Summer months are of crucial importance for all airlines but they are even more so for those in the charter business. Airliner World was happy to accept the invitation of one of those charter companies, Travel Service Hungary – an affiliate of its owner Travel Service A.S. – to check how their operations are conducted from their Budapest base.
The Czech company was founded in 1997 and became one of the fastest growing Central European charter operators. In 2008 the company transported 2.8 million passengers using a fleet of 18 aircraft. The company has 2 Boeing B737-500, 12 B737-800 (of which OK-TVJ and OK-TVK were delivered brand new), 2 Airbus A320 and two B737-800 on wet lease. They have been present in Hungary since 2001 and operate about 32 medium and long haul flights a week from Hungary while employing 21 full time pilots at that base.
On a beautiful Sunday morning in July at Budapest-Ferihegy (ICAO:LHBP, IATA: BUD) Terminal 2B I met one of the airline’s young captains Peter Buliczka and his crew getting ready for an interesting trip. The flight’s first stop will be at Heraklion, Nikos Kazantzakis airport (ICAO: LGIR, IATA: HER) Crete then we will fly on to Rhodes (Rodos) Diagoras (ICAO: LGRP IATA: RHO) before heading back to Budapest. Some time ago the airline would have operated two separate flights to these two destinations, but because of the falling demand this summer travel agencies struggled to fill these flights every week.
Captain Buliczka introduced me to the entire crew: the captain will be assisted by First Officer Attila Lanc in the cockpit, while in the cabin the usual crew of four will be supplemented by two young trainee flight assistant colleagues under the supervision of Purser Zoltan Koltai.
In the company operations briefing room we met Zoltan Balazs and Andras Pozsgai. These two gentlemen are responsible for running the smooth operations and synchronised fleet management including preparations of pre-flight briefings. They started the briefing with the bad news: our flight, TVL404 had been allocated a departure slot time (CTOT – Calculated Take Off Time) in other words its departure time was delayed by about 20 minutes, due to ATC (Air Traffic Control) capacity restrictions in Greek airspace. They also handed over all the relevant material – METAR-s (actual aerodrome reports) the weather forecasts for our destinations and alternate aerodromes (Chania Souda military airport ICAO: LGSA, IATA: CHQ on the first leg and Kos – Ippokratis, ICAO: LGKO IATA: KGS on the second hop and Bratislava, ICAO: LZIB, IATA: BTS for our final leg) and also for all aerodromes that could serve as potential diversion airports at any time along our flight, should we encounter any problems that would necessitate an unscheduled landing. The meteorological briefing material also includes charts showing significant weather systems, upper winds and temperatures at different pressure levels. The forecast folder also contains the TAF-s (Terminal Aerodrome Forecast) and SIGMET-s as well. TAF messages describe the forecast prevailing conditions at an aerodrome and usually cover 9 to 24 hours, while SIGMET-s (significant meteorological reports) show any significant weather that may affect the safety of flight operations. The criteria for raising a SIGMET include active thunderstorms, tropical revolving storms, a severe line squall, heavy hail, severe turbulence, severe airframe icing, marked mountain waves, widespread dust or sandstorm. A quick analysis confirmed that luckily our flight would not have to face any of these conditions as weather looked perfect along the flight plan route. Besides meteorological data the briefing also covers NOTAM-s (Notices to Airmen – messages that contain information on any aeronautical facility, service, procedure or hazard) issued to any of our aerodrome of interest. Satisfied with all documents the captain briefed the senior members of the cabin crew briefly explaining what he requires from the crew to execute the flight as smooth as possible.
