48 seconds before crash that never-occurred

This article was written by Steve Landells, BALPA Flight Safety Specialist and first published on BALPA

What can you do in 48 seconds? It’s not even enough time to make a cup of tea or brush your teeth. But 48 seconds is how long the pilots of Speedbird 38 had to avert a major catastrophe.

All pilots train time and again for engine failure, with the hope that it is something we’ll never experience in real life. But on 17th January 2008, the pilots of British Airways flight call signed Speedbird 38, lost power from both engines in the final stages of the approach to Heathrow Airport.

The flight crew became aware of the thrust problems when they were only around 500ft above the ground and 48 seconds from touchdown. The engines refused to respond to thrust lever inputs and at this point their commercial airliner effectively became a 160-tonne glider. You may think that the pilots were simply passengers from that point but in actual fact the actions and decisions they took over the next few seconds had a profound effect on the futures of all those on board.

In a situation like this you might predict a catastrophic crash that could kill all on board, and if the aircraft failed to make it to the airfield, many on the ground as well. But 10 years ago, after what was described as spectacular flying, Speedbird 38 limped over the Heathrow boundary and crash landed just short of the runway. The aircraft was damaged beyond repair. But miraculously there were no fatalities and only one person with serious injuries.

I had just got airborne out of Heathrow, in another 777, and whilst I don’t remember the exact words on the ACARS message, none of us on the flight deck was left in any doubt that a very serious event had occurred. On landing, further details came through and the news pictures had the obvious effect of getting us to ask, “what happened?”

With no fatalities and the accident investigation underway, attention soon turned to speculation about what had happened, and then on to who was to blame. After any accident pressure to jump to conclusions can be immense as the public, media and politicians all clamber for answers. In this case it wasn’t long before several theories, stated with such certainty by the numerous ‘experts’ the TV channels managed to dig up, were banded around.

Some claimed the lack of a fire after impact meant the aircraft had run out of fuel. Others suggested it was something to do with an electronic jammer, as the Prime Minister’s motorcade had been passing the threshold of the runway at the time! None of this speculation was from the people who would eventually get to the bottom of what had happened: the Air Accidents Investigation Branch (AAIB).

The AAIB had said they would release initial findings within 48 hours, followed by a more detailed, but still preliminary, report within 30 days. However, the actual full and final report was not released until 2010 after two years of painstaking investigation.

And that in itself is an important lesson that must be learnt and is why you will never see BALPA speculating on the cause of a crash without knowing the facts. We do have a duty to help inform and explain what we do know in these instances, but we always resist the conjecture and guesswork that can distract from the real issues and prevent investigators getting to the truth.

If the AAIB had not been given the time and support to carry out this rigorous investigation we wouldn’t know that Speedbird 38 hadn’t run out of fuel, and it wasn’t brought down by its proximity to Gordon Brown. In fact, the investigation discovered that under very specific circumstances ice crystals could form in the fuel and accumulate at the Fuel Oil Heat Exchanger which would eventually clog up and starve the engines of fuel.

Learning the true cause of this accident has probably saved countless lives. Following the accident report 18 safety recommendations that aim to prevent a similar incident ever happening again, were put forward. And that’s what’s so important about the safety culture in aviation where by learning lessons from accidents so that others can be avoided, is the priority.

Pilots understand the importance of learning from even the smallest of incidents. The industrywide culture that encourages pilots to report incidents freely and does not look to apportion blame or criminalise mistakes, is key.

After accidents it is common for the media and members of public call for answers. Politicians have in the past pushed for access to accident data before the completion of reports by the AAIB.

But for pilots the priority is making every single flight safe for passengers and crew. That’s why we have supported the AAIB and resisted such calls.

BALPA continues to work hard to protect the trusted international agreements between specialist accident investigators and pilots that ensure the important work of the AAIB in preventing future accidents is not short circuited.

10 years on from the crash of Speedbird 38, pilots value the lessons we learn from the past and continue to support the open safety culture it has taken decades to create.

‘What would I do if I were 22’ Few words from Tony

I found this article written by Tan Sri Tony Fernandes. He is an entrepreneur who owns an airline, a football club, a motor racing team and many more. He is a real motivator.
Original article can be found here

What would I do if I were 22? My advice to those just starting out on their careers comes in three parts.

First: Dream the impossible.

I know it seems like an obvious thing to say, and I am sure you’ve heard it a thousand times before. But too often, people dream too small. Not because they can’t dream big but because they have been conditioned to play it safe.

