Chaps..
Dave has very kindly sent me the Trident plogs with an explanation of how they were used. I've uploaded them as sent in 4 parts. Don't be confused by the numbers on the jpg's.. 002 IS the first one followed by 003, 004 and 005
PLOG1
PLOG2
PLOG3
PLOG4
Explanation is , collected correct plog for the route ( and back ... BEA ..back every afternoon ) . folded it into 1/4's .Geneva in top lefthand corner is departure route. ( PLOGS 003 )Departure atis 'H' is written by P2 at the bottom . D1 and 6065 is depart clearance + squawk ..written as received .QNH and QFe written towards top LH . 90 is initial cleared FL . Line 'thro means recleared FL 260.
GA, RA ... Green or Red ADFs selected ( Trident RMI needles are green or red .. ie 2 or 1 , starboard or port ) . Circle round them equals Identified . Line through them equals pointing on RMI .RV and GV are red and green VORs.In PAS box 7+ is min alt , ie if not making 7000 ft at PAS , then around the hold until you do , 'cos north bound and losing an engine , might put you close to the Jura !R39 .. Red DME 39 nm . FL170+ is an ATC restriction for talking to the French , as is R51 200+ .
When departure complete , page is flipped over to display en-route portion ( PLOGS 004 )We started at the bottom working up , 2 routes are displayed . handwriting from the left are cleared FLs ie 260 then planned 310 .New squawk 2351 , ETA's and ATA's . VOR usage ie RV GV . and ATC freqs. used .Bottom right are standard fuel figures used for different types , .. but brain has forgotten the usage !
Nearing top of descent ( TOD ) , flip over page again and arrival is displayed ,( PLOG 002 ).No delays on that day ! cleared down FL 250 , FL130 , straight 3000 ft on QNH 1016 .P3 has talked to Terminal control ( term 1 ) and passed over the gate .. B17.. if landing 27/28 Right then if very light , strong headwind and full reverse used in the flare, plus lots of brake , and only in a T1or T2 ! Then a turn of at block 16 would give a short taxi to the gate,but that would be pushing it; ''Thump , uncomfortable braking, blown tyres , overheated brakes etc . '' . A Boeing 747-400 , by comparison , full from Miami , light headwind , could easily and comfortably make the next turn off , Block 15 , without trying too hard . The Trident was certainly the only ''Gripper '' . At the top of page 1140 is outer marker height , The Go Around if needed is standard ....straight ahead to Outer Marker , climbing , when above 3000 ft turn right to Chiltern CHT at 4000 ft . That tells us it's landing 27/28 Right as 27/28 Lefts G/A is left to Epsom EPM climbing 3000 ft ( from memory )
The inside back page ,( PLOG 005 ) is pictorial routes for various UK diversions . The Scottish ones approximate to the LHR- GLA shuttle routes of today . South bound 'tho after DCS it's Honiley(HON) , Westcott( WCO ) , Bovingdon (BNN) , Radar to the ILS .The table at the top is diversion fuel figures for different types , and a selection of fields . Brain has forgotten use , but it can be worked out . If I remember T2 in the cruise used about 1200 Kgs per engine ... OH ALL... fuel figs. in Kilos !Standard fuel figures for Shuttle Back Up a/c, from LHR - EDI or GLA , or return . T1c 9000 kgs , T2 9600 kgs . Normally plenty . Opposite inside page , I've not got . Sorry . But space for copying weather from volmets , towers , or ATIS's . And I think a matrix for departure fuel and performance calculations . As Peter M has explained on a neighbouring subject .
My apologies for this not reading exactly as sent. All the text is there but formatting went out the window when I cut and pasted. I've sub para'd in the right place so fingers crossed, it won't confuse you too much.
What a star for sending this stuff
I don't recall seeing BEA as Back Every Afternoon before either
ATB
DaveB
