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Current Newsletter WestWind Airlines The WestWind Journal June 2021 Issue 21-06 WestWind Airlines WWA3592 Airlines WestWind May Hub Rankings On-Line OFF-LINE On-Line Off-Line 1. CYYC 1. EHAM 1. K 1. K 2. KORD 2. KLAX 2. K 2. K 3. KSEA 3. KDEN 3. C 3. K 4. K 4. K U.S. Army 4. KMIA 4. KDFW 5. E 5. K 5. EGLL 5. KCVG 6. EHAM 6. KMIA 6. K 6. E WestWind Airlines 7. KJFK 7. KSEA 7. K 7. K 8. KLAX 8. KJFK 8. K 8. Y May Flight Operations 9. KCVG 9. KORD 9. Y 9. C Total Flight Hours: 3083.0 10. WSSS 10. WSSS 10. K 10. K Total On-Line Hours: 601.6 11. YSSY 11. KATL 11. K 11. K Total Off-Line Hours: 2481.4 12. KATL 12. YSSY 12. K 12. K Total Flights: 1027 13. KDEN 13. EGLL 13. E 13. E Total PAXs: 84,095 14. KDFW 14. CYYC 14. W 14. W (All On-Line hours are verified @ VATSIM and/or IVAO) Total CGO (lbs.): 20,065,718 Page 1 of 20 The WestWind Journal June 2021 Issue 21-06 WestWind Airlines WestWind WestWind Hubs – May Hours CYYC David Waffler WWA2116 19.6 Amsterdam (EHAM) EGLL Johnny Kasimatis WWA2132 59.1 Total Hours: 410.6 EHAM Hal Morse WWA3615 283.7 On-Line: 29.1 / Off-Line: 381.5 / Flights: 109 KATL Mike Jones WWA3381 86.3 KCVG Bob Sturm WWA230 51.5 Atlanta (KATL) KDEN Malcolm Meyer WWA71 75.7 Total Hours: 131.9 KDFW John Oddo WWA2293 81.9 On-Line: 4.3 / Off-Line: 127.6 / Flights: 46 KJFK Paul Underwood WWA2655 73.7 Calgary (CYYC) KLAX Paul Steele WWA3290 171.2 Total Hours: 306.9 KMIA Vincent Simmons WWA3477 63.1 On-Line: 264.1 / Off-Line: 42.8 / Flights: 84 KORD Jim Gesell WWA3461 38.2 Chicago (KORD) KSEA Terry Parthemore WWA829 41.0 Total Hours: 261.0 WSSS Bob Armer WWA3105 126.7 On-Line: 107.4 / Off-Line: 152.6 / Flights: 115 YSSY Kenneth Haynes WWA2055 82.9 Cincinnati (KCVG) Total Hours: 186.2 On-Line: 7.7 / Off-Line: 178.5 / Flights: 84 Dallas/Ft. Worth (KDFW) Total Hours: 224.8 On-Line: 0 / Off-Line: 224.8 / Flights: 71 Denver (KDEN) Total Hours: 239.3 On-Line: 0 / Off-Line: 239.3 / Flights: 89 London (EGLL) Total Hours: 52 On-Line: 37.5 / Off-Line: 63.1 / Flights: 52 WWA3620 Los Angeles (KLAX) WestWind Total Hours: 357.5 On-Line: 7.9 / Off-Line: 349.6 / Flights: 72 CYYC Ron Oines WWA2894 202.8 Miami (KMIA) EGLL Bryan Sutherland WWA3177 37.5 Total Hours: 218.2 EHAM Fred Koch WWA3631 24.6 On-Line: 45.0 / Off-Line: 173.2 / Flights: 69 KATL Bill Peterson WWA1698 4.3 KCVG Tim Maleski WWA5215 5.2 New York (KJFK) KDEN NA NA Total Hours: 187.6 KDFW NA NA On-Line: 24.0 / Off-Line: 163.6 / Flights: 63 KJFK Tony Yonek WWA1996 13.6 Seattle (KSEA) KLAX Vic Alesi WWA136 7.9 Total Hours: 230.3 KMIA Scott D. Williams WWA1404 31.9 On-Line: 63.1 / Off-Line: 167.2 / Flights: 128 KORD Chris Cramblet WWA3592 71.8 KSEA Karl Triebel WWA1103 39.7 Singapore (WSSS) WSSS Nathan Little WWA3151 5.6 Total Hours: 147.0 On-Line: 5.6/ Off-Line: 141.4 / Flights: 33 YSSY Andrew Wheeler WWA2055 4.9 Sydney (YSSY) Total Hours: 12 On-Line: 4.9 / Off-Line: 76.2 / Flights: 12 (On-Line hours are verified @ VATSIM and/or IVAO) Page 2 of 20 The WestWind Journal June 2021 Issue 21-06 WestWind Airlines WestWind May Flights Maint/Test/Mgmt TNG WWA138 CHTR Top WestWind Passenger Hub CGO May 2021 PAX 0 200 400 600 800 WestWind WestWind 2021 Flight Hours The Amsterdam Hub 5000 11,935 PAX Carried 4082 3537 4000 3498 3083 3282 Top WestWind Cargo Hub 3000 May 2021 2000 1000 WWA 0 0 0 0 0 0 0 0 JUL SEP FEB JAN JUN DEC APR OCT AUG NOV MAY MAR The Calgary Hub HOURS (Rounded off) 4,571,587 lbs. CGO Hauled WestWind Airlines WWA1698 Newest Pilots - May 2021 No New Pilots During May Please welcome these new WestWind Pilots and show them why WWA is the best virtual airline out there! WWA U.S. Army Page 3 of 20 The WestWind Journal June 2021 Issue 21-06 WestWind Airlines WestWind Screenshot Competition Selected by WestWind Pilots every month! June 2021 Winner Paul Reitman WWA2971 WSSS Hub WWA2971 WWA2971 WWA3615 STALL RECOVERY n all upset situations, it is necessary to recover from a stall before applying any other recovery actions. To recover I from the stall, angle of attack must be reduced below the In The Monthly WestWind Screenshot Competition stalling angle. Nose-down pitch control must be applied and Each month vote for one of the screenshots that have been maintained until the wings are unstalled. Under certain entered in our monthly screenshot competition! To vote, conditions, on airplanes with underwing-mounted engines, it select “Dispatch”, then in the red