Growing up, my father wanted me to be a doctor. He was a doctor and he wanted me to be one too. I wasn’t keen but he wanted me to try anyway. So to make him happy, I went for the entrance exam. But instead of doing the paper, I took a nap and handed it in empty. I told my father, look I gave it a go but I failed.

Dreams are not enough, though. Everyone has dreams, not everyone works at them. That brings me to the second part of my advice.

Second: Have a plan.

If you know where you want to be, you should have an idea how to get there. You must work towards it. Otherwise, your dreams are just talk. Set yourself a goal, set yourself some targets and figure out how you are going to do it.

It’s hard work, and it’s not for the faint-hearted. But if you are passionate about it, it does not become work, it’ll be a joy to do.

Third: Don’t give up.

Dreams worth having are never easy to achieve, and more often than not, you will encounter disappointment.

Never let failure get you down. It really is better to have tried and failed than to have never tried at all. You will either learn learn something valuable from the experience, or be that much closer to your dream. Keep pursuing your passion and success will come chasing after you.

When I started AirAsia, everyone told me I was crazy, that it would never work. And, to be honest, I didn’t always know how it would turn out.

But it was a risk worth taking. Now I can say if I get hit by a bus tomorrow, I will have no regrets because I have achieved what I set out to do.

And that is the only life worth living.

Laser illumination hazards on pilots

A recent spate of incidents in the UK involving lasers directed at landing aircraft is evidence that they continue to be a threat to aviation. In August several aircraft operating into Gatwick, Liverpool and East Midlands were illuminated with a strong laser by persons on the ground, whilst flying visual approaches. Although fortunately no direct eye contact with the beam was made, the potential for a temporary loss of vision was very real and the results could have been much worse.

The rapid proliferation of visible laser beams in airspace has resulted in a multitude of documented cases of flight crew laser illuminations since the early 1990s. Worldwide various ALPA’s have for many years aggressively urged the authorities to address the laser problem, but it has proven a difficult problem to thwart. To date, in the US where the use of high-intensity laser pointers is banned (as it is in Australia where perpetrators can be jailed for up to 14 years) only one perpetrator of a laser incident has been federally prosecuted and convicted of a federal crime, which was done under the US Patriot Act of 2001. Despite continuing law enforcement efforts to deter and apprehend miscreants, over 200 laser incidents had been reported in the US for the first five months of 2007.

On January 11, 2005, the US Federal Aviation Administration (FAA) issued Advisory Circular (AC) No. 70-2, ‘Reporting of Laser Illumination of Aircraft in response to documented incidents of unauthorized illumination of aircraft by lasers’. That AC required all pilots to immediately report any laser sightings to air traffic controllers. It then required controllers to share that information through the federal DEN – Domestic Events Network (a phone line that is constantly monitored by safety, security and law enforcement personnel). Air traffic controllers would then work with the police to identify the source of the lasers to ensure a rapid police response to the scene.

A laser illumination event can result in temporary vision loss associated with:

(1) Flash blindness (a visual interference that persists after the source of illumination has been removed)

(2) After-image (a transient image left in the visual field after exposure to a bright light)

(3) Glare (obscuration of an object in a person’s field of vision due to a bright light source located near the same line of sight).

Laser effects on pilots occur in four stages of increasing seriousness – distraction, disruption, disorientation, and incapacitation. Given the many incidents of cockpit illuminations by lasers, the potential for an accident definitely exists but the fact that there have been no laser-related accidents to date indicates that the hazard can be successfully managed. Technologies are available to mitigate the effects of lasers, but are cumbersome, do not provide full-spectrum protection, and are unlikely to be installed on airline flight decks in the foreseeable future.

Advice to Pilots Exposed to Laser Attack 2012

Shield the eyes from the light source with a hand or a hand-held object and avoid looking directly into the beam. It is possible that a laser successfully aimed at the flight deck will be presaged by unsuccessful attempts to do so; these will be seen as extremely bright flashes coming from the ground and/or visible in the sky near the aircraft. Treat these flashes as a warning you are about to be targeted and prepare to shield the eyes. Do not look in the direction of any suspicious light.

Do not rub the eyes.

Alert the other crew member(s) to determine whether they have suffered any laser-related effects. If the other front seat pilot has not been affected, he or she should immediately assume or maintain control of the aircraft.

Manoeuvre to block the laser, if possible and subject to ATC . If on approach, consider a go-around.