Having finished the briefing the crew bus took us to Ferihegy’s stand 60. Our aircraft was HA- LKC (C/N 248 MSN 27991) a Boeing 737-800, one of Travel Service’s 2 Hungarian registered jets. This winglet equipped aircraft was formerly operated by TUI Fly of Germany as D-AHFK and originally delivered to Hapag-Lloyd. Captain Buliczka did the walk-around checks while F/O Lanc who was going to be the pilot flying (PF) set out to prepare the FMC by entering our flight plan route which would take us via southern Hungary to Serbia then to Macedonia and finally to Greek airspace. He also obtained our ATC clearance from Delivery which indicated the planned Standard Instrument Departure (SID) PUSTA3D, the QNH 1015 and allocated our transponder squawk 2607. In the meantime the crew had been handed over the load sheet and our take off data had been quickly calculated by the F/O using the Take-Off Data Calculator. Meanwhile Peter filled in the Journey log: we had 179 adult and 4 infant passengers on board. Travel Service operates its 189 seat 737-800-s in a layout that could be flexibly configured in 2 classes. The tanks had been filled with 9800 kg-s of fuel (of which we would later burn 200 kilograms during taxi to the active runway RWY31 Left) which gave us the total take-off weight of 62.8 tonnes. Having listened to the ATIS the crew had to take a number of factors into account: the aircraft’s weight, the actual wind which was from 300degrees at 16 knots, the temperature of 21 Celsius, the QNH 1015 hectopascal and dry runway conditions. All these considerations and the decision by the crew to de-rate the CFM56-7B26 engines – which can deliver originally 26 K pounds of thrust on each sides – to 24K of thrust (to treat the engines with care and subsequently extend their lifespan) would result in the following take off data: V1 and VR will both occur at 144 knots while V2 at 148 knots with optimum flaps setting as F1. The briefing also included the procedure to be followed in case of an engine failure on take-off. Calculations were followed by the “Pre-flight checklist” in a challenge-answer fashion, (F/O reads and the Captain checks and answers) when Purser Koltai reported that all passengers were boarded and seated and also the doors closed. It was time for the “Before Start” checks after which the Ground Controller gave permission to start the push-back of the aircraft then also to start up the engines. Number 2 engine was started first then number 1 followed. Having checked the items on the “Before Taxi “checklist, Peter asked and got clearance to taxi the jet to the holding point of RWY31 Left. On this Boeing 737 the captain is the sole person who can steer on the ground as the aircraft only has a tiller on the left side of the cockpit.
Being cleared for take-off by the tower and entering Ferihegy’s 3010 meter (9875 feet) long “old” runway 31 Left the heavily laden Boeing accelerated rapidly to the prescribed V1 speed and departed the ground effortlessly. Positive rate of climb was noted then gears and flaps were retracted and passing 1700 feet in the climb the captain checked in with Budapest Approach who cleared our flight to 7000 feet initially than gave us step climb in several increments. The SID also includes the noise abatement procedure hence it does not allow any turns below 7000 except for ATC separation reasons. When passing this altitude the Approach controller radar vectored us towards the South. Accelerating to 280 knots by the indicated airspeed and calling in with Budapest Radar (the callsign of the Area Control Center=ACC) on 133.2 Mhz our flight was re-cleared to climb to Flight Level 310 on a direct course towards KEROP waypoint which is the border point between Budapest and Beograd FIR-s. The captain requested Flight Level 370 (the most economical calculated cruising level) and using the aircraft’s climb profile feature he reported our probable crossing level at the Serbian boundary. Captain Buliczka is no stranger to the lion’s den called ATC: for years he’s been a regular guest in ATC simulators as a representative of the “other side”. He knows the Letter of Agreements between ATC units by the word and he knew that Budapest ACC is not allowed to climb LHBP departure traffic above FL 310 without prior co-ordination. Following our planned route via the airway UL616 he called in and reported our vertical and geographical position to Belgrade Radar which, in turn sent us direct to RAXAD, a waypoint on the UL617 airway. When we were within 1000 feet of our assigned FL 350 F/O Lanc reduced the rate of climb not to trigger any TCAS (Traffic and Collision Avoidance System) reaction in case there is another aircraft around. Following the captain’s requests for the final cruising level FL370 again, the controller assured the crew that it will become available in a few minutes. When asked about the penalty those 2000 feet difference in the cruising level would mean, Peter quickly calculated that if we were stuck on FL350 for the remaining flying time which was a bit more than an hour we would burn approximately 2 % more trip fuel. Sometimes of course the crew have to accept the traffic situation and safety always comes first as in a situation like this ATC will have the final word. But our ATC