My Last Posting From This Address

Exploring the Bangkok canal system

(Now the pictures work!!)

This will be my last posting from this BLOG address. Unfortunately, the HTML here has become so jumbled, it's unusable. Please click here to find my new BLOG, Rand Peck, A Life Aloft.

My daughters engagement party at home

Thanks to everyone who has offered suggestions concerning my BLOG. Nothing has worked however, but some investigation has revealed that I'm not the only BLOG to suffer irregularities. I plan to eliminate this BLOG and start a new one next fall. I'll supply an address here though before I shut this one down.

Thanks very much

Rand 

-NOTES-

I'll be away from my keyboard for a while, so to get your aviation photography fix, click over to Mark Lawrence's blog and see what he's put together. I think you'll enjoy it. As I take breaks from studying, I'll add pics to the bottom of this posting too.

Visit my website to see John Lageson's winning photo for May.

I recently returned home from a 13 day Asian trip and am in the recovery mode. Normally four or five days will lapse before I allow myself to fly the Cub, operate the tractor or use a circular saw. But the day after I returned I needed to have my wits about me as Sam and Blair arrived to enjoy (unbeknownst to Sam) an engagement party. Blair had designed a ring, had it made and shipped here to New Hampshire and waited until they'd settled in and asked Sam to marry him in her little tiny home town. That ring is special to all of us. One of the diamonds in the setting was from my Great Aunts engagement ring that was passed on to my mother who wore it for nearly 30 years. She gave it to me for Linda's engagement ring and she wore it for 34 years. Linda gave it to Blair and Sam will enjoy it until she passes it along to her offspring. Blair is from New Zealand, has been going to school and working here in the States for several years, but plans to relocate home and take my little girl with him.

I've received many emails over the years asking about my family. I'm a very fortunate man; here's the immediate clan. Left to right is Blair, Rand, Samantha, Linda and Ian. Sam and Ian both graduated from Wheaton college near Boston. Sam has been living and working in Chicago and is finishing her masters in marketing at Northwestern University. Ian will return home from San Francisco shortly to start law school at New England Law in Boston. Blair's undergraduate and masters in Mechanical Engineering were obtained in New Zealand, while he earned his MBA at the University of Michigan. Linda was a full time nurse when we met in 1973, but decided that full time mothering, to raise Sam & Ian took priority. Believe me, it was the right decision. 

On the back deck with more family members that include aunts, uncles, cousins, nieces, nephews and grandmothers. This is just a small sampling of those attending. We have a large family, most living reasonably nearby and get together often.

Sam and Blair in the front yard.

I remember vividly when Linda and I started out on our journey in 1975, earning $562.50 a month as a Twin Otter copilot with Air New England. My career was foremost on my mind, but the thought of enjoying a family like this was a dream that Linda made a reality. If they have half as much fun as we've had, their journey will be a grand success. As you can see, this Life Aloft has been very good to me. I look forward to meeting Blair's parents, Dale and Robert Nelson in the near future. 

A current picture of the homestead... note who's mowing!

Twin Otter Captain, 1977

Linda and me on our honeymoon in Switzerland, 1975

My annual training is rapidly approaching and needs my undivided attention and our much anticipated Air New England party is just around the corner, so I'll be off the keyboard for a while in preparation. My next trip is a nine day JFK-Amsterdam affair that concludes near the end of May. See you then and thanks for reading.

Rand

One last airplane picture!

Well, OK, one more! Approaching Chicago and Lake Michigan at 0300, en route from San Francisco to Detroit, finishing a five day Honolulu trip. Can you tell by this picture whose leg this is? Tim will know... but he should!

While in Asia on my last trip, I flew my first 757 that displayed a Delta livery. It was dark when we left Narita and arrived in Bangkok so I never saw it. I discovered this while doing my preflight when I came across this little sticker. You may be wondering why it's there. It's to remind us to identify ourselves to ground control and the tower as "Northwest 25 in Delta colors." If we fail to mention "Delta colors," they'd be looking for an NWA paint scheme. At airports with one ground or tower frequency and little traffic, it's probably unnecessary, but at Narita, LAX, SFO, AMS and other large fields it helps I'm sure. 

I took this shot of a JAL 767 departing from the A runway while we taxied out to the B runway. At the bottom right you'll notice (partially) where the word NARITA is spelled out using shrubbery. Rather similar to the WELCOME TO NY sign at LGA.

Here's another Narita sign. It's located over one of the vehicle entrances to the airport and abeam the B runway as you approach the Bravo hold point. I've written about this in earlier posts, but the eminent domain that created this airfield stirred deep emotions and radical, even violent protests.

Here's a sight that you won't be seeing for much longer; an NWA 747-200 freighter on a gloomy day at Narita. We'd landed on the B runway, inbound from Bangkok and were holding short by the freight stands, waiting for our gate to clear. This is a 747-251B, serial number 23111, built in April 1984. Delta announced just a couple of weeks ago that they planned to discontinue dedicated freighter service, ground all 14 747 freighters and close the Anchorage pilot base by December 2009. You don't often see -200's any longer and they look odd sans winglets and a short upper deck.

Northwest has been one of the few post deregulation airlines to operate a large fleet of dedicated freighters, but Delta did as well from 1966 through 1973 with a fleet of Lockheed, C-130 Hercules. Yeah, really! They were one of the first commercial operators of the Herks.

What are your numbers? No, not V1 or V2. Off to Asia again! And hello Scotty.

I just received an email from a reader who was unaware of my Asian updates at the end of this blogpost and suggested that I note it here. Thanks, good idea! If you drop down to the bottom of this blogpost you'll be able to follow along as I fly a 13 day inter-Asian trip.

And... Thanks to all who have visited from Airliner.net

This post has little to do with flying so I'll be brief. Believe me I'm no expert, nor do I intend to preach, but I think that the message is important. I had a bit of a scare recently, a reality jolt and thought that I'd share the experience. If you know your blood pressure and comprehend LDL, HDL, triglycerides and total cholesterol, than don't bother reading this; move on to one of the other flying blogs and enjoy your day. But if you don't know these numbers and their consequences, maybe you should read on. To keep you interested though, I've plugged in a few airplane pictures.  

I think of myself as a positive person, you know, one of those who views the glass as half full. Therefore, when my wife Linda insisted that I call our Doctor and make an appointment for a "complete" physical, I was reluctant. This takes time! Time away from my computer, from my Cub, from writing and research. I feel great! I always do, what did I need with a Doctor confirming this for me?

OK, so I'm a little overweight, over indulge at Denny's on layovers from time to time, but I have a rigorous workout routine. Many times a day I pushback from my computer and walk to the coffee pot; or I get out of my seat and meet a flight attendant at the door who hands me a cup of coffee. This has to burn a calorie or two!

So when my Doctor had that heart to heart, eye to eye discussion with me I was shocked. "Rand, you need to change your ways.

I'd become sedentary, my blood pressure had crept up and my cholesterol numbers were out of whack. But I had a secret weapon... Linda! She's a former nurse who understands and practices excellent dietary habits, exercises daily, drinks water and prefers to avoid medication. I eat well when at home, but on the road my habits were less acceptable. Without getting melancholic, I have a great family, wonderful friends and much to enjoy. I was on board, embraced change and understood that my first step was physiological. I had to commit my brain to this before my body and actions would follow. That was easy! One wake up call would be sufficient.

First, I called my FAA ME and consulted him with regard to medications and legality. I've known him for years and felt comfortable speaking with him. His advice was simple and straight forward, as a result saw no need to call ALPA Medical. If it hadn't been so, I'd have consulted them as well. Yes, medications were prescribed, but low dosages. 

Through Linda, I became educated and learned what to eat, what to avoid and most importantly WHY. Portions were important too, no more seconds... or thirds for that matter. Sugar, salt, trans fats and white food, such as packaged snacks were out, as was anything that came wrapped in cellophane near the checkout counter. It's CRAP! When flying, I drink a liter and a half bottle of water everyday as I've learned the importance of hydration. I'm not as good when at home, but I'm improving.

Every day, regardless of whether I'm home or away, I get out and walk between forty-five minutes to an hour... and I'm enjoying it. I'm meeting neighbors that I've never spoken with and crew members from other airlines out doing the same thing. It's really been fun. 

Here's an interesting sidebar. I was out walking in Burlingame last week, through a park that borders San Francisco Bay, when I saw a fellow with a 400 mm lens shooting airplanes arriving on 28L&R. I approached him and we spoke for nearly an hour. It was Roger Cain! Roger's story, Zeppelin in the Bay Area appeared in the March issue of AIRWAYS Magazine. I had three articles in that issue myself! 

So, two months into my new routine, where do I stand? I met with my Doctor yesterday to review my latest blood work. My blood pressure was down to 118/54 from, well, something higher and we've lowered my medication dosage. My cholesterol numbers have fallen through the floor and are all WELL within prescribed ranges. We've lowered that dosage too, hoping to eliminate this medication entirely within the year. I've lost 14 pounds and that new Delta uniform, it's been back to the tailor in preparation for its March 30 debut. I intend to drop another 10 to 15 pounds, so my tailor will benefit financially from my new found knowledge. But I'll be able to write it off as a uniform expense next year! 

I'm extremely encouraged by these numbers, but more importantly, so is my doctor, achieved in a relatively short period of time and I'm highly motivated to continue down my path to a more healthy lifestyle. Again, it's not my intention to preach, but maybe this will motivate one person who reads my blog to do a little personal investigation. If you're already slim, trim and have good numbers, congratulations, I hope that you enjoyed my pictures!

But if you don't know you're numbers, or they're borderline and don't have a Linda in your life, here's a book that's not only informative, but actually interesting. I took this with me on several Honolulu layovers and read it beneath the palms on Waikiki. It's motivating and answers many questions in layman terms. THE NEW 8-WEEK CHOLESTEROL CURE by Robert Kowalski. 

Tomorrow I'll board one of these, (not in HNL as pictured, but in DTW) a company 747-400 and spend 12 hours spanning North America and the North Pacific before descending into Narita to fly a 13 day inter-Asian trip. Although I'm not crazy about the commute to and from, I bid several of these trips annually. It's an entirely different experience from my norm and is a part of the world that I'm finding increasingly interesting. I'll enjoy layovers in Narita, Osaka, Guam, Saipan and the reason that I bid this particular sequence, Bangkok, Thailand. BKK is a new destination for the 757 and I'm anxious to explore it.  

As soon as I board this magnificent airplane, configured for 403 passengers, I'll head up these stairs to the upper deck to secure sanctuary. Although smaller than downstairs, I prefer the upper deck because it's quieter with considerably less activity. Shortly after I return home I'm scheduled for CQ, my annual training event, so my reading material and activities will center around these preparations. My sister, however, just gave me Mark Levin's new book, Liberty and Tyranny; it looks like CQ prep may be put off a little.

I'm standing with my back to the cockpit and looking aft on the upper deck. There are only 24 seats or so up here and is almost like a private room. Speaking of private room, the crew bunk room is to my right. This flight will have two complete cockpit crews, so when not on duty the second crew enjoys private accommodations to relax.

Welcome into the cockpit of NWA/DAL flight 25, nonstop service from Detroit to Narita. Here are a few pertinent facts from my previous sojourn to the Pacific Rim. Our takeoff weight was 825,500 pounds, we departed with 330,000 pounds of fuel and burned 298,000 pounds while we spanned 5,669 nautical miles in 11 hours 57 minutes. The most beautiful segment of this flight occurred as we passed by Anchorage and flew just north of the Aleutian Island chain before setting out across the North Pacific.

This is the view that I enjoyed just southeast of Anchorage, the last time that I ventured to Narita across this route. Beautiful isn't it? Shortly after I took this picture, before going oceanic, we'd burned enough fuel to allow us to climb to FL380.

The day after my arrival, I'll show up at JAL Flight Operations to fly my first flight to Bangkok. These are the people who will address my every concern and they do a wonderful job. I use what little Japanese I know... hello, "konnichi wa" and thank you, "doomo arigatoo" and you'd think that I was fluent in their language they're so appreciative of my meager effort. Don't miss the kid in the back ground flashing the peace symbol! 

Shortly after returning home on NWA/DAL flight 26, I'll be off to MSP to enjoy CQ. (Continuing Qualification) This is a four day event that includes two days of classroom training, pictured above and two, four hour simulator sessions as depicted below. As pilots, we have a tendency to grouse about this, but in reality, it's a good opportunity to address many aspects of our jobs that we rarely encounter on line. System failures, engine fires and failures, missed approaches and single engine approaches are just a few of the unusual events we have the opportunity to practice. I wonder if anyones programmed a water landing into this years scenario!

NWA 757 flight simulator in MSP

BOS based ANE flew from 1970 until 1981

And... one last reminder! If you're a former ANE employee don't forget to contact Chris Hamersley at 

christine.hamersley@gmail.com

to attend Harold Kahn's (surprise) 94th birthday celebration on 9 May 2009 in Kingston, Mass. More than 110 of us have registered and remaining space is limited.

Hope to see you there.

An ETOPS B-757-300 at LAX before departing for DTW on a redeye.

As you can see, between my 13 day inter-Asian trip, the Air New England party and my four day annual training requirement, I'll be away from my keyboard for a while. But I'm going to try something a little different. While I'm in Asia, when I have an internet connection, I plan to add a picture or two daily so you can follow along. As usual, thanks very much for reading my blog and keep an eye out for my Asian updates.

As you know, we've swung into high gear with the DAL/NWA merger as we transitioned into DAL uniforms on 30 March. I'll wear mine tomorrow for the first time when I leave for Asia on a 13 day trip, but take a look at my friend Scott Schaefer (April 9 entry) as he explains his enthusiasm from the right seat of a 757. It's this kind of positive attitude that will go a long way to help Delta achieve success. 