Engage the autopilot.

After regaining vision, check flight instruments for proper flight status.

Turn flight deck lighting to maximum brightness to minimise any further illumination effects.

Immediately report the laser incident to ATC, including the direction and location of the laser source, beam colour and length of exposure (flash, pulsed and/or intentional tracking). Do not look directly into the beam to locate the source.

As soon as flight safety allows, check for dark/disturbed areas in vision, one eye at a time.

If incapacitated, contact ATC for priority/emergency handling. Consider autoland.

If symptoms persist, obtain an eye examination as soon as practicable. SEE NOTE BELOW

File an MOR. In the UK, ATC will notify the Police. When possible, write down all details for the Police.

If rostered for further flight sectors, consider whether you are physically and psychologically still fit to fly even if your self-assessment indicates no visual impairment. It is for individual flight crew to determine their fitness to fly in such circumstances regardless of operator policy.

NB1 If warned in advance by ATC or other aircraft of laser activity, consider requesting a different runway, holding until it is resolved, or diverting.

NB2 Your company advice always remains the primary source of reference.

NOTE:
Laser illumination can result in minor and transient visual impairment, such as a retinal after-image remaining visible and/or camera flash-type blindness. Usually these symptoms subside after a period of time provided the individual does not look at the beam. If any visual symptoms persist after landing, then obtain an ophthalmologic examination. Advise the specialist that the evaluation should include ophthalmoscopy, visual acuity testing and central visual field testing with the Amsler Grid. After this evaluation, consult your employer’s Aeromedical Department, your AME or the CAA Medical Department before returning to duty. If the visual effects remain, do not drive or fly as crew.

The CAA has produced an Aviation Laser Exposure Self-Assessment (ALESA) tool and a Safety Notice. Pilots could access the ALESA tool online following a laser attack, download and save it at the correct size in advance, or print in advance a hard copy at the correct size, with instructions, for their flight bags.

Airline Pilot Secrets

Airline pilot secrets











The magazine’s research suggested that some pilots feel under pressure to fly with less fuel than crew are “comfortable” with; that you’re unlikely to receive much warning if something goes awry in the sky; and that airlines may overestimate flight times to improve punctuality. Some of the trickiest US airports to land at were also revealed.

Here’s what the pilots had to tell the Reader’s Digest reporters:

“I’m constantly under pressure to carry less fuel than I’m comfortable with. Airlines are always looking at the bottom line, and you burn fuel carrying fuel. Sometimes if you carry just enough fuel and you hit thunderstorms or delays, then suddenly you’re running out of gas and you have to go to an alternate airport.” – Captain at a major airline

“We tell passengers what they need to know. We don’t tell them things that are going to scare the pants off them. So you’ll never hear me say, ‘Ladies and gentlemen, we just had an engine failure,’ even if that’s true.” – Jim Tilmon, retired American Airlines pilot, Phoenix

“No, it’s not your imagination: Airlines really have adjusted their flight arrival times so they can have a better record of on-time arrivals. So they might say a flight takes two hours when it really takes an hour and 45 minutes.” – AirTran Airways captain, Atlanta

“You may go to an airline website and buy a ticket, pull up to its desk at the curb, and get onto an airplane that has a similar name painted on it, but half the time, you’re really on a regional airline. The regionals aren’t held to the same safety standards as the majors: Their pilots aren’t required to have as much training and experience, and the public doesn’t know that.” -Captain at a major airline

“At some airports with really short runways, you’re not going to have a smooth landing no matter how good we are: John Wayne Airport; Jackson Hole, Wyoming; Chicago Midway; and Reagan National.” -Joe D’Eon, a pilot at a major airline who produces a podcast at flywithjoe.com

“The two worst airports for us: Reagan National in Washington, D.C. (pictured below), and John Wayne in Orange County, Calif. You’re flying by the seat of your pants trying to get in and out of those airports. John Wayne is especially bad because the rich folks who live near the airport don’t like jet noise, so they have this noise abatement procedure where you basically have to turn the plane into a ballistic missile as soon as you’re airborne.” – Pilot, South Carolina

“Most of the time, how you land is a good indicator of a pilot’s skill. So if you want to say something nice to a pilot as you’re getting off the plane, say ‘Nice landing.’ We do appreciate that.” -Joe D’Eon