man was right: being switched to the next channel on 127.365 we could see the restricting traffic – a Thomas Cook Airbus A320 both visually and on the TCAS display as well, crossing about a mile in front of us 2000 feet above. Once our paths crossed and the distance on the radar indicated more than 5 nautical miles ATC instructed us to climb to Flight Level 370. Settling into the cruise in ideal circumstances as the autopilot maintained the target speed of Mach 0.787, (in accordance with the company’s cost index, which is set at 40) Peter addressed the passengers. He gave a very comprehensive description of the flight conditions which even included traffic information. We entered Skopje Radar’s airspace and to keep the operations running efficiently the F/O started to prepare the Load Sheet Information for the second and third leg too, using the aircraft’s own DOW/DOI (Dry Operating Weight/Dry Operating Index) Data sheet. HA-LKC has the maximum take-off weight set at 78244 kg-s and the maximum landing weight at 65317 kg-s. The company calculates with an average weight of 83 kg-s per male 69 kg for female and 35 kg-s per child on charter flights. In the meantime ATC had us turn to SKP (Skopelos) VOR and transferred TVL404 to Macedonia Radar which allocated a new squawk 1417 to be entered on the transponder. Our slightly modified route clearance was from SKP to KEA VOR then directly to XAVIS waypoint which was our planned IAF (Initial Approach Fix). The cockpit crew kept the operational flight plan up-to-date for operational and legal reasons the whole time. This document is an important record in case something should be investigated or looked into as the smallest details of the flights are recorded on it. Peter checked in with ATC at the Greek boundary: “Kalimera, Athina Radar Travel Service four zero four, maintaining Flight Level Three Seven Zero on course to Kilo Echo Alpha.” TVL404 radar contact, proceed direct to XAVIS! “ came the answer in the form of a new clearance.
At this stage TOD (Top of Descent) was calculated by computer and crew. The computer calculates the descent profile to have the aircraft reach 50 feet over the runway threshold. Company policy advises pilots to actually start the descent with 1000’ feet per minute 20 NM before the calculated TOD to perform an early descent and whenever possible to allow engines decrease power gradually and to conserve engine life time consequently. This procedure avoids the so-called engine-shock, when Exhaust Gas Temperature (EGT) suddenly decreases from about 660 degrees to 400 degrees Celsius.
Attila started the before descent briefing which included the normal and missed approach procedures. The crew planned a flaps 40 landing with auto brake set at 2 and the use of thrust reverse as well on touchdown. In the meantime the crew monitored Iraklion’s ATIS on 127.55 which gave the following information: This is Iraklion Information “Foxtrott” : at time 1050 wind 320 degrees 17 knots visibility more than 10 kilometres clouds, few at 2000 feet temperature 29, dew point 19, QNH1007, transition level 75, RWY 27 in use. Athina Radar gave the clearance to start the descent to FL170 initially. During the descent Peter checked in with Iraklion Approach on the 123.975 and inquired if the traffic situation allowed for a “visual” approach. Below FL100 Attila reduced the speed to IAS 250 knots to comply with the company’s operations manual: this limitation is widely accepted worldwide as below this altitude is the risk the highest to suffer a bird strike and the windshields of the jet is calibrated to successfully withhold such impact at or below 250 knots speed. In these weather conditions anti-icing was not necessary. Icing conditions usually exist if the outside air temperature is below 10 degrees Celsius accompanied by any of the following meteorological phenomena: visible moisture (clouds, fog with visibility of less than 1 mile, rain snow, sleet, ice crystals) or ice snow, slush or standing water is present on the ramps, taxiways or runways. Luckily none of these conditions were observed today. The controller cleared us for a visual approach pointing out that there is one landing aircraft is about to land in front of us. The quality of the radio transmissions on this frequency was clearly not as good as on the previous stations and the crew had to struggle a bit to understand everything but they acknowledged the descent clearance to 2500’ and the same time had visual contact with the restricting traffic. The crew analyzed the preceding aircraft’s position and decided to reduce to the minimum clean speed of 210 knots to help the controller achieve the necessary spacing between the 2 landing aircraft. Descending to traffic pattern altitude, the crew was fully aware of the steeply rising terrain immediately south of the airport while turning right onto the prescribed 3.33 degree descent angle final approach path. As soon as the previous aircraft vacated the runway the tower controller cleared TVL404 to land on Runway27, giving a last wind check just before landing. Conditions were becoming fairly windy at 20 knots but that was nothing unusual at this airport by the sea. Peter acknowledged the clearance and Attila put the jet down onto the touchdown zone.