box on the right, select may be necessary to reduce some thrust in order to prevent “Monthly Screenshot Competition”, then in the red box on the the angle of attack from continuing to increase. Once right select “Vote In Screenshot Competition”. unstalled, upset recovery actions may be taken and thrust reapplied as needed. All the screenshots entered that month will be shown, just select the one you prefer most and click ‘VOTE’ at the bottom of the screen! That’s All There Is To It! So, VOTE, each month! Manhattan Madness : LGA & HPN Airports: KLGA, KHPN Date & Time: June 5th 2200Z – 0200Z Page 4 of 20 The WestWind Journal June 2021 Issue 21-06 WestWind Airlines NOSE HIGH, WINGS LEVEL If normal pitch control inputs do not stop an increasing pitch In a situation where the airplane pitch attitude is rate, rolling the airplane to a bank angle that starts the nose unintentionally more than 25 degrees nose high and down should work. Bank angles of about 45 degrees, up to a increasing, the kinetic energy (airspeed) is decreasing rapidly. maximum of 60 degrees, could be needed. Unloading the wing The energy is actually being stored as potential energy. As by maintaining continuous nose-down elevator pressure will airspeed decreases, the pilot's ability to maneuver the airplane keep the wing angle of attack as low as possible, making the also decreases. If the stabilizer trim setting is nose up, as for normal roll controls as effective as possible. With airspeed as slow-speed flight, it partially reduces the nose-down authority low as stick shaker onset, normal roll controls -- up to full of the elevator. Further complicating this situation, as the deflection of ailerons and spoilers -- may be used. The rolling airspeed decreases, the pilot could intuitively make a large maneuver changes the pitch rate into a turning maneuver, thrust increase. This will cause an additional pitch up for allowing the pitch to decrease. Finally, if normal pitch control underwing-mounted engines. At full thrust settings and very then roll control is ineffective, careful rudder input in the low airspeeds, the elevator -- working in opposition to the direction of the desired roll may be required to induce a rolling stabilizer -- will have limited control to reduce the pitch maneuver for recovery. attitude. In this situation the pilot should trade the potential energy of altitude for airspeed (airspeed over altitude) and would have to maneuver the airplane's flight path back toward the horizon. This is accomplished by the input of up to full nose- down elevator and the use of some nose-down stabilizer trim. These actions should provide sufficient elevator control power to produce a nose-down pitch rate. It may be difficult to know how much stabilizer trim to use, and care must be taken to avoid using too much trim. Pilots should not fly the airplane using stabilizer trim and should stop trimming nose down when they feel the g force on the airplane lessen or the WWA3592 required elevator force lessen. This use of stabilizer trim may correct an out-of-trim airplane and solve a less-critical problem before the pilot must apply further recovery measures. Because a large nose-down pitch rate will result in a condition of less than 1 g, at this point the pitch rate should be controlled by modifying control inputs to maintain between 0 to 1 g. If altitude permits, flight tests have determined that an effective way to achieve a nose-down pitch rate is to reduce some thrust on airplanes with underwing-mounted engines. The use of this technique is not intuitive and must be considered by each operator for their specific aircraft type. hat at the United States and the U.S. Army’s response to Iraq President Saddam Hussein’s invasion of Kuwait was T the largest deployment of major military forces and equipment since D-Day! It was also the fastest major military deployment in world history! Page 5 of 20 The WestWind Journal June 2021 Issue 21-06 WestWind Airlines WestWind The Answer to the May Question Question of the Month The Question: Is being on flight following enough to enter Class B, C, and D airspace? Or do I need a clearance? The Answer: Class B airspace, a separate and specific clearance is always required. Even if you are receiving advisories from the Class B controller outside the Bravo, it WWA3615 does not constitute a Class B clearance.
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