Thanks,

Rand

- ASIAN UPDATES -

Here are a few airline crews that I've met on my latest journey.

- 14 April 2009 -

Here are my first Asian updates. We've arrived in Bangkok, Thailand from Narita, which is nearly a seven hour flight and run into this Asiana crew at the hotel. It's 2 a.m. and we're waiting for our rooms. Both Asiana and my crew had been scheduled to layover downtown, but due to political unrest we stayed out near the airport instead. Good idea!! CNN showed burning buses, armed militia, water cannons and general unrest exactly where I'd planned to visit. They further reported two killed and more than 100 injured. I'll be back here in a week and hope that the situation is more conducive to my tourist desires. Hank, to the far left is my copilot and is nearing the end of his 12 day tour.

I took this shot a little earlier at 1:30 a.m, while still at the airport waiting to clear customs. This is an Emirates crew that had just arrived from Dubai. They were disappointed too that they would be unable to stay downtown. The airport hotel, Novotel, is really quite opulent but offers little around it.

This is my crew a day later, after we'd arrived back in Narita from Bangkok. 

My Asian trip started in Manchester, NH when Leo and Jeff flew me to DTW in an Airbus A-319, to catch a 747-400 to fly to Tokyo.  More later.

- 15 April 2009 -

We've left Bangkok for Narita and are 132 miles southwest of Da Nang, Vietnam at 37,000 feet. This is a six hour forty minute flight that covers 2,670 miles. We'll fly over Thailand, Cambodia, Laos, Vietnam, out over the South China Sea, skirt China and Taiwan before making landfall near Kagoshima, Japan.

We landed on the "B" runway, 16L at Narita and taxi to gate 14. This is about a 15 to 20 minute taxi. So far on this trip, this is all that I've seen... Rain!! Tomorrow I depart at 1000 for Guam, where I expect to leave all this behind for sunny skies and warm beaches. This NWA 330 has just arrived from Honolulu.

- 16 APRIL 2009 -

 

16 April has dawned bright and clear. The weather has moved eastward as Eric and I taxi out at Narita to depart for Guam. This is a three hour 16 minute ETOPS flight that will cover 1,387 miles southeast over the North Pacific, parallel to the Izu, Bonin and Mariana Trenches, the deepest areas of the worlds largest ocean. After Tokyo Control, HF communications with Tokyo and San Francisco Radio will be our primary communication method past the Tropic of Cancer to 12 degrees north latitude. 

We've pushed off gate 24 and taxi south on taxiway Bravo to Narita's "A" runway, 34L. We've been cleared via FL370 to PAPAS OTR 24 MERED G223 ADKAK A337 TEGOD G205 TERYY GUYES DIRECT PGUM as we pass by this 747-400. Narita looks like MSP or DTW there are so many red tails here.

Well, except for this A-330 holding short of W6 on Romeo, that has just received a new coat of paint!

Approaching runway 34L we're directed to hold short behind this Thai B-777.

From our position on 34L, we watch this JAL 747-400 taxi past. Cleared for takeoff, we'll fly the PAPAS NINE, APPLE transition, an LNAV/VNAV departure.

And finally, the view from my veranda at our layover hotel in Guam. After dinner around the pool tonight, we'll return to Narita tomorrow via Osaka, one of Japan's "island" airports.

- 17 April 2009 -

I'm focusing my Asian travel photos on the crews with whom I fly and meet during my 13 day inter-Asian tour. I'm now about half way through this trip and have met wonderful people, whom I've enjoyed in airplanes, around swimming pools, on the beach, in restaurants and in poolside pubs. Here are a few more.

We've just flown from Guam to Osaka and have an hour and a half to kill before continuing on to Narita. Here's my crew. NWA has flight attendant bases throughout Asia, so we have the opportunity to meet people based in Narita, Manila, Beijing, Osaka and several other major Asian cities. I have to single out one guy though; yeah, the one with the red tie, Brendan O'Callaghan from the old sod. Ireland for those who don't speak the language. A very funny guy with a great sense of humor; but I'm prejudiced! 

I've just met John as we've found our airplane in Narita, preflight, load the computer and get underway for Guam. A little over three hours to cover 1,387 nautical miles out to the Mariana Island chain

As we departed runway 34L at NRT, we watched a JAL 747-400 pushback from the gate. It landed right behind us and here's her crew as we all stood in line to clear customs. I counted 15, yes 15 flight attendants and two pilots. 

Let's skip back to Osaka for a moment where I lined up my crew, several ground people and took their pictures hanging out the FO's window. I promise, the pics will be emailed out shortly, probably tomorrow during my long layover in Narita. 

Well now it's my turn as Bruce, my FO, seen above in the crew shot, takes this of me in front of our airplane. A remark that I hear often over here is how friendly the Asians are; and I'd certainly agree. But my experiences have taught me that most everyone I come in contact with during my journey's are friendly and outgoing. I've enjoyed wonderful experiences and have been treated respectfully and cordially worldwide. But I think that we short-change ourselves because as American crewmembers, we're pretty friendly too! Have a good day, see you soon.

- 18 April 2009 -

John has examined our logbook before heading outside to preflight our jet. As usual, it's flawless and we'll be underway to Guam shortly. This is an early morning flight that will see us pass very near Iwo Jima and Chi Chi Jima. And speaking of Iwo, have you read FLYBOYS or FLAGS OF OUR FATHERS? I love history and flying out here has enhanced my study of the Pacific Theater of Operation. Iwo Jima, Chi Chi Jima, Saipan and Guam are all World War II battlefields of significant magnitude. We're nearly 700 miles southeast of Tokyo just north of the Tropic of Cancer and off to my left this morning I can see Mt Suribachi, where on 23 February 1945, the 5th Marine Division raised the American flag. But the battle was far from over as 6,821 Marines died and another 19,189 suffered wounds in a battle that lasted for more than two months. Perhaps you're familiar with Joe Rosenthal's Pulitzer Prize winning photo of this momentous event. Want to learn more? Read FLAGS OR OUR FATHERS; it's very moving.

We're now on a left base to runway 6R at Guam, part of the Northern Mariana Island chain in the deepest part of the Pacific. How deep? 36,198 feet!

On short final to 06R, PGUM. 

Until recently an older, engineless 747-200 adorned the ramp to the right in this picture. I've displayed its picture in previous trip blogs. It's nosewheel had collapsed on touchdown and was considered too old to invest the necessary capital to restore it. AIRWAYS magazine ran an interesting article concerning this airplane and its fate with the scrapper. It had become a bit of a landmark here and I'm sorry to see it go.

I took this shot of Cathay Pacific from the shade of the tail of my 757 on the ramp in Osaka. To get back to my "friendly" theme, the pilots and jumpseat riders waved enthusiastically as they passed by. One of the jumpseat riders pulled out his camera, took a shot of me shooting them and gave me a thumbs up. I received the same enthusiastic greeting from the Thai Airways cockpit when they pushed back a few moments later. There really is a brotherhood.

FINNAIR waved too as they started their pushback from the gate onto the taxiway. When I waved back though, I noticed several hands in passenger windows greeting me too. 

On the ground in Narita, taxing out to 34L. 

"Captain, I think we've lost number four!!!"

Well, only two more legs to fly, Narita-Bangkok-Narita and I'll climb back on a -400, cross the International Date Line and head back home. I'll stow my flightbag and pull the Cub out to enjoy a little low & slow through the skies of New England. More importantly though, my daughter Samantha will be home with her boyfriend Blair; Linda and I can't wait to see them. Meanwhile, I'll join a group and head to downtown Narita to the Spiral Staircase and the Jet Lag Club. 

Sayonara!

Rand

20 April 2009

This is where I spent my last 13 days, flying between Narita to Guam, Osaka and Bangkok, but my bags are packed and I'm heading out the door to catch NWA 26 back to DTW. After an 11 hour flight or so, I'll commute home to MHT on a DC-9 jumpseat. As much as I enjoy flying out here, I'm anxious to head home. 

Bangkok at 0500

Thanks very much to all with whom I flew for taking such good care of me, I look forward to doing this again. But next month will be spent over the Atlantic between JFK and Amsterdam. My last day here I finally had the opportunity to explore Bangkok with Wolfgang. It was an adventure and my black and blues still show from my Thai massage! 

Thanks for following along.

Rand

Oh Oh!!!

I just arrived home from my 13 day Asian trip. The problem is that I dropped my flightbag off in DTW and ran to catch my commuter flight to MHT. Unfortunately, I left all my notes, cards and email addresses in that bag. So, those of you waiting for pics that I promised... sorry but it's going to be a while as I won't be back in DTW until mid May.

Floatplane flying in Paradise

but first, a few...

- Announcements -

I apologize for not keeping up with my Ask the Captain column, but have answered many questions just today. Also, click on my photo contest page to view our April winner.

- A Northwest Airlines DC-6B over Waikiki Beach, inbound from SEA or PDX -

Notice that she not only sports a red tail, but wing tips and nose too. NWA started Honolulu service in 1948 and by 1953, operated a fleet of 25 Douglas DC-6B's, considered by many to be the finest piston engined airliner ever built.

Although when I arrive here each time I'm flying a magnificent Boeing 757, in my mind I'm flying something that more resembles the NWA DC-6B above. I can hear the rumble of her R-2800's, as her massive three bladed propellers move toward high pitch for landing. This is the golden age of American Air Transport, while those sipping cocktails below at the Royal Hawaiian and Waikiki Outrigger look skyward as this sophisticated, four engined, reciprocating monster flies past. The cockpit, after nearly ten hours across the Pacific, smells of leather, high octane aviation gasoline, oil and cigarette smoke as her crew prepares to land at John Rogers Field. The cabin, probably half full with excited tourists, watching Waikiki and Diamond Head slide past their right wing, eagerly anticipate their two weeks in paradise. After landing, they'll step out onto the tarmac, Hawaiian music playing, palms swaying and grass skirted dancers greet them with flowers as a Hawaiian Airlines DC-3 taxi's past.

How do I know such things you may wonder. In 1959, aboard a United Airlines, Boeing Stratocruiser (B-377) with my mother and dad and my sister Cliff, I experienced this arrival. My face was pressed hard to the window with amazement enjoying the sights, but not those of the island, but of the huge radial engines; her cowl flaps opening in search of cooling air and propellers as they changed tone and volume as we descended. Years have passed, decades in fact, but I still love the sound of aircraft engines at work and never miss the opportunity to watch as they power by.

- On final approach to runway 8L, HNL -

That wonderful family vacation is on my mind every time I turn on to final here for runway 8L. But today, I have other things on my mind too, like the Keehi Lagoon Seaplane Base just beyond the airport perimeter. In fact you can see it here just beyond the control tower and Continental's maintenance hangar to the right. But I'll learn about that tomorrow after dinner tonight at Duke's with Clay Taylor, who'd arrived earlier from Nagoya aboard an NWA A-330. Many of you know Clay as a writer and columnist at AIRWAYS Magazine, but I know him as a fellow aviator and student of our history.

Captain Tom Moss, Pat & Debbie Magie in their floating office on Keehi Lagoon

I had a great time at Duke's last night, catching up with pilots, some of whom I hadn't seen in several years. But early this morning I made my way out to the seaplane base at Honolulu International and met the crew from Island Seaplane Service Inc. Meet Tom Moss (no relation to Frank Moss) and Pat and Debbie Magie at their Lagoon Drive headquarters. Owners Pat & Debbie operate a Cessna 206 and a deHavilland Beaver on floats from the lagoon on Oahu aerial tours. This is a unique opportunity to check off two boxes in your life experiences to do list; a seaplane ride and a spectacular, narrated island tour of Oahu. They offer the 30 minute Aloha Flight and 60 minute Islander Flight. My advice... go for the Islander, it's a once in a lifetime experience in one of the worlds most beautiful locations. Don't forget your camera!

Let me tell you a little about Pat. He's a former northern Minnesota, Canadian and Alaska bush pilot with more than 39,000 hours aloft, but listen to this, his total time on wheels is only 1,600 hours! That's only .04% of his total time. With experience in Beavers, Waco's, Otter's and Twin Beech's, 99.96% of his time has been on floats and ski's. And yes, the Twin Beech was on floats. He's traveled the world with television and movie production teams filming flying scenes, commercials and documentaries. Did you see the movie, Fifty First Dates, with Adam Sandler? Several scenes were filmed right here in this office and out on their wharf. For those of us who love history, on display in the office is his fathers pilots license. So what's the big deal you're wondering. It's number 229, signed by Orville Wright! 

By the way, would you like a seaplane rating while you're here in Hawaii? Talk to Pat about this, he's designed a seven hour course with appropriate groundschool taught in their 300 HP Cessna 206. Call ahead though as this requires a couple of weeks of advanced notice. 

We've left the office and stepped out onto the wharf as we prepare to get underway. Captain Tom Moss, a retired B-767 captain with Hawaiian Airlines, will fly us today, stands here with Drew and Erica Krasny from New York. They'd just been married five days earlier, were enjoying their honeymoon in Hawaii and were looking for something a little different to do. They found it! This is Island Seaplanes deHavilland Beaver, DHC-2, C/N 690, built in 1953 and delivered new to the U.S. Army in January 1954. She sports a beefy Pratt & Whitney R-985 Wasp Junior radial engine, that I couldn't wait to hear. Pat has owned this airplane, off and on, three times over the last 20 years. 

I've climbed into the right seat as Tom helps Drew and Erica in behind me and runs through a safety and intercom demonstration. Now, is this art deco or what? I love airplanes that look like this. The three levers that you see by the headset are the throttle, propeller and mixture controls. Simplicity at its best. deHavilland of Canada built 1,657 Beavers from 1947 through 1967, the Canadian and U.S. Army Air Force being two of their largest original customers. Today, these airplanes are widely used as bush machines due to their rugged construction. I have a lot of time in DHC-6's, Twin Otters, and felt right at home here. 

