Diversion to Boston on sector ORY-JFK

[smhusain_1]

March 21, 1982, and it's a B707-340C with call sign Pakistan Eight Zero One. I am flying as captain, and this is my first flight over the Atlantic from Orly to John F. Kennedy after a route familiarization, and a route check flight with two different captains, namely Iftekhar Janjua and Sajid Quraishi respectively. Both these individuals are deceased now.

Besides me, the others are First Officer Asif Akhtar and Flight Engineer Mahmood along with a Flight Attendant. This is a fully loaded freighter and we carry no passengers.

Departure Orly is on schedule at 1235Z and after enacting the climb out scenario over the English Channel, we cruise uneventfully and start our descent about 120 miles from Kennedy Airport. We have been checking the weather en-route, and were briefed prior to departure about what to expect at New York. The weather forecast at JFK is marginal, meaning it can deteriorate below the acceptable level in terms of the weather minimums of visibility and cloud ceiling. We also have the alternate weather handy, but that isn't good either since the weather is approaching New York from the south and our alternates lie there. They are Washington, Dulles and Baltimore, Maryland.

We have also received the actual weather prevailing at New York City through the VOR navigation receiver, which has a voice feature which broadcasts the updated weather continuously along with the barometric pressure, wind velocity, instrument arrival procedure and the runway in use. On first contact with the Approach Radar Control on the radio, you have to tell them that you have the updated ATIS (Automatic Terminal Information Service) meaning the weather. At an altitude of 6000 feet above sea level and some 25 nautical miles from Kennedy, we are asked by the New York Approach Control Radar to hold at intersection 'Mike' for separation purposes. For this we slow down to the holding speed of 210 Knots and enter the racetrack holding pattern. We are also in contact with our company on their radio channel passing our arrival information.

At this time the Radar gives a weather update directly to us in the form of an indefinite delay over 'Mike,' deteriorating visibility, rising wind velocity and an altimeter setting (barometric pressure) as unreadable. The pressure is falling so rapidly that the radar cannot give a definite figure. There is a storm about to hit New York.

We are on an Instrument Flight Plan, meaning we can hold for 30 minutes over 'Mike' at the most. By law, we are allowed to make one attempt to land at Kennedy, and if unable, make an overshoot and proceed directly to the filed alternate. We are advised that the alternates to the south of New York City are not available because they are below weather minimums, and so I make an instant decision to divert to Boston to the north asking First Officer Asif to request permission for a diversion to Boston from the Radar. The Radar clears us immediately to a higher level and gives a heading vector* to steer for Boston.

*Vector is a direction with speed incorporated

The next few minutes go in a frenzy of tasks as we are responding to the changing radar heading directions, climbing in stages as cleared, leveling off and descending immediately for Boston. Such quickness is required now that we are on final approach to the runway at Boston after being vectored by the radar, and there has been no time for me to open my Jeppesen Manual to takeout the Instrument Landing System arrival chart for the airport.

I hastily ask the Flight engineer to get me the pages, First Officer Asif is ready with his charts and I have to concentrate on being a true Christian as we approach and touch down at Boston, breaking clouds at 200 feet above the ground in marginal visibility. We are followed by a few more arrivals from the New York area and then the airport closes. It is below weather minimums here also.

So what a timely decision that had been and a correct one in the heat of the moment. The time is 2200Z or 1800 EDT.

BOEING 707-First US JET AIRLINER
The first prototype designated 376-80 (N70700) flew for the first time on 15 July, 1954 and revolutionized air transport after Pan Am introduced it on scheduled services from New York to Europe on 26th October 1958. With its four low-slung jet engines, low swept wings and tail fin with antenna at top; low-set tail plane and graceful lines, the 707 ended up spanning the world's oceans and became a familiar sight at airports worldwide, becoming one of the most successful civilian transports ever built, with production of 878 aircraft. It became the standard long-distance airliner for almost all the world airlines. It is a testament to the superb initial design that a large number of this aircraft remain in civilian use 50 years after the type entered service. When the 707 entered service, passengers could not believe how smooth flying could be compared to propeller-driven aircraft. Now these wonderful jetliners of the 1960s are referred to as narrow body ships because they gave way, beginning in 1970s, to wide cabin types like the 747 and DC-10. But every jetliner that flew, regardless of its size or shape, owes a debt to the Boeing 707 which came along just when it was needed.

The model 720 was similar in general appearance with shorter fuselage and more efficient engines and was an intermediate-range development of the 707. Total production was 154 aircraft.

Specifications 707-320C
Type: Four-engine long range convertible commercial transport with forward cargo door and loading system.
Power plant: Four (18,900-lb.-thrust) Pratt & Whitney JT3D-7 turbofan engines
Max speed:625 mph
Cruising speed:549 mph
Service ceiling:39, 000 ft
Range:5,742 miles
Weights
Empty:146, 093 lb
Empty weight cargo version:146, 804 lb
MTOGW: 332, 900 lb
Accommodation
Two pilots, flight engineer, flight attendants; seating for 147 (14 first class, 133 coach) to 219 (high density) passengers, plus, (1, 700 cu.ft) of luggage; plus 160 lb of cargo
Dimensions
Wing Area: 3, 049 sq. ft./ 2942 sq ft
Span: 145' 8.5"
Height: 42' 5"
Length: 152' 11"
Two class seating: 179 / 185
Range: 9975 KM / 5785 NM
MTOGW-Structural: 331, 600 lb
Thrust: 18000 lb / 19000 lb
Fuel: 23855 US G capacity
Cargo Load: 18000 lb max

Fate of PIA B707 and B720
AP-AZP: 720-030B-Fun Fair Karachi
AP-AXM:720-Karachi Planetarium
AP-AXL: 720-Fuselage in Lahore Museum
AP-AXQ: 720-04B-Derelict at Karachi since 1974
AP-BAF:720-047B-Broken up Karachi 1983
AP-AWU:707-373C-roken up for spares 12/93
AP-AZW: 707-251B
AP-AWZ: 707-340C-Write off 26/11/1979
AP-AVZ: 707-340C-Write off Urumchi, China 15/12/1971

Current 2001
AP-AXG: 707-340C-For sale Karachi
AP-BBK: 707-323C-For sale Karachi

[raihans]

an excellent read and indeed a very timely decision for diversion to Boston

[H Khan]

Excellent narrative!

[TAILWIND]

A good narrative.

We have also received the actual weather prevailing at New York City through the navigation receiver, the VOR, which has a voice feature which broadcasts the updated weather continuously along with the barometric pressure, wind velocity, instrument arrival procedure and the runway in use.

Isn't it ATIS, and received on (voice) radio and not the VOR receiver?

[Squawk_1200]

In USA several VORs have voice capability. These VOR s broadcast weather warnings called HIWAS hazard inflight weather advisory service. Such VORs are shown with a symbols H in the Jeppesen enroute charts frequency box.

[TAILWIND]

Thanks Sqawk_1200, it was not known to me....