cmf and myself) had to drive for about an hour from CMF in strong winds and rain to get to LYS, and as we had stopped to snap a few pics at CMF, we were among the first to check-in for flight AF7643.
I had the traditional quabble with the AF pouffe at the ticketing counter (see my other trip reports), this time she would not accept my French ID card as an official FOID (even though it was an official document with a picture) and wanted to see my AF FF card as I had an e-ticket (the aforementioned card being in my cabin baggage that I had left in Antoine’s car).
Our plan was to check-in early then have a nice lunch somewhere near the airport while spotting aircraft.
The argument with the pouffe heated up and I asked to see her supervisor, who cleared things up just as Antoine returned from fetching my bag from the bottom of his Astra’s trunk.
Anyway, I was assigned seat 6A as I wanted a wing shot with the terminal in the background upon takeoff.
We then made our way towards the Courtepaille restaurant with myself at the wheel.
This restaurant is situated underneath the flightpath so you can observe aircraft on finals while having a nice meal
As we were making our way to the restaurant, we were distracted by a Channel Express 737-400 on approach (not common in LYS), which resulted in a higher-than-reasonable approach speed on a roundabout. As Antoine’s Astra had rear tires that were very worn (as well as slippery road conditions), I did a superb 180 degree spin to avoid ending up in the roundabout proper.
Anyway, after a nice lunch and an uneventful way back to the airport (although I nearly spun a second time), I was ready to go though security screening and baggage check.
LYS being a relatively small airport, the waiting times at security screening are pretty short and that was the case on that day.
I arrived at the gate just as boarding was about to initiate, as usual, I wanted to be the first to board in order to get the cabin shot without badpeople .
Fly to live, live to fly - Air France/KLM Flying Blue Platinum, BMI Diamond Club Gold, Emirates Skywards
UTa_FLYinghigh From Tunisia, joined Oct 2001, 6495 posts, RR: 50
Reply 1, posted (10 years 12 months 3 days 12 hours ago) and read 6091 times:
AF7643 LYS to CDG
Aircraft : Airbus A319-111 F-GPMI
It was a nice surprise when I came upon the aircraft flying this leg on that day as I had flown it previously before, twice in fact.
So it was a bit like meeting an old friend again J, in this case F-GPMI :
I had the first pic of this aircraft on a.net, shot a long time ago when I was still at GNB.
The Captain was at the door when I boarder and, as usual, asked him if the jumpseat was available.
After a few questions, he probably decided that I was not a threat to national security J and let me in.
The A320 family of aircraft has two jumpseats available in the cockpit, one directly behind the captain’s seat and the other in the middle, just behind the center console.
I chose the latter as it is the one that gives the best photo opportunities, the other having most of the view blocked by the Captain.
The F/O went though a couple of pointers with me like the location of oxygen masks (on the right side underneath the side window), safety procedures in case of an emergency (escape hatch/rope) as well as operation of the 5-point safety harness (no conventional seatbelts in cockpits).
As we were still at the gate, I attached my harness on three-points only for the time being (with the crew’s consent). I also asked the crew if they had any problems with pictures, and I explained what I intended to do with them.
The crew then went through the preflight briefing with consisted of confirmation of requested fuel and FOB (Fuel On Board), SID departure procedure (more on this later), V1, Vr and Vzf reference speeds as well as the procedure incase of engine failure after V1.
The F/O would be PF (Pilot Flying) on this leg with the Captain operating the radio.
After a visual check on the ECAM as well as confirmation from the ground crew that all doors were closed, the Captain asked for pushback clearance facing south, which was immediately granted.
With visual confirmation from the ground, the Captain initiated the startup procedure, first with engine no1 then with engine no2 when engine no1 was stable (N1at idle and EGT at an acceptable level).
The engine start buttons are situated underneath the throttle levers on the center console :
With both engines running and the tow truck disconnected, we were facing south, waiting for taxi clearance and visual confirmation from ground support that everything was running OK.
We had to let a Fokker 100 coming from the other terminal through first, then we were cleared to taxi towards runway 36R.
During taxying the crew checked the operation of the spoilers, elevators, rudder and ailerons, confirming their respective feedback from the sidestick/pedals with the information displayed on the lower ECAM.
Flaps were then set at takeoff setting while we taxied past the north gate with Antoine shooting from behind the fence.