 

Tom yelled "clear" out his window, hit the starter, moved the mixture control forward, watched a few blades pass by and selected "both" on the magnetos as our 450 HP engine barked to life. She rumbled, coughed once and blew a little smoke as her nine large cylinders settled into a series of controlled explosions that rivaled the sound of the Boston Symphony Orchestra. Now this is an airplane engine! 

If you're familiar with horizontally opposed engines but not with radials, you may be wondering why Tom selected the ignition on after rotating a few blades. It's a phenomenon called "hydraulic lock" where oil can settle into the lower cylinders after the engine has been shut down for a while. Oil is a liquid and doesn't compress, so if it leaks into a cylinder and you force the piston into that cylinder, you could bend it's rod... or worse. It's a precautionary technique that could save you thousands of dollars.

We've pushed off the wharf and taxi out to the lagoon runways as Hawaiian Airlines B-717's and B-767's arrive and depart overhead. Tom exercises the prop, checks the magnetos, consults Honolulu tower, lines up with the wind and eases the throttle forward. He's an experienced radial engine guy, no sudden or abrupt power changes, they're slow and smooth allowing for uniform cylinder head temperature changes. I wish that I were flying, but this is only my second experience in a float plane. My first was with former Air New England pilot Hook Hamersley, on Lake Mascoma just southeast of Lebanon, NH nearly twenty years ago. Since that moment I've been talking about getting float rated. Maybe someday I'll get around to it.

Off to our left during the takeoff, Tom points out where Pan American docked their flying boats in the mid 1930's. As interested as I am in this information, I'm more keen on watching his takeoff technique. Our engine is at full power and roaring now, the propeller is in flat pitch, noisy too, but getting its best bite into the air as Tom holds the yoke back, salt spray flashing past my side window. This is very exciting. As we gain speed, he pushes forward gently on the yoke, coaxing the Beaver up onto the step; we're planeing gracefully across Keehi Lagoon headed directly towards HNL runway 8R/26L, where I'll takeoff tonight en route back to San Francisco. This strip, also called the "reef runway," doubles as a space shuttle emergency landing alternate.

Here's an interesting sidebar. Watch Kent Wien start this DC-3 and you'll get a feel for the experience (and number of hands) required to start a large radial engine. He mentions eight blades. That will be the number of blades that he allows to turn before selecting the ignition on. On the left engine start his Dad will select ignition for him as both Kent's hands are busy. Did you notice his "raised" hand, the one on the overhead panel? It not only selects and holds the start switch, but one of those fingers is dedicated to the primer switch, toggling it as necessary. Jet engines are effortless to start; spin it, add fuel, let it stabilize, wait five minutes, and add takeoff EPR. This on the other hand is an art form! These are Pratt & Whitney, 14 cylinder, R-1830's, don't fail to notice how lovely they sound.  

We've just departed from the lagoon, Tom reduces power and reduces the propeller blade angle, making for a very quiet climb out directly overhead the HNL control tower. We're headed towards the north shore and Dillingham, but pass directly over Pearl Harbor. This is a very moving sight. That grass area is the old Ford Island Naval Air Station or Luke Field. On December 7th, 1941, 33 of the 70 airplanes based here were destroyed during the Japanese attack. Just behind the lift strut you can see USS Missouri, Big Mo. To me, this is the most interesting and historical attraction here at Pearl. USS Arizona, the entombed home to more than 1,100 U.S. sailors, lies just beyond Missouri's bow. Forward of the lift strut you'll observe the orange and white ringed column above the old Luke Field control tower, that is adjacent to the new Pacific Aviation Museum. That column was built after the war, is used for submarine training, but was included in the movie Pearl Harbor with Ben Affleck. And just beyond our nose is Schofield Barracks, where the first ordnance of WWII fell. I've only given you sketchy information about these and other sites below, but if you search back in earlier postings, you'll find close up photographs and detailed information about these and other sites beneath our right wing. 

We've flown past Dillingham, Bonsai Beach and the Pipeline as we approach Koko head crater. As you can see by the waters surface, it was a very windy day, but the ride was surprisingly smooth as Tom informed us of each significant spot below.

That's Diamond Head just over the Beavers instrument panel. This is a fascinating place and like the sites at Pearl, I've written about this history in previous posts.

Unfortunately, our journey is nearing its end. Diamond Head is off our left, Waikiki is ahead to our left and the city of Honolulu is spread out before us. In the distance you can see Keehi Lagoon, HNL, Hickam Field and parts of Pearl Harbor. This has been a fantastic tour, particularly framed by the sounds of a beautifully running radial engine. I can't recommend it highly enough. But all good things come to an end as Tom maneuvers on to a left base for the lagoon runways.

                                  

Turn your sound up, here's a little video that I made highlighting our takeoff, landing and docking procedure, mixed with a few still shots that I took along the way. 

This is Island Seaplanes brochure that highlights both the 30 minute Aloha Flight and the more extensive 60 minute Islander Flight. Go ahead and click on this photo to learn what each flight offers before choosing where to fly. Then choose the one hour flight! The Magie's offer another unique experience that I'd love to try. How would you like to lounge on their dock and enjoy a Polynesian dinner, overlooking Keehi Lagoon, Honolulu and Diamond Head while watching jets operate from HNL? Wait, it gets better. After dinner you'll climb aboard one of their float planes to enjoy a Hawaiian sunset from overhead the worlds most remote island chain. Sign me up!

Before we leave, I wanted to show you Island Seaplanes Cessna 206 departing from the lagoon.

Well, it's the end of another busy day, or for Scott and me, just the beginning of another long night as we prepare to leave Honolulu for San Francisco. Tonight's flight encompasses 2,098 nautical miles on R464 across the Pacific and will take us 5 hours and thirty minutes. This will be my leg as Scott draws the dubious task of handling HF communications and keeping the flight plan records. As usual though, I've had a great time on another Honolulu layover. 

I mentioned the reef runway a little earlier in this post. Here's a different view of it from our takeoff position on 8R as we await a takeoff clearance. Keehi Lagoon lies down by those lights at the far end and to the left. It's 2245 and in a few moments we'll be climbing out on the MKK4 departure procedure, past Maui to find our oceanic entry point at CLUTS. Historic San Francisco Bay lies 36 degrees east into tomorrow.

Thanks for following along and I hope you enjoyed our tour in Island Seaplane Services Beaver.

Rand

JUST A REMINDER

If you're former Air New England, don't forget our reunion on 9 May 2009 in Kingston, Mass. Email Chris at 

christine.hamersley@gmail.com

She has 75 people already on the list and space is limited!

Hope to see you there!

Lockheed Constellations in Maine and who is Chris Sloan?

John Wegg from AIRWAYS Magazine sent an email..."Rand, how far from Lewiston, Maine do you live?" And a few days later I was off to the Auburn-Lewiston Airport in Auburn, Maine. This is familiar territory for me, having spent many years flying in/out of here for Air New England in my youth. In fact I ran into an old friend, Ron Russell from ANE, now spanning the globe as a G-IV captain. My mission though was to attend the inaugural ceremonies, transferring ownership and signaling the beginning of a restoration that would return one of the worlds premier airliners to the skies. 

Pictured above are Jane Theberge and Maurice Roundy, owners of Maine Coast Airways, in their home adjacent to the LEW Airport. Now these folks have a story to tell and I'm only going to scratch the surface here, but I wandered onto their property, camera in hand and they graciously invited me into their home to join a gathering of friends. They were enjoying coffee and pastry before departing for the festivities and kindly included me. Who ever said that New Englanders are cold? 

I've been flying for a long time and I've owned many airplanes and I know many aircraft owners who delight in their Cubs, Birddogs, Cessna 195's, Waco's and Stearmans. But Jane and Maurice own this model 1649A Lockheed Constellation, or Starliner as Trans World Airlines called them. In fact, they own THREE of them! I'm in their living room, modeled after a control tower, overlooking one of their collectibles and the hangar in the distance where another starts her restoration today. This is Connie N8083H, built and delivered to TWA in 1958. But jets were just around the corner and she enjoyed a very short passenger career, terminating in 1960. She continued service with TWA as a freighter until being sold to Alaska Airlines in 1962. A slew of owners followed until Maurice found and ferried her here to Maine in 1986. His goal? To create a flying museum and join the airshow tour, displaying one of the finest, most advanced reciprocating airliners of its day. His dream though, would never take flight, as costs were just too prohibitive for an individual to achieve. But he tried! 

Here's a front view of 83H with Jane and Maurice's home in the background. You can imagine can't you, the astonished looks on tourists driving past in search of lobsters and lighthouses as they spied two of these shapely monsters. This site has been a mecca for vintage airliner enthusiasts, writers and photographers for years in search of these hard to find machines. I flew into LEW in 1991 with my Cub and met Jane, who graciously opened this airplane up and allowed me to photograph it until I was out of film. Standing here today with just a little imagination, I can hear her four, 3,400 HP, turbo-compound engines thunder; destination, faraway Paris, London or Frankfurt across the North Atlantic during a more glamours era. She's a bit tattered, sans paint, missing a few parts and a ghost of her glorious past, but she'll supply parts for her sister ship, N7316C, preparing for her complete restoration.

Now you can see that famous triple tail and arched fuselage that defined this beautifully sculpted airframe. Just in front of us is a spare engine and nacelle, but to our left are tractor trailers full of spare parts, engines, manuals and drawings that will aid in 7316C's restoration.

Refer to picture number 2 above. Do you see the hangar in the distance between 83H's vertical stabilizers? We're in that facility now as invited guests and local politicians (they never miss an opportunity to glad hand) arrive for a luncheon and ceremony. This 50,000 square foot hangar was built specifically for this restoration, that is planned to last approximately two years. This is Maurice and Jane's other Connie, N7316C, c/n 1018, built and delivered to TWA in 1957 as Star of Tigris. She suffered a similar fate as 83H, flying her last passenger flight in 1960. Converted to a freighter and later as a bulk fuel oil carrier, she served Alaska Airlines from 1962 until 1968, followed by a gaggle of owners until Maurice found and ferried her to Maine in 1983. Detailed inspections determined that of the three aircraft, the third by the way, N974R, resides at the Fantasy of Flight Museum in Polk City, Florida, that 16C was in the best shape to undergo restoration supported by the other two.

You may be wondering about now, just who has undertaken this massive restoration project. The answer is Lufthansa Airlines. Among those above are Wolfgang Mayrhuber, chairman of Deutsche Lufthansa, Bernhard Conrad, chairman of Deutsche Lufthansa Berlin-Stiftung and August Wilhelm Henningsen, chairman of Lufthansa Technik who will actually perform the work. To our left just out of sight, are the 250 invited guests that I'd mentioned earlier. As you can see from this photo, 16C's Curtis-Wright, R-3350's have already been removed and sent out for overhaul as has her triple tail section.

Her interior has been gutted and cleaned and awaits the small army of mechanics that will soon swarm inside. Typically outfitted with 100 seats or so, Lufthansa plans an original passenger interior.

Unfortunately, by the time we got to see the cockpit, that too had been gutted and cleaned. The center pedestal remains as well as the Flight Engineer's panel to the right. Lufthansa plans to fly this airplane throughout the world on promotional tours and to accomplish that, will restore this cockpit with "glass" capability. Yeah, I know, I'm not crazy about that idea either but it is efficient. And efficiency is after all, a German characteristic that we all admire. 

Just behind me are the radio operators and navigators station, complete with an overhead sextant port for "shooting the stars" during oceanic crossings. For those not familiar with celestial navigation, the navigator would take "fixes" from known stars, the sun or moon with a sextant, record his findings and triangulate their position on a chart. In effect, he was determining the third point of a triangle from two known points. The navigator plotted these "fixes," and connected them with a line to build a course. He now knew from where they came and with winds aloft information, determined from time between these fixes, could anticipate their general direction and ETA among other things. It was laborious, only semi accurate and impossible when cloud cover obscured your heavenly view.

"Where are we now?" 

"I'm working on that captain!"

In fact, this is the sextant port in the ceiling that I referred to.

Today, things are a bit easier and far more accurate. During our preflight we simply input our airport and gate location into the Flight Management Computer (FMC) using the Control Display Unit, (CDU) align the Initial Reference System (IRS) and glance towards our Horizontal Situation Indicator (HSI) to learn just about everything I need to know. With a few simple keystrokes I can dig a bit deeper to determine my destination ETA, next fix ETA, winds aloft, distance remaining, estimated landing weight, arrival fuel and what's for lunch. I'm just kidding about the last part, I knew this before we boarded the airplane. If I exert myself and look overhead at the IRS Mode Selector Panel and select Present Position, (PPOS) I can see our exact latitude and longitude determined be each Inertial Reference Unit. (IRU) You may be wondering about now, what the most difficult aspect of all this is. It's remembering all the acronyms!

This is one of my 1991 photos that I'd mentioned above, taken in the cockpit of 8083H. I'm here with my friend Don Champagne, a retired Northeast Airlines and Delta Airlines captain who owned a fabulously restored Piper Super Cruiser. Sadly, Don is no longer with us, which is another good reason to take and save your photography. Look how red my moustache was!

This is what 16C will look like when she's completely restored in her new Lufthansa livery.

Now this is a flight engineers panel. The engineer on Connies handled the throttles after the captain moved them forward to the takeoff setting. He'd then tweak as necessary from his panel, watching oil pressure, oil temperature, cylinder head temperatures and RPM and manifold pressure limitations. Shortly after takeoff the captain would call for METO power and the engineer would reduce the power with the aforementioned criteria in mind. METO means Max Except for Take Off and is the power setting between Takeoff and Climb. A close inspection will reveal mixture and propeller controls back here too. He also had an engine analyzer with a small screen to check on the firing health of each individual sparkplug. I'm glad that I got my FE rating via a 727 rather than this monster! 