“Some Federal Aviation Administration (FAA) rules don’t make sense to us either. Like the fact that when we’re at 39,000 feet going 400 miles an hour, in a plane that could hit turbulence at any minute, [flight attendants] can walk around and serve hot coffee and Chateaubriand. But when we’re on the ground on a flat piece of asphalt going five to ten miles an hour, they’ve got to be buckled in like they’re at NASCAR.” -Jack Stephan, US Airways captain based in Annapolis, Md., who has been flying since 1984

“Sometimes the airline won’t give us lunch breaks or even time to eat. We have to delay flights just so we can get food.” -First officer on a regional carrier

“The Department of Transportation has put such an emphasis on on-time performance that we pretty much aren’t allowed to delay a flight anymore, even if there are 20 people on a connecting flight that’s coming in just a little late.” -Commercial pilot, Charlotte, N.C.

“The truth is, we’re exhausted. Our work rules allow us to be on duty 16 hours without a break. That’s many more hours than a truck driver. And unlike a truck driver, who can pull over at the next rest stop, we can’t pull over at the next cloud.” -Captain at a major airline

“I may be in uniform, but that doesn’t mean I’m the best person to ask for directions in the airport. We’re in so many airports that we usually have no idea.” -Pilot for a regional carrier, Charlotte, N.C.

“This happens all the time: We’ll be in Pittsburgh going to Philly, and there will be a weather delay. The weather in Pittsburgh is beautiful. Then I’ll hear passengers saying, ‘You know, I just called my friend in Philly, and it’s beautiful there too,’ like there’s some kind of conspiracy or something. But in the airspace between Pittsburgh and Philly there’s a huge thunderstorm.” – Jack Stephan


I found this nice article on internet. Content is not written by me.

Go Air type rated exam

Today was a normal day until i came to know that GoAir is conducting exam for type rated A320 pilots. This information is not official. I have come to know from many resources that GoAir will be conducting exam this month. Whether for experienced type rated pilots or non experienced, i don’t know exact idea. Exam will be conducted in two days from now and yet i have not received roll number. Nor any of my friend who are non-experienced had. I am just praying that this exam is for experienced type rated pilots. And if this exam is for both experienced as well as non experienced pilots, i pray i get roll number very soon. I don’t want to lose chance of appearing exam as a non experienced type rated. 

I have contacted a pilot of GoAir regarding this issue. I am awaiting his reply. I hope i get positive response from him.  I really want to do this exam. I am getting ready for all possibilities. 
Waiting for good news 🙂 
Update: this exam is for experienced type rated pilots.  

Study planner

Days at CTE were magical. Those were undoubtedly best moments in my life till now. That feeling of getting trained at Air India is fascinating. Ground training days were tiring and busy going. We all batch mates  never used to get time to relax. Weekend were holiday but saturday and sunday used to expedite. I spent almost all weekend in sleeping. But as TRTO was nearing i started studying sincerely. A week before TRTO was a memorable week. I will never ever forget it. I was almost sleepless for whole week. Divakar and me used to study whole night. Hard work and passion made me pass A320 technical and performance with exceptionally good marks. That day i realised i perform better in pressure situation. I was below average student while ground training but i scored well in final exam. 
Next was simulator training. It was a practical studies which did not require as intense studies as during TRTO. Since then the habit of studying hard is almost vanished inside me. Now when i open FCOM,i don’t feel like studying for more than thirty minutes. 

But now i have to gear up. As per my analysis in next couple of months few airlines will be conducting exams for A320 type rated pilots. I have to plan up my studies. Primary reason to write this blog is, i want to feel confidant in what i am doing. Writing is like expressing my thoughts. And when i express my thoughts, i feel confidant. One may call it a diary, but it is not. Diary is a place where mostly secrets are written. Writing about my efforts to move forward in career is not at all secret. I would love suggestions and comments. It will give me motivation.

