Glenn Schneider, 18 December 2002 (photos by J. Moskowitz during our meeting with Cpt. John Black)

The Window Three views of the navigation seat window which will be used for eclipse observation/photography.  This is a high quality, but multiple-layer,  window measures appx. 16" x 28" (exact specification forthcoming). Bottom left shows full extent of window from navigation seat but with the pilot's seat in its full back position.  The window is (conveniently) sloped upward at an angle approximately equal to the altitude of the eclipse above the horizon at the intercepts under consideration. Bottom right with the pilot's seat move partially forward. Top right with a standard "cubit" measure for size reference.

With the pilot's seat move forward (left), and still in a configuration in which the aircraft can be flown, there is a substantial amount of free "floor" space in front of the navigation seat (the bottom cushion of which is just visible on the lower  left of the frame to the right).  The geared track on the floor is part of the seat-rail system for the pilot's seat.  In this photo there is a fair amount of "clutter" with documents in a bin to the left and behind the pilot's seat, which can be removed for the eclipse flight to give better access to the window.

Subject: [SE] TSE 2003 CROYDON FLIGHT: Meetings/Discussions with Phil Asker & QA Pilots
Date: Wed, 11 Dec 2002 22:45:56 -0700
From: Glenn Schneider <gschneider@mac.com>
Reply-To: SOLARECLIPSES@AULA.COM
Organization: Steward Observatory
To: SOLARECLIPSES@AULA.COM, phil.asker@croydontravel.com.au, funta@ozemail.com.au

See: http://nicmosis.as.arizona.edu:8000/ECLIPSE_WEB/ECLIPSE_03/CROYDON_ECLIPSE.html

On Saturday, 8 Decmber 2002, after arriving in Melbourne, Australia, I had a very positive and productive meeting with Phil Asker of Croydon travel (with Joel Moskowitz in attendance) regarding the now-solicited  Antarctic "sightseeing/eclipse" flight using a QANTAS B747-400. Many on SEML (and also many who have already signed up for this flight) have expressed concerns regarding the conduction of that flight as being suitable for principle needs of eclipse observers. Our meeting was in part a conduit for discussion of those concerns, and as such was a significant consciousness raiser regarding them  All items and issues which we enumerated and detailed well received and, as a result many questionable or previously open issues were evaluated and addressed.

Phil was very receptive to our ideas. This meeting convinced me that he is both committed and dedicated to do whatever is necessary - within the bounds of feasibility for the B747-400 operations - to assure a successful airborne eclipse observation to everyone's satisfaction.

I have now had preliminary discussions with a very enthusiastic QANTAS Cpt. John Dennis who will be piloting the flight, and I will be working with both him  and Cpt. Peter Edger to define the flight details and work out the navigation interface procedures and protocols.  To facilitate that, and to better my understanding of the 747-400 operations, on 10  December 2002 I met with the very helpful QA B747-400 pilot Cpt. John Black.  He introduced me to some flight operations procedures and interfaces of the QANTAS 747-400 and  familiarized me with the flight deck, and navigation system. Then, and later (as I flew home from Melborne from TSE 2002 on the aircraft he was piloting) we discussed variety of issues germane to defining and implementing a successful eclipse flight.  I must also add that Cpt. John Dennis is quite keen on this, and we will be working cooperatively toward that end in flight planning.  Indeed, it is a virtual certainty that if, as it now seems, this continues to evolve in a positive way, that I will be on the flight deck prior to, and during the eclipse, defining and assisting with in-flight navigation corrections as needed.

Many operational details will be iterated and solidified over the next few months with continuing dialogs with the cognizant QANTAS flight operations people and with Phil Asker to assure coordination of eclipse observations and Antarctic siteseeing. in early March I will be meeting with Cpt.  John Dennis in Los Angeles to further discuss and review many  details of the flight plan which will evolve before that time.

I wanted to take a few moments to summarize some of the major "changes" in thinking about this flight concept, which Phil Asker has and will work toward integrating into his offering for this flight.  He will be preparing an updated direct mailing to detail the implementation, which likely would include a repricing, but ahead of that here are the major elements.

Most importantly, eclipse observing will take place AFTER the Antarctic sightseeing portion of the flight - not interleaved between sightseeing periods.  This has many advantages.  First, by planning the eclipse run at the end of the Antarctic portion of the flight it buys us a time buffer of appx. 4 hours if the flight is delayed on take-off for any unforeseen reason (by then of necessity observing the eclipse first).  Assuming such a contingency does not arise this means we will be able to observe the eclipse from a higher altitude (less air to look through, and lowering the chance of cloud above the flight level and along the line-of-sight) as the aircraft will be lighter after burning off additional fuel.  (On take-off the aircraft will be flying with full tanks, appx. 185,000 gallons).  Executing the eclipse run after the sightseeing portion of the eclipse reduced the number of "seat rotations" and puts the flight into an eclipse- dedicated phase.  This is far more preferable then interleaving the eclipse with sightseeing with non-eclipse passengers "rotating" to the windows on either side of the eclipse.  Hence, the flight will be conducted in two parts, a longer sightseeing part, and a shorter, dedicated, eclipse viewing part, with eclipse chasers then occupying the sunside window seats.

The Antarctic sightseeing will be conducted at low flight level, appx. 8,000 to 10,000 ft.  Upon its completion non-eclipse observers will vacate the sunside window seats as the aircraft ascends to eclipse- viewing level (appx. 11-12km, at a rate of about 2,000 feet per minute) and is repositioned to the start of the "totality run"). The details of that ascent and repositioning depends upon TBD details of the sightseeing portion of the flight, but would be about 370 nM if the aircraft is over the Casey region (shorter if closer to the centerline of the eclipse path) for a 22:40UT mid-eclipse intercept (other possible intercepts will be discussed separately). Phil had originally envisioned the eclipse observing period to be significantly longer than is necessary, and that had biased his initial considerations of the flight concept and concomitant seat rotations. Indeed, once at flight altitude at the "pre-totality" near intercept point, the aircraft need make a final heading realignment maneuver only about eight minutes before mid-eclipse - providing time to acquire and focus cameras, etc., on the crescent Sun.  This permits the allocation of eclipse-only dedicated seats for those primarily interested in the eclipse, with more time earlier in the flight for sightseeing by rotating non-eclipse viewers.  Eclipse watchers who also want to be part of the sightseeing rotation would be able to do, likely paying a different rate than "eclipse only" or "sightseeing only" passengers.  Phil Asker is rethinking the costing on these bases and will likely have an update about those options.

I have confirmed that with this aircraft it is indeed not possible to remove the sunside seats - not because of hardware constraints, but because of scheduling constraints.  The same aircraft will be in use again only hours after the completion of the eclipse flight and there would be insufficient time for ground reconfiguration.

As a closing note (for now) it is very likely that I will work very closely with the flight crew (in the cockpit) to effect in situ changes to the intercept as needed.  Such flexibility is a built-in precursor to the definition of flight operations.  I have put some brief notes on flight concepts in development on my web server at:

http://nicmosis.as.arizona.edu:8000/ECLIPSE_WEB/ECLIPSE_03/CROYDON_ECLIPSE.html

Having just returned from TSE 2002 I have a huge amount of non- eclipse reltaed work to catch up on, so pardon any delay in replies.

Glenn Schneider
http://nicmosis.as.arizona.edu:8000