As the Fokker 100 had departed a couple of minutes earlier we were instructed to enter runway 36R line up and hold.
I attached the two remaining straps of my five-point harness as takeoff clearance was given to our flight; AF643PQ (Domestic AF flights have alphabet-based call signs opposed to international AF flights which go by their flight number).
The standard procedure on AF for takeoff is that the throttle is operated by the PNF whilst the rudder is operated by the PF, however, after V1, the PNF remove his/her hands from the throttles as the take-off has to go on whatever happens next.
We executed a regular de-rated takeoff at around 96%N1, unfortunately, I don’t remember our V1 and Vr speeds.
We flew the SID (Standard instrument Departure) which consists of intercepting the LSE VOR beacon (114.75) and then following the TDP 39 beacon out of the Lyon TMA towards the AMORO intersection.
After departure, we were instructed to tune in to Marseille Control on 124.50, which assigned us FL120 and 250 knots until FL100.
After leaving the Lyon TMA we were instructed to go to 130.850 (still Marseille Control) and climb to FL180.
Shortly after passing our transition level the F/O enabled the autopilot, AP2 selected with the autothrottle, VNAV and LNAV selected via the MCP (Mode Control Panel), the “computer” of the aircraft.
After passing the ATN VOR beacon (Autun) we were given our final cruising altitude, FL240.
At that point the crew took a little break to enjoy their lunch (none for me as there is no space for that in the jumpseat L), but I least I had a nice view of the French countryside from the windows.
I shot quite a lot amount of pictures, but few made it here :
We flew a cruising speed of Mach 0.75 on a heading of 340 degrees, which took us over Macon, Dijon and Courtenay, amongst other cities.
Shortly after passing the CACHI intersection, we were instructed to tune in to Paris control on 118.050.
We reached TOD (Top Of Descent) shortly after the AULON intersection and we were instructed to hold FL160 then FL120 as we made our way towards Paris.
We entered the Paris TMA shortly after the OKRIX intersection, so we were limited at 250knots again while passing the ORTOT, ATRED and ATRUP intersections, the latter being near the city of Joigny in the Paris suburban area.
We passed transition altitude at that point in heavy clouds and icing conditions between FL100 and FL120.
The anti-ice had been turned on and the Captain visually checked the wings and informed ATC of the occurrence.
We then passed the OLEP intersection near Pont-sur-Yonne, then TELPO before following the MLN (Melun) VOR beacon.
We were instructed to go over with de Gaulle radar frequency; we then overflew Villaroche, then we were picked up by the radar at Les Loges.
De Gaulle radar guided us into the STAR (STandard ARrival) via the CLM (Coulommiers) VOR beacon, UTELA and DIVED intersections before intercepting the CGN beacon (115.35) for runway 27L.
We switched to De Gaulle Tower which cleared us for a runway 27L approach.
Flaps were lowered, then we executed a full ILS approach as the weather conditions were rather bad, as you can see from the red (CB clouds) on the radar display of the ND :
On final approach after the AP2 was deactivated (with the usual three beeps and master warning/master caution lights illuminating), the Captain aided the F/O by visually checking the approach speed/angle using the HUD (head-up display) :
Above the Captain’s PFD on the photo.
After a final approach with a same company Boeing 777 bound for 27R, we were cleared to land on runway 27L, under light rain, with the usual anti-skid and autobrake on.
Shortly after landing, the F/O turned on the brake fan, probably due to the wet runway conditions that had been more demanding on the brakes.
We switched to De Gaulle ground, who directed us to Terminal 2F. We held at runway 27R for another aircraft landing, then we taxied over towards 2F behind an American Airlines Boeing 767-300ER that was departing for JFK via runway 26R.
After taxying in towards the gate and the engines were shut down, I thanked the crew for this very nice experience
I even managed to get a cabin shot of the aircraft before hurrying to grab my return flight to Dublin :
Airbus340 From Spain, joined Dec 2000, 130 posts, RR: 0
Reply 7, posted (10 years 12 months ago) and read 5387 times:
Very good report!
I flew (before 9/11) a flight from Barcelona (BCN) to FRA in the cockpit of an Airbus A321 (They let me in from Switzerland until the gate), It was a WONDERFUL experiance!
I was Bound for Toronto in a Lufthansa Boeing 747-400