I'd like to thank Ralph Pettersen who took this shot of me standing inside the hangar near 16C. Ralph has enjoyed a long term relationship with Jane and Maurice, has studied, photographed and written about these and other historical propliners in depth. and was an invaluable resource to me on this cold November day. Thanks again Ralph for sharing your knowledge and shooting tips, it was much appreciated.

We'll leave LEW now, but here's a sign displayed just outside of Jane and Maurice's driveway that educated all who took the time to stop and look at these historically relevant time machines. Thanks to both of them for their hospitality and historical foresight, Lufthansa for lunch, a tour and returning one of these great airplanes to flight, LEW airport manager Rick Cloutier, for his kindness and John Wegg at AIRWAYS for arranging access to the event. 

Would you like to see a Connie in action? My friend Steve Richardson, an A-330 captain at NWA, has passed along this You Tube clip that you'll enjoy. Join Arthur Godfrey, legendary Eastern Airlines Captain Dick Merrill and Captain Eddie Rickenbacker aboard a Lockheed Constellation flight from New York to Miami. This is an earlier model Connie than Jane and Maurice's L-1649A, but gives you the "feel" of airline flying in the late 1950's.

But now to another matter and Maurice & Janes Connies have provided the perfect segway.

Who is Chris Sloan?

This is Chris Sloan and if you're an airliner buff I'm sure you know him, but for those who don't, Chris is a valuable resource with great connections and a wonderfully researched and entertaining website. Here he is above at the Delta Airlines Museum in ATL, inside their L1011 mockup. He makes it his business to seek out interesting people and places and attend historically significant events. Would you like guidance concerning the best airliner museums world-wide? Chris visits, photographs, writes about and archives this information on his site. Are you a timetable collector? You should see his collection. Have you wondered how the jetBlue JFK terminal turned out, or what BOS, DTW or scores of other major airports look like? Then you need to go no further than archives.com, but be prepared to spend a lot of time and figure out how to use your bookmark feature.

Here's Chris with Captain Ting aboard the worlds first scheduled A-380 flight from Singapore to Sydney in October 2007. Click over to his site to read about this fantastic experience and enjoy the best A-380 tour available on the web. He's also met and been on board John Travolta's B-707. I wonder if he could arrange access to fly John's 707? It would make a great story!

Chris here with Beluga during his Airbus Industrie tour at Toulouse, France. If it's airline related, he's visited it with his camera and notepad and generously shares the experience with all of us. Before moving to Miami, he grew up in the shadow of the American Airlines maintenance facility in Tulsa. He mentioned to me that "Jet-A was perfume" to him and set him on a course of aviation collecting. Believe me, I understand Chris! 

To give you an idea of how Chris spends some of his time, yesterday, 21 March, he attended the roll out of the Historical Flight Foundations DC-7B at Opa Locka Airport near Miami. This is N836D, delivered new to Eastern Airlines in January 1958. Constructed by Douglas Aircraft to compete with the Lockheed Constellation, just 105 DC-7B's were built. With a max gross takeoff weight of 114,600 pounds, a range of 5,100 miles, she was powered by Wright R3350-30W turbo compound engines. To learn more about this aircraft and the Historical Flight Foundation, visit their site.

The Historical Flight Foundation's DC-7B at Opa Locka, 3/21/09, through Chris Sloan's lens.

Let me share a paragraph from Chris's email that responded to my inquiry about his site, because it sums up his passion for commercial aviation far better than I can express.

-     -     -     -    -

After many years of collecting and taking photographs, I decided to launch a website documenting my collection called airchive.com in 2003. A longstanding goal has been to establish a museum dedicated to commercial aviation. The idea behind Airchive is a comprehensive “webseum” until the brick and mortar dream is fulfilled.  I decided to focus on the overall industry as opposed to a specific arena like photography, timetables, or memorabilia. We have a very comprehensive mix of things you don’t find anywhere else in the web, or in 1 destinations: virtual airport tours, airline brochures, comprehensive timetables with historical context, virtual museum tours, and of course scrapped aircraft. The site has been a 1 man labor of love to share my passion. Though I now have some contributors whom I really appreciate. Some months, we boast over 100,000 unique visitors to the site. We are proud to have a business and cross-promotion relationship with “Airways Magazine”. The site doesn’t generate revenue anywhere near what it costs to operate, but it is more of a passion than a business.

I think that this just about says it all, so give Chris a visit, I know that you'll enjoy it. BUT... don't forget to come back!

Due to schedule reductions, my MHT-DTW commute has become significantly more difficult with only two flights per day, forcing me to drive to BOS. You'd almost think that we're in an economic downturn or something! But in an effort to keep my costs down and milage off of my truck, I purchased this 2001 Jeep Wrangler SE. It's pretty basic transportation, is fun to drive and will be a lot of fun when I can remove the top and lower the windshield on days off. As you know, I display no advertising on my site, but I'm telling you this because I love a good deal and I got just that from Gil's Jeep in Stratham, NH. Like the Jeep itself, Gil's is straight forward, simple, and a pleasure to deal with. If you need/want a Jeep and live anywhere near here, I can't recommend them highly enough. Besides, Gil owns an airplane that he hangars at the Hampton Airfield!

And lastly!

Not where in the world am I, but where in the world am I going?

As usual, thanks very much for reading.

Rand

NEWS FLASH

ARE YOU A FORMER AIR NEW ENGLAND EMPLOYEE?

If so, you may be interested to know that we're celebrating Harold Kahn's 94th birthday in Kingston, Mass on 9 May 2009. A big turn out is expected and space is limited, so contact Chris Hamersley at this email address to learn more.

christine.hamersley@gmail.com

Hope to see you there!

Our New Delta "Hardware"

I'll be displaying a new post within the next few days, but I've received so many emails asking about the new Delta wings and hat brass, that I thought I'd give everyone a quick preview.

I received my new uniform via UPS nearly three weeks ago as well as a recent company email advising me to stop in at my Chief Pilots office to pick up my new wings and name tags. Here's my new cap, its associated hat brass and the wings that will attach to my shirt and uniform jacket. I'm not really crazy about the new hardware, but that could be because they're so shiny. I'd have preferred if they'd just stayed with the original Delta red, white and blue widget accoutrement that I've always associated with the airline. But I'm a traditionalist, which is why I liked my NWA wings so much.

The new DAL wings are on top, the traditional DAL wings follow and my NWA wings are last. I've written about the history of our NWA wings several times in the past, so won't burden you any further... but they were designed by our founder, Colonel Lewis Brittin, in 1929 and worn by "all" airmail pilots for many years. Sorry!

Captain "Speed" Holman, NWA's first pilot and operations manager. Founder, Colonel Lewis Brittin

and adviser/consultant, Charles Lindbergh.

Do you know who NWA's second pilot was? Dave Behncke, founder of ALPA, who later departed for UAL.

The Delta widget dates to 1959 and was inspired by the swept wing of the Douglas DC-8. Delta inaugurated DC-8 passenger service on 18 September 1959 from Idlewild to Atlanta, the first airline to fly that type. OK, before the emails start, Pan Am was the launch customer with the first DC-8 order and United flew its first DC-8 passenger flight on 9/18/59 too... but later in the day!

During 1960, only two years after retiring their last DC-3, NWA removed their Boeing 337 Stratocruisers from service and inaugurated DC-8 jet service to Asia.

-So much for the past, now to present day-

Slowly, and only recently, Northwest Airlines has begun to fade from the scene, with increasingly apparent Delta signage at our hub airports, more newly painted aircraft and our soon to be worn Delta uniforms on March 31st. When I push back from the gate in DTW on my next five day Honolulu trip, it will be the last time that I'll wear my NWA uniform. At first, in company and ALPA memos we were referred to as "Former Northwest Pilots." Now we've transitioned to "Delta North Pilots." We've been advised that in April, to expect new Delta ID's and those of us flying the 757 are already scheduled next month for differences training in the simulator. Nineteen twenty-six (1926) is commonly accepted as the beginning of U.S. airline history, and if we've learned nothing during that 86 year march, it's that our industry has been fraught with change. I have no doubt that more will follow soon. In fact, I'll plan on it. There's an old airline joke that goes something like this.

A young copilot looks to his captain while droning through the night and remarks cheerfully, "As soon as this industry settles down, I plan to get married and buy a house."

The captain, his expression unchanged while looking out his side window with a Lucky Strike pursed between his lips dryly reply's, "Let me know when that day arrives, would ya?"

I'll no doubt miss our history. But my bottom line I suppose, is that I'm not too awfully concerned with the color of my wings, but with the health of my airline, its ability to generate a paycheck and eventually a pension. To that end we're all Delta employees, contributing to a new and hopefully, prosperous history.

- Northwest Airlines 1926-2009 -

Random pictures from a five day domestic trip: Part 2. And, a frank discussion about our industry.

I left the hotel a little early today to visit the LOUIS A. TURPEN AVIATION MUSEUM at the SFO airport. Opened to the public in 2000 and staffed by knowledgeable docents, this fantastic little museum rotates its collection frequently. Among other displays, here are old airline terminal building signs. Five signs and only one of these airlines is still aloft. HUGHES AIRWEST as you probably know, was formed through consolidation of Bonanza, Pacific and West Coast in 1968 to create AIR WEST. Then Howard Hughes purchased it, added his name to the moniker and later merged it into REPUBLIC AIRLINES in 1980. REPUBLIC and NORTHWEST merged in 1986, to become part of DELTA in 2008. EASTERN, The Great Silver Fleet, under the direction, or should I say "iron hand," of Captain Eddie Rickenbacker is another fascinating American airline. And we haven't even mentioned the Braniff brothers  or Pan Am yet! 

The aircraft hanging above the signs is a Pan Am Sikorsky S-42. This 32 seat, 38,000 pound (MGTOW) flying boat pioneered the airlines Pacific and Atlantic exploration efforts, or "survey" flights as they were called. Pan Am flew ten of these, including SOMOAN CLIPPER, which crashed in Pago Pago in 1938, killing Chief Pilot Edwin Musick and crew. Captain Musick, one of the first pilots to attain 10,000 hours aloft, is a fascinating fellow and worth your study time. 

Across from the signs, we have this permanent display. Hanging from the ceiling is the famous Boeing 314 "flying boat," the type which Mary flew from North Beach Airport to Bermuda in 1945. This was a "monster" of an airplane with a MGTOW of 82,500 pounds and a range of 3,500 miles. PAA operated 12 (there were only 12 built) of these incredible machines from 1939 until 1945. I'm sure you're familiar with the engaging story concerning Captain Ford and PACIFIC CLIPPER, the Pan Am 314 en route to Auckland when the shooting started at Pearl Harbor. In fact I need to order this book... I'll be right back.

Pan Am displayed several of these globes; at Dinner Key in Miami, in the Marine Air Terminal at LaGuardia in New York and this one first appeared in 1939 on Treasure Island here in San Francisco Bay. Why Treasure Island? It was the site of the 1939 Golden Gate Exposition and western base of operations for Pan Am's Pacific flying boats. They're steel, weigh an incredible 6,500 pounds with a 31 foot circumference. Just to the left of the globe and beneath the B-314, do you see the propeller blade? This is a three bladed, constant speed model, familiar to NWA pilots who visit NATCO annually. Do you know its designation? Here's a hint... it fits a DC-3.

We're standing upstairs now on the library level, looking down towards the mezzanine and docents desk. You can see the airline signs just to the left of that desk. The entire second level is floor to ceiling, glass enclosed book cases, that house the most extensive aviation collection that I've witnessed. Yes, I know about Dr. Quarles airliner collection in North Carolina, in fact we've corresponded and I'm anxious to experience his too. This room is a 4/5's recreation of the 1937 passenger lobby of the original, San Francisco Municipal Airport's Administration building. The United Airlines DC-3 is quarter scale.

Razed in 1966, here's an original picture of the passenger waiting area. Its been painstakingly recreated as you can see, when comparing this to the photo above. I love the leather couches and lamps.

How's this for a great collectible? A Pan American copilots cap from the late 1940's, displayed with other caps and cap badges. Wouldn't you love to know who wore this and what his story was?

OK, it's time to do a little work, as I meet Dito in the cockpit and we prepare to depart SFO for MSP. He beat me to flight ops, grabbed a copy of the release and has already entered our flight plan, winds aloft and descent winds into the computer. He's way ahead of me as I call for the preflight checklist. 

We're holding short of runway 1R on alpha. In other posts I've shown you the view down 1R which intersects with 28 L & R. Controllers do a great job of timing arrivals with departures to keep an orderly flow of traffic. It ain't easy and requires tremendous coordination.

Dito executed a perfect takeoff, rotating at 2.5 degrees per second, as prescribed for a -200. We rotate a bit more slowly, at 2 degrees per second in the -300 due to its long arm, to avoid scrapping the tail on the runway. Hit the tail and you'll find yourself in the simulator for a little remedial training. We're airborne off 1R on the SFO8 (San Francisco 8 departure) in "Heading Select" cleared to 9,000 feet as we switch to NORCAL on 120.9.  Through the fog, we're looking over the Bay Bridge and the city of San Francisco towards The Presidio. 

"Northwest 346, cleared direct Sacramento, climb to flight level 230." we hear from NORCAL. Dito starts a slow right turn as I select the "legs" page, bring SAC down into the scratch pad, reinsert it at position "1 Left," check to see if Dito agrees with my work, hit the "enter" button and select LNAV. MSP is about three hours east as we pass 10,000 feet, complete the "climb checklist" and Dito selects an autopilot on the mode control panel. We confirm auto pilot engagement by insuring that "CMD" (command) appears on our ADI's. We're on our way now! The autopilot (there are three of them, left, center and right) may be selected anytime after the flaps and slats are retracted, but depending upon the complexity of the departure procedure, many of us choose to hand fly through 10,000 feet. When selected, only one autopilot at a time functions. When on an approach however, when cleared for that approach and the pilot selects the "approach" button, all three autopilots are hooked up and functioning.