Lets get on point. This post is about study planner. Last month Jet Airways conducted exam for pilots recruitment. I was not planning to appear for exam because i am A320 type rated. But at very last moment i decided to write exam. I wanted to see which topics i have to study in detail. After Jet Airways exam i wrote down some topics which i have to really focus on. Those are Electrical system, Landing gear, Oxygen system, Variable pitch propeller, aircraft structure, theory of flight, clouds, air laws, RNP, aircraft categorise. I could answer rest other topics very well. Jet exam was like a mock up for me. Real race is after few months when i will be writing A320 type rated exam. I have heard, for 737  type rated exam, Jet also asked basic CPL questions along with 737 related topics. There are big chances that these basic questions will be asked in A320 type rated exam. I am very weak in meteorology. So have have to study basic meteorology. Specially clouds. 
I have already categorised A320 system in three categorise as per my study needs. Category 1- difficult to understand Category 2- moderate to understand Category 3- easy to understand
Category 1 includes : Air conditioning/pressurisation/ventilation, Auto flight, Flight controls, Fuel system, Hydraulic system, Indicating and reporting system, Landing gear, Pneumatic system, Power plant
Category 2 includes : Communication, Electrical system, Navigation system, Oxygen, Auxiliary power unit
Category 3 includes : Equipment, Fire protection, Ice and rain protection, Lights, Water waste system, On board maintenance system, Information system, Doors
I am planning to study one topic of every category each day. This will make studies interesting and i will cover entire syllabus in short time. In mean time i have to study meteorology. 
This is a blue print of my study planner. I will be modifying it as per need. But my aim will be same. i.e. to study efficiently and effectively.
Topic of the day : Auxiliary Power Unit

My analysis for A320 type rated pilot recruitment

Since when aviation industry saw a boom in india, aviation market never remained stable. By the year 2006 we saw various airlines establishing themselves in Indian market. Those days only Air India, Jet Airways and Indian Airlines were market player. Limited number of operators gave a huge benefit to Jet Airways as it was preferred airline over Air India and Indian Airlines. While in first decade of 21st century, India saw a never seen boom in travel industry. Air Sahara, Air Deccan, Kingfisher Airlines were aggressive players while Indigo Airlines, Go Airlines, Spicejet started with gentle steps.

Growth of private operators caused serious trouble to Air India and Indian Airlines. As private airlines were focused on quality of travel it was becoming very difficult for government carrier to give efficient results. To overcome this problem ministry of civil aviation of India decided to merge Air India and Indian Airlines. Merger of two airlines is never easy but govt did not have option. This merger helped private carriers to grow with acceleration. In this period Kingfisher Airlines emerged as top grosser and expanded aggressively. KFA bought Air Deccan to so that they can use foreign operation license of Deccan for Kingfisher flights. This was a bad decision which caused downfall of Kingfisher Airlines. Everyone knows rest story how Kingfisher fell from top spot to closed airline. According to me Kingfisher was a serious reason for boom in Indian aviation and also a huge recession. It was same time when Kingfisher was falling down and heavy number of pilots were finishing their training. kingfisher fall caused huge number of unemployment in India pilots. I am one of them. But now good thing is now KFA is closed and rest other airlines are learning from KFA’s mistakes.

Downfall of KFA was a game-changer for Indigo Airlines. Today Indigo is top grosser in market. Go Air is catching up fast. Go Air went slow and steady in first five years. They did not expand aggressively like Indigo and KFA. Air India is recovering well after receiving Dreamliner aircrafts.

Last year I was selected for A320 training at Air India. It was a wise decision for me to invest 30lakh rupee for this training. Before joining training at Air India i sat down and made some analysis. I knew Airbus has a huge future in India, Go Air will expand with its 72 Airbus A320neo, Indigo is already expanding aggressively and Air India has a shortage of pilots on A320s. Every analysis was in favour of Airbus. I believed in myself and started training at Air India.

Now i am A320 type rated and i see huge demand for A320 pilots in 2013-2015. This is strongly possible because of new player- AirAsia India and other airlines operating Airbus A320 expanding strongly. I don’t focus on Boeing operating airlines as it is not my interest. I have done analysis for each A320 operating airline as follows

Indigo Airlines:

In 2013 Indigo will be inducting 16 new aircrafts out of which 8 been been delivered. For one aircraft airline need 16 pilots. So for these 8 aircrafts Indigo will need 128 pilots out of which 64 will be first-officers. Indigo recruits both Type rated pilots and CPL+ Multi rated pilots. Hiring CPL+Multi pilot is beneficial for Indigo as they get pilot training cost from Airbus to train at CAE. this earns Indigo a extra revenue.

So out of those 64 required first officers, i believe Indigo will induct 30 CPL+Multi pilots and 30 Type rated pilots. It is also believed that many pilots will leave Indigo to join AirAsia India. This will create huge amount of vacancy. According to me by Sept-Oct Indigo will conduct A320 type rated exam. 