At Iraklion airport part of the passengers disembarked the aircraft and another group of holidaymakers occupied the seats to the full capacity: HA-LKC had 189 passengers for the short hop which would take approximately 30 minutes. The remaining fuel is enough for this leg so there is no need for additional refuel. According to the filed flight plan the aircraft will change its callsign to TVL405 and follow the LABUX SID to fly on the V57 airway for a short time to join the LOKNA2S arrival procedure to Rodos Diagoras airport. Walk around checks were carried out once again by the captain to verify that the airplane was in a satisfactory state for the next leg of flight. Peter made sure that the surfaces and structures were clear, not damaged, there were no missing parts and there were no fluid leaks, the tires were not too worn, not damaged, and there was no tread separation. Moving on to check the undercarriage he examined that the gear struts are not fully compressed then checked that engine inlets and tailpipes were clear, their exterior was not damaged and the reversers were stowed. He also took a look at the doors and access panels to make sure that the ones not in use were latched and that the probes, vents, and static ports and antennas and light lenses were also clear and not damaged. In the meantime the F/O entered the take-off data. Based on the loadmaster supervisor’s report the aircraft’s take-off weight will be 63110 kilograms. We received our initial clearance via the LABUX1G departure route and the initial vertical clearance limit was Flight Level 100. When we started to move on the taxiway the ground controller informed the crew that they were number 4 in the departure sequence. Our departure was further delayed when we had to hold short of runway 30 to give way to a landing Piper Arrow. Then we followed the previous departing aircraft a Sky Express British Aerospace Jetstream 41. In the meantime flaps 5 were selected for take-off. 19 minutes later, following the landing of an Aegean Airlines A320 we were cleared for take-off from the2687 meters (8800 feet) long runway 27. Back on Iraklion Approach’s frequency we got the air traffic controller’s approval for a visual departure to LABUX point. The flaps were gradually retracted upon passing 1500 feet and Boeing continued its climb to FL130 while Peter increased its indicated airspeed from 180 to 250 knots. At the transition altitude of 6000 feet the crew switched to the standard pressure of 1013 hPa – which was carefully cross-checked on both sides of the instrument panel – to be able to use Flight Levels as a reference to our height after crossing the transition layer. Switching to Athina Radar again the crew received no answer to the initial call so the aircraft had to level off at the cleared Flight Level 130. The controller finally identified us and cleared to our requested level of FL190 as opposed to flight level 230 filed in the flight plan. This level would have been too close to the Top of Descent point resulting in a sort of “ballistic” flight. During the short cruise phase Rodos ATIS was monitored: the weather was very similar to that on Iraklion with ILS operations to runway 25. Calling in on Rodos Approach frequency on 127.25 mHz and in VMC (visual meteorological conditions) the crew requested a visual approach on the right-hand traffic circuit. The controller’s answer was affirmative preparing the crew for a direct course for the right hand downwind of runway 25 and clearing us to descend to 7000 feet. After an aircraft passed us on the opposite direction we got further descent clearance to 3000 feet using the local QNH as reference but the controller’s sequencing plan seemed to have been changed: due to another arrival aircraft we received several radar vectors and speed reduction to end up on the 11 mile final of runway 25 to intercept the localizer of the ILS. We had time to identify the nearby Rodos-Maritsa airfield which is located just a few miles north of our destination. On the arrival charts the pilots are specifically warned not to be misled by the close location and similar runway. Before landing checks and approach briefing were performed while the flaps were extended gradually from position 5 through 25 to the final position of 40 for a stabilized situation on the final approach. An artificial voice reminded the crew when passing 1000 feet altitude. Autobrake 2 was preselected by the flight crew following another announcement by the synthetic voice at passing 500 feet: “Approaching minimums”. The captain already made his decision to land the aircraft in these perfect meteorological conditions. This aircraft and crew is able to land in CAT IIIA conditions ( when the Runway Visual Range is down to 200 meters and the Decision Height is only 50 feet above the runway threshold) and the announcement is used to remind crew to their legal minimums in adverse weather conditions. Our aircraft and crew were not to be tested today though as we landed nicely on the 3305 meters (10844 feet) long runway 25. HA-LKC followed the preceding De Havilland Dash8 towards our assigned parking at stand number 9.
