Page 7 - Volume 18 Number 7

nticNGbusy span between North America and Europe, using a daily-adjusted virtual set of tracks. Because there is little radar surveillance over the Atlantic, flights are required to navigate very precisely on these routes, at assigned speeds and altitudes to assure separation. Today, our routing was north of the track system, so airliners wouldmostly be south of us, good news because it virtually assured a straight shot to Iceland, yielding the shortest flying distance possible. That, and great tailwinds, would make this one of the fastest crossings ever, with only one set of equal-time points, in case of engine failure or decompression.Upon reaching the OZN NDB in Greenland, the halfway point, our colleagues were awake and enjoying a late breakfast. The flight so far had been smooth with only occasional scattered clouds below. OZN was a mandatory reporting point, so the Captain, flying right-seat, reported “Gander radio, N726AG, crossing Oscar, Zulu, November NDB, at 1335, flight level 450, Mach .74, estimating 61N, 40W at 1350, 62N 30W next.” She also asked for Keflavik weather and within a few minutes the controller replied: “Keflavik, 1330 weather, winds 200 at 16, visibility five miles, 3,500 scattered, altimeter 29.59.”The altimeter reading was a bit lower than expected, but the rest of the weather was great. Feeling quite confident about the forecast, I told the passengers the weather in Keflavik was better than expected and we would arrive a couple of minutes ahead of schedule.But, weather is fickle, especially in the northern Atlantic. As we cruised into Reykjavik airspace, the tranquil clouds did not match what my right seat colleague was hearing. Keflavik terminal weather, only an hour since our last cheery update, now reported winds were 75 knots gusting to 85. I must have gotten it wrong. Thenshe read the entire sequence: “1440 Keflavik weather, winds 190 at 75 with peak gusts 86, visibility 1 mile in heavy rain, ceiling 800 overcast, altimeter 9752 kPa (28.80 inches of mercury), airport closed”. In the space of an hour, the barometric pressure had dropped almost three-quarters of an inch. This smacked of a developing intense low.There was a quick discussion about going back to Greenland, but, being so far beyond our equal-time points, there was no way we would make it back with the fuel remaining, even at economy cruise. Further, with the howling tailwinds, now approaching 100 knots, we were quickly being pushed closer to Iceland. “We’re committed”, we both agreed. Decision made.EMBLA was our coast-in fix for Iceland, where we switched from HF radio to VHF radio: “Keflavik Approach, N726AG, EMBLA, FL450, have Tango,how do you read?”Keflavik Approach: “N726AG, Keflavik Approach, loud and clear, radar contact 80 miles west of Keflavik, be advised the airport is closed due to weather, state your intentions.”JULY 2014TWIN & TURBINE • 5a