Go Airlines:

Go is expanding slowly. Four aircrafts will be delivered by December 2013. So they will require 32 first officers by 2013 end. Many of Go Air pilots will be joining AirAsia India which will cause problems to Go Air. To cope up with that, Go Air will need to hire pilots to stay in market. I believe Go Air will conduct A320 type rated exam by Sept-Oct 2013. 

Air India:

Very few are observing Air India and its expansion plans. With induction of new 787s Air India is making profit and expanding aggressively. After Dharmadhikari Report Air India had to shift few A320 pilots to 787. By now 5 787s are delivered out of 27. With every 787 more A320 pilots will be shifting to Boeing. Air India also has A330 aircrafts, recently few pilots were shifted to A330 from A320. These are very good signs for A320 type rated pilots. Specially for me and my batch-mates at Air India. As we are trained at Air India, it will be easy for Air India to send us for induction training. I strongly believe by November 2013 Air India will be heavily recruit A320 type rated pilots. It is unlikely that Air India will recruit CPL+Multi pilots. Air India management has taken a decision that- if anyone who is joining Air India has to get trained at CTE,Air India. The training will be self sponsored. And now basic aircraft at Air India is A320. Whoever joins Air India, will have to fly A320 and from there he/she will be shifted to higher aircrafts according to seniority. As i was doing training at Air India, i came to know some of these inside news.

AirAsia India:

AirAsia India is already aggressive since it was announced. It has hired some big shots and will be expanding very fast. According to speculations it is believed that AirAsia India will starts operations by November 2013 and will bring one aircraft every month. It will start with 4 aircrafts. AirAsia will need ten pilots per aircraft which means they will need 5 first officers every month. It is likely that AirAsia will hire A320 type rated pilots as soon as theystart operations. I believe AirAsia India will have A320 type rated exam in October 2013. And they will repeatedly recruit till end of 2014. As it is new airline, they will need type rated pilots so that pilots can start line flying without delay. As AirAsia gets established in India, they may start cadet programme by 2015. It is hard to say how many vacancies AirAsia will bring but my analysis says they will hire 30-40 first officers within Nov 2013-April 2014.

2013 saw a positive market in indian aviation. There will be high number of pilot recruitment in recent time. As Jet Airways conducted exam recently, now it will be Go Air, Air India, Indigo and AirAsia who will be having exams. Preferably for A320 type rated pilots. 

 

Up in the Air for very first time

It was a day I was waiting for since I have started aviation studies. A day for familiarization flight on Air India A320 at Chennai International Airport.
It was a perfect day for a flight. Light cross winds, OAT 32 degree,cloud at 4000 feet.

intercepting Loc

Me and Divakar left Hyderabad in bus a day before fam flight. Bus was a Ac sleeper. When we booked a ticket, arrival time was 7:30am but in real it was 9:30am. We were very scared because we will be reporting late at airport. Next day we reported at 10:30am. Capt. Tony Davis was angry on us. He quickly got calm and started briefing. We 4 had flight that day. Me, Divakar, Mitanshu and Suzanne. After breath analyzer test, we headed to departure gate. And my my… I loved the way people were staring at me. I was in uniform and carrying flight bag. Air India vehicle took us to Air India A320 VT-EPC aircraft. She was beautiful. Creamy white body and red tail was an eye catcher. Capt. Sameer took us for external inspection. I was feeling like hugging her. A320 is a dream aircraft.

Taxing in

After external we were all set to go. Suzanne was on control along with Capt. Tony Davis. Capt. Sameer and Mitanshu were n jump seat. Only me and Divakar were in cabin. It was awesome feeling to roam around in cabin. After Suzanne, Mitanshu and Divakar, it was my turn to get on to controls. It was a feeling to die for. I started taxi. She was responding like butter. I lined her up on runway 07 threshold. Take-off clearance and there we go. Stabilized, Flex and she was gaining speed. Within no time she got airborne. It was light aircraft and she climbed very fast. I did not feel any difference between simulator and actual aircraft. ATC vectored us for ILS rw 07. On finals it was time for visual approach. As I was approaching runway my concentration was getting deeper. 50 feet thrust idle. 20 feet flare. She touched down very smooth. We went ahead for touch and go. After that I did one more touch and go and one full stop landing. 2nd landing was smoothest of all. After 3 rd landing we started taxing in. I was on controls. As we reached near parking bay Capt. Tony Davis took controls. Parking checklist and shut down check list. And it was over. Last few hours were more satisfying hours of my life. I pinched myself to realize that I actually flew A320.
Flying A320 was a dream. Now it has become passion.