Preparing the last leg of the day the cabin crew supervised the boarding: the result of the head-count was 174 Budapest-bound passengers. Taking a total of 9220 kg-s of jet fuel on board gave a take-off weight of 65.8 tonnes. The flight kept the call sign TVL405 on this leg. Start-up clearance had been followed by taxi clearance clearing the aircraft to proceed to the holding point of RWY 25 via Taxiway A. Peter decided to perform the take off and flying to the cruising level then “share” the flight with F/O Lanc giving him the P/F title and landing at LHBP. To get airborne the plane needed 149 knots for V1 and Vr to be quickly followed by V2 of 152 knots at flaps 1 configuration. Once airborne, Peter manually flew the VANES2A SID procedure, requesting to continue the departure visually. ATC gave their permission and Peter soon turned right towards VANES waypoint, maintaining own terrain separation until joining the airway M601 climbing Flight Level 120 initially. When calling Athina Radar for the last time that day, a route clearance was received to AKINA then KOROS and to climb to Flight Level 300, 360 and finally to our requested FL380.
Attila took over the control of the aircraft. He’s been with Travel Service for 5 years and he is member of a real aviation family: his father and brother both flew for MALEV Hungarian Airlines and his mother used to be a recreational pilot too. Attila, who is married to a flight attendant, used to fly LET L410 aircraft for Farnair Hungary. He and Peter both started their flying career at Dunakeszi airfield (LHDK) near Budapest by flying gliders. Peter started to fly jets following his training at GECAT training centre in Crawley. He first flew Boeing 737 Classic types: the 500 and 300 versions for Sky Europe. He completed his first flight as captain on 19th June 2007. He has been with Travel Service since December 2007.
In the meantime the crew said goodbye to Greek ATC and Macedonia Radar cleared us to GIKAS then SIN VOR, located a bit south of Pristina airport (BKPR) and followed by a direct route issued by Skopje Radar towards VAGEN a waypoint on UL617. Our Boeing maintained the TAS 465 knots which gave the jet 439 knots speed above the ground. Entering Belgrade FIR we received the clearance to PARAK, the entry point on our way to Budapest FIR. We had to start our descent 65 NM before PARAK to reach the cleared level FL300 by PARAK. That was about 8 minutes before the calculated ideal Top of Descent point but we had to comply with ATC restrictions. The captain called the handling company to pass on the necessary details and obtain our expected stand number at the destination. From the Hungarian FIR boundary Budapest Radar cleared TVL405 direct to ABONY, start of the standard arrival procedure which we did not have to complete as we received another direct track to BP532 waypoint and a descent clearance to FL110. Finally a radar heading given by the approach controller guided the aircraft into a position from which intercepting the glide slope of the ILS on runway 31R was possible: this happens by maintaining 2500 feet until catching the signal of the glide slope from underneath. Attila performed a textbook landing in great weather: no clouds, visibility well above 10 km-s and winds from 290 degrees at 13 knots. Having vacated RWY 31R, a short taxi followed to our stand. Shutting the engines down a quick look at the data showed that the jet burnt 5.4 tonnes of fuel during a flight of 2 hours 10 minutes. A long working day was nearing its end and it was time to say goodbye to the crew: they were already planning the next flight. Attila was scheduled to fly to Hurghada, Egypt the next day while Peter was about to start another challenging ACMI contract: he’ll spend the following month in Saigon, Vietnam flying one of Travel Service’s Czech – registered Boeing as part of an international crew.
(The author would like to thank the entire crew of TVL404/405 for their kind hospitality.)