Here's my entry for this edition of "Where In The World Am I." I've rented cars with my crews and had the pleasure of driving around it several times while on layovers. This is the nations largest alpine lake and the second deepest at 1,645 feet. Amazingly its never frozen over and its surface is 6,225 feet above sea level. If you know the answer, or think that you do, go to the comment section and give me additional facts about the lake without naming it.

Dito reaches up and slows us to 250 knots as we prepare to descend below 10,000 feet. I remember when we did this by pulling the throttles back, now we select the speed at the mode control panel and the computer does it. Normally, when descending on profile in LNAV, the computer automatically slows the aircraft as we approach 10,000 feet, before descending below it. Don't forget, we have a max 250 airspeed limit below 10,000 feet. But we'd leveled earlier at 12,000 feet and it was just as easy to hit FLCH (flight level change) to descend and select 250 at the panel. There are many ways to accomplish a task in glass airplanes and it's important to use them to maintain familiarity. There's a "gotcha" with FLCH though. If you've selected a slower speed at the mode control panel, let's say 250, and the airplane is slowing through 265 for example when you hit the FLCH button, your 250 speed window is replaced with 265. In other words, the speed that the airplane is flying when you select FLCH, replaces the speed that you selected in the window. Why? I don't know, but this reinforces the theory of "check what you've got when you start pushing buttons." 

Dito had stopped by Wok & Roll for lunch and picked us up a couple of fortune cookies. The bottom fortune seems appropriate for airline personnel, don't you think?

Waiting in line behind an NWA DC-9 at runway 30L at MSP. We're on our way to Fort Meyers, RSW. I saw my first DC-9 with Delta paint recently. It was a -50 model that over the years has displayed North Central, Republic, three Northwest and now Delta paint schemes.

South bound to Florida, approaching the mighty Mississippi River near St. Louis, Missouri. Most of what you see below is flood plain. The United States second longest river, 2,320 miles or 3,730 km, flows from Minnesota to the Gulf of Mexico. Years ago, probably 1989 or so, I had a downtown DC-9 layover when the Mississippi experienced phenomenal flooding. I was sitting outdoors on a restaurant deck enjoying dinner with retired captain Vern Hysell, when the sky abruptly turned black and unleashed torrents of rain. The river, already swelled far beyond its banks grew violent as we watched cars, yes cars go floating by. Ordinarily a hundred yards or so from the deck, the Mississippi was now underneath us and raging with huge debris. Deafening crashes of thunder, swirling, tornadic type wind and cloud to ground lightening punctuated the evening sky, displaying the most intense weather that I've ever witnessed. Ten minutes later the sun was shining! During our departure the next morning we saw dozens of barn roofs sticking up through the river, stranded livestock on what were now little islands and hundreds of submerged vehicles.   

Do you see my croissant here with egg, bacon and cheese? It was good and the view was spectacular, but what I didn't know at the time was, that this would be the last one that I'd ever consume. Stand by, I plan to write a post about my health.

We're descending just southeast of Tampa-St Pete along the west coast of the Florida peninsula; that's the Charlotte Harbor entrance just ahead and Sanibel Island beyond it. Thought to have been discovered by Ponce de Leon, Sanibel is a barrier island on the Gulf Coast.

Parked at the gate, RSW. One more leg back to DTW and we're done.

We're just south of Orlando, passing abeam Cape Canaveral on Florida's east coast, navigating towards Atlanta on our way to Detroit. Here you can see the Cape and the Kennedy Space Center clearly. The long runway that you see parallel to us is the space shuttle landing runway. The large white building to its right is the Vehicle Assembly Building, formally known as the Vertical Assembly Building. Built in 1966 to assemble Saturn V rockets, today it stores and assembles the space shuttle and its external fuel tanks. At only 525 feet tall, it's the worlds fourth largest building by volume and is listed on the National Register of Historic Places. Beyond the VAB, you can see two launch pads. On the left is LC39B, built in 1969 which has launched 58 flights. To the right is LC39A, built in 1967 and boasts of 79 launches. Both were designed to Saturn V specifications and launched the Mercury, Gemini and Apollo manned space flights. For those too young to remember, the Mercury program were single manned flights, Gemini carried two men and Apollo flights, including the first moon landing in 1969 carried a three man crew. A lot of very interesting history happened over there and immortalized names like Glenn, Shepard, Grissom, Cooper, Schirra, Slayton and Carpenter, the original Mercury astronauts. Colonel Glenn and Commander Carpenter are the only living members from the original "Mercury Seven" or "Astronaut Group 1." 

NEWSFLASH: 15 March 2009, Mission STS-119: If by chance you watched the shuttle launch tonight, FOX News followed it from T-2 minutes until it was out of range for a return to Cape Canaveral, it launched from pad LC39A, the pad to the right in the picture above.

We're ready for our own reentry now as we turn final for runway 22R at DTW through fog and light snow. RSW was a balmy 75 degrees, DTW today will top out at 15. I enjoy instrument approaches, even more so when we hand flew them in DC-9's and 727's. There was a greater sense of accomplishment when you visualized the approach and its complexities in your brain and flew accordingly. But I suppose pilots who flew "radio range" approaches and ADF approaches regularly, probably thought similarly; but safety, reliability and consistency are vastly enhanced with today's technology.  

I've arrived back in DTW, but it's Saturday and the first flight to MHT departs at 1300 or so. It's Southwest Airlines to the rescue yet again, as I jump our first flight to BWI to connect with SWA 2075 to MHT and arrive home at 1000.   

John, in the left seat has flown for Southwest for eight and a half years, upgrading to 737 captain two years ago. Jim, a retired Air Force F-15 pilot, has been here for two years and is enjoying the transition to civilian life. There were a few seats open in the back, but I asked to remain in their jumpseat for the flight and observe their ways. As you may know, I'm a huge Southwest fan, I just like the way they do business. 

Back home in MHT and once again thanking Jim, Sam, Maureen, Ashley and John for their hospitality aboard Southwest 2075.

                                 

The Thrill of Flight!

Arriving in DTW in an A-320, from the jumpseat. Regardless of how long I do this or how long I live, I'll never tire of this experience. I hope that you enjoy it.

You probably thought that you were done...

My friend, retired USAirways captain Ron Turner, recently sent me a link to the congressional hearings regarding Cactus 1549 on 15 January 2009. The C Span presentation consumes three hours and I have to admit, that my interest level concerned Sully's testimony and his only. Until that is, I started to listen and wound up watching it in its entirety. This was a heavy time commitment, with only two days off squeezed between two five day trips. So what did I learn over the three hour period? Not surprisingly, I learned that Sully and Jeff are two top notch fellows, who prepared well, were articulate, succinct and represented our profession to the highest possible level. Unlike the politicians before them who rambled on, seemingly unprepared for the moment, our two aviators were terse and measured. They presented a groomed, professional appearance, a calm and collected demeanor before a congressional panel, observed by thousands. I've not mentioned the flight attendants and don't mean to minimize their role, but leave that to other blogs, written by flight attendants who can represent themselves far better than I.

This one airline crew, singlehandedly, has made the world aware of our situation with layoffs, mergers, acquisitions, pay cuts, loss of pensions, bankruptcies, market speculators, reduced benefits, drawn out contract negotiations, even the term "railway labor act" and a revolving door management style that rewards themselves lavishly with bonuses and treats us like their own private ATM account. I too have experienced a 40% pay cut that I accepted in the spirit of helping my airline survive. The truth of the matter though, is that my contribution lined the pockets of our executives in the form of bonuses, while they continued to amass huge losses. This is a foreign concept to me, rewarding failure. I've mentioned these bonuses here several times on my blog with supporting documentation. 

Now, does this differentiate us from the rest of our population experiencing dramatic upheaval as our economy contracts and business leaders and politicians take the "dart board" approach in search of relief? No, of course not. We're all concerned about providing for our families, as CEO's continue accepting and distributing bonuses and politicians enjoy spending our money and lavish junkets at taxpayer expense. Really, as much as many had hoped for, it's business as usual in Washington and in the boardrooms. I leave it to others however, to speak up and portray their circumstances. But one difference does come to mind. Do others experience this added stress while 100 feet over the ground at 150 knots, still in the clouds in icing conditions during a CAT III approach with 100, 200 or maybe 400 humans at stake sitting behind them? And this is while everything is operating normally; now elevate the stress level with failed components like, engines, hydraulics or electrics that compound the situation. 

Dr. Alfred Kahn's deregulation experiment, championed by president Jimmy Carter in 1978, has rewarded travellers with "cheap" airfares. But at what expense? Is the present business model sustainable? Is profit attainable? On the heels of USAirways 1549 and Colgan 3407, the matter of cockpit experience is finally being raised. Is it possible to retain or attract experienced, quality personnel in a field strewn with uncertainty and lack of reward? Sully's correct, I'd never encourage my children to follow my course. When I chose to become an airline pilot in 1974, it wasn't simply because I loved airplanes and heavier than air flight. I determined it to be a course towards an enjoyable life, a reasonable path towards risk and return. And I was right... well, for a while anyway. Like Sully and Jeff, (Sully has formed a consulting firm and Jeff is a General Contractor) I too have sought additional sources of income to sustain a lifestyle originally maintained by my efforts in a commercial cockpit. Each venture, each business attempt though, detracts from or sidetracks our attention from that cockpit. This is an additional, or unforseen consequence of deregulation. 

Sorry, I didn't intend to follow this thread quite as far as I did. But these are the facts and they deserve to be addressed seriously. I'm grateful to the crew of USAirways 1549 for opening this door and making the public aware of the many pitfalls before us. Detractors will write and suggest that "I stop whining and quit if I don't like it." I understand this argument and have little tolorence for whiners myself. But am I whining or seeking solutions to a problem? A problem that includes them and concerns their welfare. Those detractors though, what will they think while sitting in coach, with an inexperienced crew sitting up front with multiple system failures? Or worse yet, when they're home watching events unfold on the evening news and their kids are on board. Now it's a problem that needs attention!

Just one more event that I need to address; sadly I might add. Do you remember the law firm Kreindler & Kreindler whom I'd mentioned in another blog concerning Continental 1404 at Denver? They ran several ads shortly after Continental's incident, in effect fishing for clients. Well, according to this article in WSJ, about a dozen of Sully's passengers have "lawyer'd up." And with guess who? Yup, Kreindler & Kreindler. One week we have a love-fest with the world's most celebrated aircrew and their passengers and families, Mayor Bloomberg awards them keys to New York City and President Obama invites them to his inauguration.  And then shortly thereafter... "where's my lawyer?" 

Then it should be no surprise to anyone, that just two weeks after Colgan 3407 plunged into a Buffalo suburb, the suits have started. I'm naive I know that, but I just don't get it. The NTSB has hardly collected their data and the scatter gun lawsuits, aimed at everyone under the sun have started. I understand representation and the need to be made whole and who ever is deemed responsible should most certainly be held accountable. But don't we need to determine first, exactly who is accountable? Need representation? Here, contact these sharks, they've sincerely expressed their deepest condolences, even though they can neither spell nor construct a sentence. Go ahead, read their opening paragraph... and good luck!

I'm interested in your thoughts about Sully, our industry and our litigious society. I look forward to an attorney responding as well, to explain why these lawsuits surface so quickly, before an apparent cause has been determined. Is this manuevering for future positioning or just a swing at the pinata? 

Until later, thanks for reading.

Rand

Random pictures from a five day domestic trip: Part 1

Rather than fly through a travel log, here are a bunch of random pictures taken on a five day domestic trip that I hope you enjoy. Just walking out the door to leave on a five day; SEA, HNL, SFO, DTW trip. And congratulations to my son, who was accepted at law school yesterday. Congratulations Ian!

It's the Saturday before Superbowl Sunday and we've just returned to TPA from our layover hotel in St. Petersburg, Florida. This is really a nice layover location, near the ocean, a marina, Albert Whitted Airport, a Barnes & Noble bookstore and Al Lang Stadium, spring training headquarters to the Tampa Bay Rays. You know them, the "kids" that beat the Red Sox in the ALCS to play in the World Series last season. Our hotel and downtown St. Pete were awash with celebrities and NFL players, as well as bands and vendors selling "stuff." Everyone was wearing a Cardinal or Steeler jersey and purchasing more from hawkers. It was fun roaming around, but we've returned to the airport, pushed back and will taxi momentarily to runway 18L in search of MSP.  

While taxiing out we saw this USAirways A-318 in the distance, well ahead of us and ready for departure. My copilot, Dito, mentioned over the ground control frequency that we'd like to get a picture of their aircraft in Steelers colors. The USAirways copilot responded immediately and offered to slow down and let us catch up. Thanks fella's, we appreciate it. USAirways has a variety of retro liveries; Piedmont, Allegheny and America West among them that you've seen posted on my blog. I'd love to see Delta follow suit with Republic, North Central, Air West, Northeast and Western, just to mention a few. Maybe, just maybe if enough of us emailed Delta management.... 

We're holding short of 18R, next for departure now as this Southwest 737 approaches the touchdown zone. Incidentally, have you heard that SWA may start service to BOS? One more commuting option. What can we learn from this shot? Let's see, according to our whiskey compass, we're heading due west so we're perpendicular to our departure runway and our V1 and rotation speed are 143 knots. The departure procedure clears us to 6,000 feet and we'll press "heading select" when cleared to turn to a heading of 200 degrees. Our flight director is "on" and our auto throttles are "armed." This is Dito's takeoff, so he'll advance the throttles to takeoff EPR, and call "engage EPR." I'll select the EPR engage button which turns the auto throttles "on" and replace his hands on the throttles with mine. Why do I replace his hands with mine? Because the captain always makes the abort should one be necessary.

We climbed to FL380 and flew for about 3:45:00 to reach MSP. The ride was mostly smooth until we started our descent on the KASPR3 Arrival over Waterloo, Iowa. With strong surface winds from the north, turbulence aloft occasionally registered as moderate. Minneapolis Center had given us a heads up to these conditions so the seatbelt sign was on and everyone briefed. We'd originally planned to land on runway 30L, but with a few computer keystrokes we've been reassigned to runway 35. On final to 35 now, you can see downtown Minneapolis straight ahead with the Metrodome to the right of the taller buildings. The Mall of America is just to the left out of view. The outside air temperature is zero and the wind was gusting to 20 knots. It was bone chilling cold! Or at least that's what Dito told me when he did the walk around the next morning!

While taxiing out to runway 30L on Sunday evening, the Superbowl was just getting underway, we saw one of our A-330's in a new Delta livery. They're holding in position just as the sun is falling below the horizon, but enough light remained to get this shot. As I see more newly painted NWA aircraft, I like them, but still think the word DELTA and the widget are too small. I also like the angled widget on the tail, although it's difficult to see it here. I read recently in a company publication that 12 NWA aircraft have received new Delta paint. This has added a new twist to our ground related communications. Now when we call ground control for instance and we're flying with the new livery, we say, "ground, Northwest 55, Delta paint, taxi with information charlie." Seeing as though I don't do walk around inspections, my FO needs to tell me which paint scheme we're sporting. And do you think that I'll remember this five or six hours later after we've landed? I'll have to come up with a notation on my flight release.

Now it's our turn, as we go into position and hold on runway 30L. This leg into SFO is mine as I push up the power, turn on the auto throttles and apply forward pressure on the yoke and apply left aileron for the crosswind. Old habits die hard and my radial engine experience has me advance them slowly and evenly. I may not have cylinder heads to concern myself with any longer, but I'd like my EGT to advance uniformly. I cringe when I see a pilot slam the throttles around. I'll do my best to stay on centerline and avoid hitting each runway center line light. You can see them here, just to the left of the stripe. If the pilot making the takeoff hits a majority of these lights and thump thump thumps down the runway, the non flying pilot at some point usually comments, "I think you may have missed one!" It's a beautiful evening out here tonight and we're looking forward to a smooth flight westbound to the coast.

Even domestically we track the flight plan, recording fuel and time figures and pass them along to dispatch every so often. Dito's the "pilot not flying" here, handles the radios, computer inputs and record keeping as he prepares to send a position report to dispatch.  Like most guys, he pays attention to details and does excellent work. Does anyone out there recognize his pen? 

Somewhere over mid America as the suns drops over the horizon, "center" called to advise of traffic, "an Airbus at 12 o'clock, eastbound at FL370." You can see their contrail just ahead. Sarah, do you know where we are? Just kidding, I don't even remember our location, but wait a second, "DING" we have a message. 

Remember, I mentioned that this is Superbowl Sunday. Have you ever wondered how we know sports scores as we span continents and oceans and pass them along to the cabin? Well, the secret is out, here's an ACARS message from our dispatcher advising us of destination and alternate weather conditions, winds aloft, mountain wave, turbulence information and other pertinent flight facts. Oh no, that was later, this one gives us vital football information! The Pats aren't in is so my interest level is minimal.

According to SFO information YANKEE, it's a nice evening down there; we'll use runway 28R, the wind is right down the runway, the visibility is good and it's a mild 57F. This is what we really use the ACARS for!

We're approaching San Francisco, 156 miles or 19 minutes east of COALDALE (OAL) at FL370. We're about 27 minutes or so from intercepting the VNAV path and starting our descent on the MODESTO THREE ARRIVAL. We'll pass CEDES at 11,000 feet and be cleared to descend on the FMS BRIDGE VISUAL RWY 28R. The arrival ends near the San Mateo Bridge at 1,800 feet where we visually takeover and land. It's a multi-stepdown, noise abatement approach procedure, designed to keep us over San Francisco Bay for as long as possible. But when you search the SFO Arrivals page to enter it into the FMC, you'll find no reference to the FMS BRIDGE VISUAL. It's coded as RNV28R. And how would you know that? Well, that little nugget of information is posted on the Jeppesen 19-7-1 page in the note section. There's so much to know! 

I haven't displayed a video in a long while. Here's how I started this trip, commuting from BOS to DTW on an A-320 jumpseat. I know that many like to listen to cockpit sounds, but our Airbus pilots wear headsets with a voice activated intercom feature. Thus they speak softly and their conversation is barely audible. 

Stay tuned for Part Two of my random shots post where we'll end with a video of arriving in DTW.

I almost forgot! Where in the world am I? 

Max & Court, The Airplane Geeks

The Airplane Geeks and me

Do you know Max and Courtney, The Airplane Geeks? They operate a variety of interesting aviation sites, their best known and one that I consult regularly is THIRTY THOUSAND FEET AVIATION DIRECTORY. This is the most comprehensive, most authoritative and best researched compilation of aviation sites online. But I'm assuming you probably already know this. They also produce a unique blog called AIRPLANE GEEKS PODCAST. They interview high rollers, the influential and the movers and shakers in aviation like Dr. Alfred Kahn and create an informative yet humorous podcast. So their reasoning for interviewing me last night? I'll never know. But I do know that it was a lot of fun and I hope you'll tune in to listen to Episode 34.

A hearty thanks to Max and Court. Please continue below to read my latest post concerning Stan Solomon's new book, The Airlines for the Rest of Us. In the meanwhile, have a good day, I'm off to HNL.

Airlines for the Rest of Us, by Stan Solomon

Before we get to Stan's new book, let me address several housekeeping items. First, I'd like to thank everyone who responded to my story about Mary. She's not online, so my wife Linda printed the post, including your comments and brought them to her home. She was overwhelmed and couldn't believe that so many people would have been interested in her history. I wasn't surprised, but I love our history and apparently many others do as well.

And 134 readers responded to my very important, scientific and earth-shattering poll. I was curious as to who logs on and reads this blog so asked via a poll what your ratings where. It's a writer's nightmare that he or she toils over a keyboard and no one reads your thoughts. Here are the results: 21% are airline employees, 9% corporate, 7% flight instructors, 35% private, 2% recreational and 23% who aren't pilots yet but plan to become so. Thanks to you all, but it's the last group that I'd like to address and encourage to get out there, get your licenses and join us in the sky. I know that it's expensive, but talk to your local FBO, investigate the market and see if you can find a way to become an AVIATOR! Don't forget to bring your camera and share your experiences with the rest of us, like Matt, or Doug or Mike or Faiz or Ryan or Plastic have.

And one last item. Samantha, a long time reader, has emailed to suggest that I post a picture at the beginning or end of each post, encouraging readers to guess at my location. Good idea, Sam. We'll start off easy with the photo above. Please direct all thoughts to the comment section. And don't forget to check out my new poll question concerning aviation movies!

Thanks again,

Rand

Where in the world am I?

Now, let's get to Stan's new book.

Do you like airplanes that look like this?

If so, you'll certainly enjoy Stan Solomons new book,

AIRLINES FOR THE REST OF US.

Stan has written about my favorite level of the industry, the 13 'local service' carriers, granted permanent certification by President Eisenhower in 1955. These were the scrappy little airlines that scratched out a living and carved a niche with DC-3s, Convairs, Fokkers, Fairchilds and eventually jets, as they grew to challenge the majors, or trunks as they were called then. My own lineage, through Northwest Airlines connects to several of these airlines including; North Central, Southern Airways and Air West, created by consolidation with Pacific, West Coast and Bonanza Airlines. Other well known members of this fraternity include Allegheny, Lake Central, Mohawk and Piedmont, today known as US Airways.

Stan wrote a feature article that appeared in the October 2000 issue of AIRWAYS Magazine, researching the "original 13." This is a graphic from that issue that dramatically displays their route structures and territories. If you're at all interested in our heritage or ever contemplated how we got here, I think that you'll enjoy Stan's research. He tells great stories about these little carriers, their employee's, management and airplanes. Do you need facts and figures? You'll find those too, all wrapped up in this one publication.

ANE FH-227, delivered new to Northeast Airlines in 1966 as a Yellowbird

Particularly exciting for me, is how Stan has included my very first airline, Boston based Air New England, as "the last local to be certified on 20 January 1975." In a recent post comment, a reader complimented my historical knowledge. Thanks, by the way, but it comes from knowing some of the participants and building an aviation library, that includes books like Stan's, that have spurred my desire to learn more. Thanks Stan, I very much enjoyed your book and enthusiastically recommend it to my fellow aviation historians. It's peppered with a variety of interesting information and is a fun read.

- COMING SOON! -

- Virgin America & Southwest on the 24 complex at LAX -

I just returned home from a five day domestic trip that visited Tampa (during the Superbowl) Minneapolis, Ft Myers and San Francisco, something that I haven't done in a while, and will post a bunch of interesting pictures. I also revisited one of my favorite museums, The Louis A. Turpen Aviation Museum at the San Francisco Airport. This place is a little gem, charging no admittance, staffed by knowledgeable docents and continually rotating their collection for travelers to enjoy.

We've just pushed back from A-68 in DTW, unhooked from the tug, wave goodbye to our push crew and get underway on our five day trip. These guys do a great job under harsh weather conditions. Today it's about 10F with a 15 knot wind; yup it's COLD out there! Their responsibilities include loading and unloading the airplane too, so their exposure to the elements are great. Stay tuned, this exciting new adventure will be up shortly.

My Neighbor Mary and a congratulations to the crew of 1549.

Jack Esposito stopped by the other day. He's a retired Delta pilot via Pan American, who like myself, lives in this little tiny town in New Hampshire. Not much happens here, which I suppose is why we chose it. Inevitably when Jack and I speak, usually on Saturdays at the dump, the conversation generally turns to Pan American World Airways. I'm fascinated by their history and Jack was hired as a B-707 flight engineer in 1966. However, when I inquired about flying boats, B-314's specifically, he suggested that I contact Mary. 

"Who's Mary?" I asked. I'm glad that I did!

Mary, as a Purser, standing at the boarding door of a DC-4

I'd known Mary for years, usually exchanging pleasantries in the post office, general store or at our most popular social gathering spot, the dump. What I'd been unaware of for all those years though, was that Mary had been a "stewardess" for Pan American. She walked into Vice President John Shannon's office one day, introduced herself and mentioned that she might be interested in working at Pan Am. World War II was still raging, but she was advised that shortly after the war ended, the airline would begin hiring. VJ Day marked the end of the war in August 1945 and within days, she joined 19 other young women and began a six week training course. When I asked her where the training took place, she replied casually, "North Beach Airport." 

The aircraft below Mary's picture is a Boeing 314 Flying Boat.

North Beach Airport!!! This was truly exciting. Although I knew of it through my reading, I've never heard anyone refer to the North Beach Airport. Today, this celebrated airfield is commonly called LaGuardia Airport, officially named after the New York Mayor in 1947. She was 21 years old, assigned to Pan American's "Atlantic Division" and her first flight after training was a Bermuda trip. She recounted boarding her aircraft, a Boeing 314 Flying Boat at the Marine Air Terminal. I could hardly contain my excitement! I've explored all around this fabled little terminal building, written about it in Airways Magazine and walked down the dock that extends into Bowery Bay. But now, I'd actually met a Pan Am crew member who'd lived this history. Seven turbulent hours after leaving New York, she and her crew circled the pink sand beaches and splashed down in Bermuda. This was her one and only Flying Boat trip, as just a year later, Pan American terminated service with these historic airplanes. And Mary, who lives down the street from me, is the first Flying Boat crew member that I've ever met.  

Mary at home in New Hampshire.

Remaining in the Atlantic Division, she moved on to Douglas DC-4's and Lockheed Constellations, flying 12 to 14 hour European flights with fuel stops in Gander or Goose Bay Labrador. As the airlines cut back today and charge $7 for a pillow and blanket, she told me proudly of serving three course meals on real china, with sterling utensils and linen table cloths. Service was the hallmark of Pan American and insisted upon by Juan Trippe. Finally, in 1950, she met and married Navy Commander Paul Backus. Married stewardesses were not allowed, effectively ending her career with "The Chosen Instrument." 

I spent a delightful afternoon with Mary learning historical facts first hand from a participant. She became a little emotional and apologized for this as we ended our conversation. I'd mentioned that if she hadn't become so, she'd have been the first Pan Am alumni that I'd spoken with who didn't. 

Constructed in the early 1940's, this is the interior of the restored Marine Air Terminal as it appears today. Note the Boeing 314 model hanging from the ceiling. It was from this rotunda at North Beach Airport, later LaGuardia Airport, that the Pan American Atlantic Division dispatched their Flying Boats. 

And this is how the Marine Air Terminal appeared in 1945 when Mary flew her trip to Bermuda. The arrival or departure of these giant flying boats drew thousands of New Yorkers to the airfield to witness the event. Nearby a brass bell chimed twice and the crew marched down the dock to the airplane. Moments later, a single chime announced passenger boarding. These flying boats were all named; Clipper America, Clipper Honolulu, Clipper Atlantic etc... a tradition that the 64 year old  international airline followed until its last day in business in 1991.

Thanks very much Mary, you have no idea how much fun it was for me to spend time with you learning about earlier times in our industry.

Moving forward to more current events, here's a picture of The North Beach Airport, referred to today as LaGuardia Airport. Interestingly, this USAirways Airbus departing off of runway 4, is passing by the Marine Air Terminal to its left, where Mary departed for Bermuda in 1945. This is the same runway that Captain Sullenberger and his crew departed from on 15 January in an A-320. They would have appeared exactly like this to aircraft awaiting departure on Yankee taxiway. Crews who operate from here regularly will recognize the stripped blast fence and the tip of the Empire State Building, across the East River on Manhattan in the background. 

This is the view down runway 4 that Captain Sullenberger and First Officer Jeffrey Skiles enjoyed just before takeoff. You can see the LGA tower to the right, Rikers Island is to the left by the departure end and Long Island Sound lies dead ahead as you negotiate the Whitestone Climb departure procedure. 

I've received many emails asking why I've not written about 1549. With all that's been reported, in a very objective manner and considering that I know none of the participants, I really have little to offer, except for a few technicalities. I would though, like to add my congratulations to this highly professional airline crew. This folks is why we attend initial and annual recurrent training. It's very important and the events of January 15  are a graphic example. I read an article some years ago with regard to fatal airline accidents. It offered that for every person killed, 20 others, including mothers, fathers, sisters, brothers, husbands, wives and others were directly affected. In flight 1549's case, rather than talking about 155 people, we'd be addressing 3,100. 

I would like to clarify something though, that "some" in the media are misrepresenting. Not intentionally I suspect, but from a lack of knowledge. This is where they need to dig a little deeper, like querying a jet pilot or mechanic before reporting.  USAirways flight 1549, that departed LGA two days earlier, surprisingly in the same airplane experienced "compressor stalls" shortly after takeoff. I watched two TV reporters practically screaming about how the engines "stalled" and praised the pilots for "getting them going again." They went so far as to accuse USAirways of a possible cover up concerning this airplane. Hmmm.... to the uninitiated, this sounds like the engines quit or shut down. They didn't! Bear with me as I offer a very rudimentary explanation below.

You're looking into the left engine of a B-757. Just aft of the engine nose dome, those individual slats that radiate from the center are commonly called "compressor blades" but more accurately "inlet guide vanes." Their tolerances are extremely small, their rotation speed, particularly during takeoff is in the hundreds of thousands of RPM's and during icing conditions we heat them. The function of these blades, is to supply a smooth, uninterrupted flow of air into the engine. They're shaped like a miniature wing, and like any wing, when airflow across them is less than optimal, they "stall." This doesn't mean that the engine has stalled or quit, just that the airflow is not as desired and it reacts accordingly. Unfortunately, during this compressor stall, a very loud BANG occurs that can scare the hell out of you. Normally, by lowering aircraft pitch or throttling back, the situation is corrected and in today's new, high bypass ratio engines, compressor stalls are rare. 

Events escalated in 1549's case though, it wasn't simply a matter of a compressor stall. Ingesting a flock of birds, particularly the size of a Canada Goose, (they aren't Canadian geese) imparts considerably more damage, like breaking or completely separating these inlet guide vanes from their hub. This creates an imbalance while this huge fan assembly is spinning at astronomical speeds. Literally, under these conditions, the engine will self destruct in a matter of seconds. So there, I hope that this rather simple explanation clarifies some of the miss information.

And lastly, this is the overhead panel layout from my A-320 manual. You've undoubtedly heard about the infamous DITCHING button. Well here it is, in the third row near the right in the "cabin pressurization" module. When activated, and I'm highly impressed that someone thought to press it, it closes all exterior openings below the floatation line, including the outflow valve as long as it's not being operated manually. These fellows didn't have a lot of time to prepare and I think the ditching button would have been a distant thought in my brain as events unfolded rapidly. Anyway, once again, congratulations to the entire crew of USAirways 1549 for demonstrating courage and professionalism under extreme duress; we're all proud of you.

Thanks for reading and commenting.

Rand

NOTICE: If you have a moment, click over to my website and click on my photo contest page to see our winning February photo. Also, I have a new poll up if you have the time to answer it.

Soaring eastbound, into a new year.

- Waikiki Beach, 1200 local, 31 December 2008 -

I'd just gotten off my cellphone with my wife in New Hampshire to wish her a Happy New Year and let her know that I'd be home on January 2nd. She casually mentioned that they'd just received six more inches of snow, the temperature was hovering around zero, the wind was howling and that I'd need to plow when I arrived home. I didn't have the heart to tell her that I was sipping Kona coffee under the Banyan tree  at the Waikiki Outrigger.  Very considerate, don't you think? It's 31 December 2008 and this is how Waikiki Beach appeared at noon, as revelers/tourists awaited the arrival of 2009. The atmosphere is perfect; a balmy 81 degrees with light winds and Hawaiian music coming from the veranda. I can only imagine how this tropical scene appeared when Pan Am Clipper crews stayed here in the mid 1930's.

I sat by the beach for several hours reading Stan Solomon's new book, AIRLINES FOR THE REST OF US, the story about America's original 13 local service airlines. Stan is a Contributing Editor at AIRWAYS MAGAZINE and has researched and written about my favorite level of the industry. I'm enjoying it greatly and will give you a full report when I've completed my study. But for the moment, it's time to return to my hotel room and take a nap before tonight's crossing back to LAX. See you shortly!

- Bob, Dawn & Rand in NWA Flight Operations, 2215 local -

Bob, my copilot and I, had a 2125 pickup at the hotel for a 2320 departure to LAX. The van ride out to the field was surrounded by fireworks as the air was thick with smoke and the odor of cordite. The streets were jammed with tourists and locals, probably the most crowded that I've seen Honolulu in a long while. In "Flight Ops" now, we pose with Dawn in front of the old "operations board" before we examine our flight release, flight plan, weather package and speak with our dispatcher in MSP. Years ago, these boards kept current with grease pencils, told you everything you needed to know about that nights operations. With just a glance, you knew from what gate and at what time you were leaving; now we have to log into a computer, figure out what page to access, go to that page and find the info. Or we could just ask Dawn! 

Let's see what's in store for tonight. It looks like a five hour ten minute flight, covering 2,268 nautical miles with 224 passengers. Our planned takeoff weight (PTOG) is 259,000 pounds, total fuel is 59,700 pounds, fuel burned should be 44,500 pounds leaving an arrival fuel of 14,500 pounds. We'll need it, the LAX weather forecast indicates low ceilings and visibility in fog with Ontario, CA as our destination alternate. In fact we have a second alternate, Palmdale, CA, which means that our first alternate has marginal weather. That 14,500 pound figure includes, alternate, 10%, reserve and contingency fuel so we'll have many options upon arrival. Mark, our dispatcher, advises that shortly after takeoff while in the vicinity of Molokai, we'll have to do a little bobbing and weaving past an area of thunderstorms and the ride tonight should be in and out of light turbulence most of the way. Nothing unusual here, this is typical of winter, north Pacific flying. 

- Rand & Bob preparing to "graze." Obviously, Dawn doesn't participate, 2216 local -

OK, we wanted to give our new owner equal time, so we've moved over to the agents break room to pose under a Delta poster. All the crews look forward to seeing Dawn in "OPS," she has all our material ready for us and she's cute as a button. Don't you think? The real reason that we're in here though, is that there's always food; cakes, cookies, pies, brownies so we can graze a little before heading out to the gate. But this is December 31st.  After tonight, one of my New Years resolutions is to avoid "grazing." Really, I mean it, I've got to fit into that new double breasted uniform on March first.

- Honolulu ramp, Gate 13, 2230 local, 31 December 2008 -

Our aircraft, ship 5815 is parked nearby at gate 13, only a short walk from the "grazing" room, as I follow Bob outside to take a few pictures. Ship 5815 is our second youngest 757-351 (300 series) built in September 2003. She sports Pratt & Whitney PW2040 engines, each producing 41,700 pounds of thrust. With a wing span of 124' 10" and a length of 178' 7" she's the second longest single aisle aircraft ever built. The DC-8-63, still in operation with UPS, is 8' 9" longer. With a max gross takeoff weight of 265,000 pounds, she'll easily lift our 224 passengers with luggage and required fuel, along our 2,265 mile journey. Not only is this a beautiful airplane, she's muscular too.

By looking at the ramp, you can see that the thunderstorms and rain showers that Mark referred to have passed over the field. However, they're moving east and we'll see them again after takeoff.

- Boarding door two, at 2240 local -

As we leave the ramp and return to the cockpit, we have the opportunity now to meet the rest of our crew by the second boarding door. Doug, Helen, our lead flight attendant, Robert, Keolu and Mimi are Honolulu based and will return after a long LAX layover. No, they weren't lined up like this waiting for us, I had to corral everyone from around the airplane to take this shot. Thanks! 

- All checklists complete and ready to go at 2300 local-

Bob and I have checked our logbooks, preflighted the aircraft, loaded the computers, reviewed the course, received our clearance and HF frequencies and wait while the HNL agents finish boarding our passengers. They're very efficient out here and typically push us back from the gate 10 to 15 minutes early. Big Pat, the ramp manager came up to say hello and wish us a Happy New Year. He's a fellow Bostonian, you've met him in previous postings, probably over in Maui.  

- Dispatch Release #1 -

Here's our dispatch release, revealing many of the numbers that I've already mentioned. And you can see here that it really is 31 December 2008 and that we'll fly from HNL to LAX. I received an email a while ago accusing me, good naturedly of course, of fabricating these trip reports. Nope, here's the proof! 

We've been cleared tonight along R465, to switch southerly to R458 to avoid known turbulence. Our cruising altitude is relatively low at FL290, but according to Mark, we'll find better rides down here. (He was correct and planned for this in his fuel burn calculations.) The plan though, is to climb to FL330 as we approach the west coast and rides improve. Our departure runway will be 8R with the Molokai Four (MKK4) SID, looking for our oceanic entry point of CLUTS. But we'll get into all that later. Via taxiway Alpha and Romeo/Bravo, past Hickham AFB and over 8L, it's a long taxi out to 8R and we'll burn every bit of that 700 pound taxi fuel allotment. Built adjacent to Pearl Harbor and her deep water entrance channel in 1935, Hickam is home to the 15th Airlift Wing and shares her runways with Honolulu International Airport. Remember those B-17's that departed San Francisco and arrived here, unarmed and low on fuel, as the attack on Pearl Harbor unfolded on 7 December 1941? Well, they landed here at Hickam.  

Standby a second!

- Position and hold, 8R, HNL, 2325 local, 31 December 2008 -

HNL Tower:  "Northwest 622, position and hold 8R."

Bob:  "Roger, position and hold, Northwest 622."

Rand:  "Before takeoff check."

Bob:  "Flight Attendants notified,

Packs, Auto

Auto Brakes, RTO,

Flaps:"

Rand: "fifteen, fifteen."

Bob:  "Transponder

Code set, RA/TA

Takeoff briefing."

Rand: "Complete."

Rand: "OK Bob, full power takeoff, right turn to heading 140 at 400 feet, maintain 5,000 feet, -300 rotate 2 degrees per second, abort and catastrophic procedures as briefed."

HNL Tower: "Northwest 622 cleared for takeoff."

Rand: Advances power to takeoff EPR, engages auto throttles.

Bob: "80 knots, throttle hold,

100, 120, 140, 160, V1 rotate 15 degrees.

Positive rate."

Rand: "Gear up....

                           Heading select."

You're looking down runway 8R with the lights of downtown Honolulu straight ahead. Just past downtown is the Koolau Mountain Range that reaches as high as 3,100 feet; thus the 60 degree right turn to a heading of 140. Did you notice that there are no runway centerline lights here? Runway centerline lights lower takeoff minimums, but seeing as though those weather conditions are unlikely to exist here, they've been left out. As I've mentioned in an earlier post, this 12,000 foot "reef" runway is a space shuttle alternate landing site. 

- Not for navigational use -

(my lawyer made me do this)

This Jeppesen layout offers a more descriptive view of our departure procedure, called the Molokai Four. (MKK4) After takeoff, at 400' AGL, we'll make a right turn to a heading of 140 and continue our climb to 5,000'. You'll notice a climb restriction of: at or above 2,500 feet crossing the CKH 240 radial and to expect radar vectors. At about this point we're cleared to turn left to a heading of 090, paralleling Waikiki Beach with beautiful views. Tonight though it looks like a war zone with airborne fireworks everywhere. It's 25 minutes before midnight and the arrival of 2009 is imminent. Just past KOKO HEAD, at the eastern end of Oahu, we're given a heading to sidestep Maui and then direct to CLUTS our oceanic entry point. Tonight though, as Mark predicted, we had to make several turns to avoid buildups between Oahu and CLUTS.

- Approaching midnight, somewhere over the planet earth -

Do you see the 1000Z notation on our HSI? That's ten-hundred Zulu, or midnight here in the Hawaiian-Aleutian time zone. Bob entered this on our "Fix Page" so we'd know when we were flying into 2009. We're 40 miles west of CLUTS and we'll fly past it at three minutes past midnight. And just abeam of our new year fix to the right, you'll notice the last of the thunderstorm activity that we'll see. 

- HAPPY NEW YEAR!!! 0000 local, 1000Z -

Twenty-nine miles west of CLUTS we pass our New Year marker, at roughly 22 degrees 51 minutes North, 154 degrees 50 minutes West, confirmed by our clock and wing our way into 2009 at 80% of the speed of sound.

I reached up to extinguish the overhead dome light and dim the forward instrument panel and sit in darkness for a while to absorb the vastness and beauty of the stars overhead. Last year at this (relative) time I approached the western shore of Ireland on the CHARLIE Track, en route to Amsterdam over the North Atlantic. You may recall my blogpost concerning my copilot Linda and I enjoying an Amsterdam canal tour on January first. This year I'm leaving Honolulu, flying away from the earths most remote archipelago, spanning its largest ocean. From swaying palms to gigantic icebergs, never in my wildest dreams thirty-five years ago, when flying night mail in a Beech-18, would I have thought that I'd be so lucky to be here tonight in this magnificent flying machine. A thought incidentally, shared by many of my high school or college instructors I'm sure. But I am here tonight, because of a lot of good friends, a mother and dad, a wife and children who believed in me. I truly love this rather unorthodox life among the stars and wouldn't trade it for anything, as I hear Bob transmit a position report to San Francisco Radio via HF.

"San Francisco radio, Northwest six two two, CLURE at one zero one five, flight level two nine zero, estimating CHEAK at 0ne one zero four, CITTA next, minus four three, wind two five two diagonal one zero, code zero, fuel remaining, four nine decimal seven, Northwest six two two."

We checked the computer for "fix" passage at CLURE and confirmed the coordinates for CHEAK, our next fix along the airway, as well as milage and magnetic course information. It all checked out; we're heading in the right direction with sufficient fuel to arrive at LAX several minutes early, as I called back and asked Helen to pass up a cup of coffee. Press on!

-Pacific Orientation Chart -

Here's how it looks on our Pacific Orientation Chart. The blue box that Bob noted during our dispatcher brief is the area of scattered thunderstorms that Mark had warned us of. They were widely scattered and presented very few problems tonight. You can observe Honolulu to the left, and after radar vectors, pretty much flew directly towards CLUTS to join R465. Here's how we appeared on FlightAware.

- An epicurean adventure, half way across the Pacific -

As you can see we've climbed to FL310, intercepted R458, are approaching FLEXX and our ETOPS Equal Time Point; there's no turning back now as we're more than half way across the Pacific. Helen called up about a half hour ago to let us know that dinner was in the oven; in fact here it is now. What have we got? A steak, medium-rare, mashed potatoes with butter, peas and carrots done perfectly, a roll, fruit and cheese and a salad. (That I've already started.) I'm not sure what the dessert was... but discarded it anyway after checking with the rest of the crew. After all, this is 1 January now and apparently we're all on the same program. For a while anyway! My photo really doesn't portray dinner appealingly, but really was quite good. 

- I just never seem to tire of this magnificent sight -

Our first glimpse of a 2009 sunrise greets us well west of Los Angeles, still out to sea beyond the Channel Islands. We've returned to VHF communications with SOCAL and have been cleared to descend at our discretion to 19,000 feet on the SADDE6 arrival. Our top of descent marker is visible on the HSI, so we'll just wait to intercept our descent path and let VNAV work its magic. But to exercise my brain and prepare for a Cat IIIb approach this morning, I'll mentally calculate a descent DME and compare it to the computer. It was very close. 

-  -  -  -  -  -  -  -  -  -  -  - 

I enjoy these redeye crossings and allow myself to reflect often upon my past; which as I approach retirement seems to be increasingly important to me.

  - Flying night mail in a Beech-18, 1974 -

With the roar of two, nine cylinder, R-985 Wasp Juniors singing near my head, I check the grey/orange flame from the left engine exhaust stack; I've handled the mixture controls properly tonight and have taken good care of my Pratt & Whitney radial engines. They're snoring perfectly, cylinder head temperatures steady below 230 C, oil pressures, mid-range near 70 psi. The dim red glow from my instruments reflect off my blackened windscreen, bathing me in warm luminesence; Newark lies ahead in darkness as we rumble along Victor 465 towards Wilkes Barre-Scranton. The world below appears deep in slumber, save those out here flying the mail, as I reach to re-sync my engines and consult my chart for the outbound radial to the Stillwater VOR. 

"Let's see, Victor 226 is the 124 out of AVP  .-   ...-   .--.  yup, that's it." 

These numbers and their identifier are burned into my brain from lonely nights aloft, but it helps pass the time as I fiddle with my chart and adjust the rheostat on my Grimes light. 

Just beyond my windscreen the outside air is cold with crisp visibility, as distant lights shimmer on my horizon. But it's surprisingly warm and comfortable tonight in the left seat of my weary, but reliable Beech-18; everything I need in my cramped little world is within my reach. As I glance about to learn more about my steed, it's apparent now that darkness masks her age and conceals her flaws. Closer inspection reveals that she appears a bit tattered, the paint is peeling, her upholstery worn and her aluminum has lost its luster, but she's alluring none-the-less and has much to teach me and others sure to follow.  

Tonight's passage is smooth and uncomplicated, but many nights out here are spent locked in fervent battle with wing and propeller icing, raising my body temperature making the cockpit too warm. With my flashlight trained on my left wings leading edge, I'll let the ice build to a certain thickness and with the press of a button, send a blast of air to inflate the wing boots. This takes patience though; do it too early and the boot expands inside the ice creating a cave, too late and it's unable to keep up with the accumulation. Concerns mount as our aircraft becomes heavier and heavier. Normally, this is of little consequence on both engines, but can be fatal on just one.

But I can't allow myself to become distracted by the wings; like children, my twin-bladed Hamilton Standards compete for my attention as well. Another button shoots a stream of alcohol down their leading edge, preventing ice accumulation. If I've waited too long and vibration occurs due to an unbalenced prop, I can run them up to high pitch and see if that will make up for my lack of attention. It usually does, but the cylinder head temperatures rise in protest as the engines express their disgust with my lack of experience. And then there's the alcohol windshield... on some nights it's damn near impossible keeping all the parts happy up here.     

- TWA 727-31C (built Mar '67) at Newark a long, long time ago -

(This is not my photo.)

The familair glow of Manhattan, the illuminated outline of the George Washington Bridge and black outline of the Hudson River appear over my nose, guiding me towards Gotham City. My first leg of this nights journey is nearing its end, but there will be more before this night is through; all requiring me to heave heavy, green and orange mail sacks.

"Newark, Beech four-two Bravo in range, we'll be there in 15 minutes or so and will need fuel." 

We'll park tonight at Newark's old, dilapitated North Terminal, surrounded by postal vehicles and fuel trucks. It will be another six years before this area is refurbished and taken over by a company to be named PEOPLExpress. Frank Lorenzo and other scoundrals will appear on the scene too; we're in for a big surprise! The ramp will be busy, moving cargo about, sorting it and redistributing it to other airplanes for its final leg, while I join my fellow freight dogs inside for a moments respite.

  

- Twin Beech throttle quadrant -

At this time of night the sky is void of sleek, modern, 707's, 727's, DC-8's and their well tailored crews. The late night, star studded sky is left to those learning their craft in DC-3's and Beech 18's, attired in unflattering snowmobile suits and down jackets. We're out here hauling mail, freight and cancelled checks, posting each precious minute into a logbook, hoping to one day impress a chief pilot and join the ranks of those flying passenger jets. I relish that day, but it won't be easy leaving 3542B; she's patiently taught this rookie pilot much and pulled me back from the fire on more than one occassion. I'm indebted to her as I call Teterboro Flight Service requesting Newark weather conditions. 

"Teterboro radio, Twin Beech 3542B, just northwest of Solberg, requesting.....

- - - - - - - - - - - -

- Arriving LAX area, 0620 local, 01 January 2009 -

We've descended to 15,000 feet, just west of Santa Barbara and the Channel Islands, cleared direct to Santa Monica to cross SMO at 10,000' and 250 knots. It's beautiful isn't it, looking easterly, past LAX towards the San Gabriel Mountains as our first morning of 2009 bursts over the horizon. Well, it won't be for long, because ATIS Echo advises that the LAX weather is less than 100 feet with an eighth of a mile visibility in fog. Runway 24R touchdown zone has an RVR or 600'. Bob and I planned for this long ago, briefing a CAT III, autoland approach before we started our descent. 

Passing Santa Monica, the spoilers come out as we're cleared to descend to 4,000' and I'll start slowing to manuevering speed. This will be 180 knots with flaps 15 degrees. 

"Northwest 622, turn right heading 210, maintain 170 until Jetsa, cleared ILS 24R approach, contact tower at Jetsa."

Bob has already drawn us a line in from Jetsa as I select the Approach button, activating our three autopilots. Our localizer and glideslope displays are white, indicating that they are "armed." As we start to intercept them, they turn green, indicating "captured" and both the V-bars and the aircraft respond appropriately. Approaching Jetsa at 2,200 feet, 6.5 miles from the end of the runway, I ask for gear down flaps 20 as the aircraft noses over and starts down the glideslope. Slowing to V-ref + 5, or 140 knots, we call the tower, select flaps 30, arm the spoilers, complete the landing checklist and observe "land-3" on our forward instrument panel, indicating that all navigational equipment is operating properly for a CAT III approach. 

- My panel, on the ground in the test mode. On the ADI, you can observe the V-bar motion and the words "test" in both green and white -

I'm the flying pilot this morning with my left hand on the yoke, right on the throttles and feet on the rudders... but the FMC is doing all the work and I respond to Bob's callouts and observe appropriate computer indications. This is a highly choreographed approach, with the non flying pilot making calls and the flying pilot responding, all designed to insure that we're both alert and agree on our current location and where we'll be next. The "alert" comment may surprise you. If I don't respond to a call, Bob quickly needs to determine if I've become incapacitated and possibly take over. It could happen and we train for it.

"Two hundred to alert"

"Checks"

One hundred to alert"

"Landing" 

And just as the word leaves my mouth, at approximately 75' on the radar altimeter, we emerge from a dense, ragged fog and pick up the runway touchdown zone markers. With moisture streaming back over our windscreen, obscuring our view, I want to disconnect the autopilots and land it myself; I hate giving up a landing, but refrain, because it's not the procedure and this is no time to go off script. Besides, the auto landings are really quite good and when a passenger remarks, "hey, nice landing." I'll smile and say "thanks." Well, I did program it after all!

- Taxiway Echo, LAX, 0638 local, 01 January 2009 -

We landed on 25R and crossed 25L after disconnecting the autopilots and throttles. We're now on Echo taxiway, holding short of E9 to allow a 737 to pass in front of us. Do you see him out there? No, we didn't either; the visibility is pretty low, but in a few moments we'll be parked at gate 22 and head for the hotel. Our gate arrival time was 0648, two minutes early. After 16 hours of rest, Bob and I will be back out here to fly another redeye and return to DTW.

As usual, thanks for following along, I hope that you enjoyed our New Years, Pacific crossing and I look forward to flying with you again. Sorry, but this post got a little longer than I'd planned. Somehow it took on a life of its own.

Rand 

-Rand's Interesting Aviator Series-

From time to time, I've introduced you to some of the more interesting  people whom I've met along the airways. If you look through my postings, you'll see that my stories are punctuated with people; people who enjoy aviation, from those I write about to those who take the time to comment. Here are two more.

One of the many aspects that I enjoy about airline flying and hanging around small airfields, are the interesting people that I've come to know. After the checklists are done, the climb is complete and we've settled in for the cruise segment, the conversations begin. I've shared airline cockpits with doctors, lawyers, writers, farmers, entrepreneurs, Admirals, Generals and engineers. I've discovered that everyone has a story, and most usually, it's very interesting. During my last trip of 2008 I ran into two such fellows, whom I hadn't seen for several years; John Mohr and Clay Adams. There are naysayers who view airline or corporate flying as "button" pushing or "bus driving," but let me introduce you to two old school aviators here who "fly airplanes."  

- John in a B-757, waiting to depart for Honolulu -

John's a MSP based 757 captain, but you may know him as one of the worlds top airshow performers and owner of MOHR BARNSTORMING. Flying a 1943 Stearman, John opens his act with a slow roll followed by a snap roll; immediately after takeoff! It only gets more exciting from there. This would be impressive in a Pitts or MX2, but in a 66 year-old, WWII, stock PT-17, it's unbelievable. Perhaps that's why he's won both the Art Scholl and Bill Barber award for showmanship and has thrilled crowds for more than 25 years.   

- John standing by the nosewheel of a B-757 at LAX -

I first met John in a DC-9 simulator, but after satisfying the demands of my annual checkride, he showed me how to loop and roll a DC-9. In the simulator of course. It was this experience and his infectious love of vintage flight, that set me on a course to purchase my own Stearman several years later. Highly in demand, John tours North America, impressing huge crowds at our most popular airshows. 

- Clay aboard a B-757 in DTW, waiting to depart for LAX -

Hired about the same time that I was at Republic Airlines, Clay, like John, is a Renaissance man born 50 years too late. Although comfortable at FL-390 navigating the worlds high altitude jet airways in a B-757, Clay's heart can be found in his 1929, Curtis Wright Travelair. If you've never experienced this, there's nothing like flying an antique, open cockpit biplane, enjoying the aroma of combusted aviation gasoline, and a newly mowed field, while listening to a Continental 220 sing its song. Clay is also involved with AMERICAN BARNSTORMERS TOUR, a troupe of historically minded aviators who tour the Midwest in antique airplanes, reminiscent of the 1930's. Dressed in period attire, they transport us back to a time when flying was enjoyed in colorful biplanes, from small town grass fields and captured our imagination. And yes, you can indulge your fantasies, strap in and purchase a ride.

John and Clay are two top notch aviators, just some of whom I'm fortunate to share a cockpit and keep the dream of flight alive. As you might have imagined, I've only scratched the surface with regard to both their endeavors. They may be flying 'glass' airplanes today, but most any other day, they're soaring through summer skies with leather helmets, goggles and silk scarves, sharing our heritage and sparking the imagination of those who dream about the wonder of flight. It's interesting isn't it? You just never know who's up front in command.

As usual, thanks for following along and Happy New Year.

Rand

ANNOUNCEMENT: THE JANUARY 2009 PHOTO CONTEST WINNER IS NOW POSTED ON MY WEBSITE. GO TO MY SITE AND CLICK ON PHOTO CONTEST. TAKE A LOOK AT TONY'S INTERESTING PHOTO.

Continental 1404 at DIA

Please pardon my editorializing, but I suppose if others can, I can too! Here goes.

As with every incident/accident the Monday morning quarterbacks and speculators are at it. The dust, or in this case the snow, has hardly settled and many are offering "enlightenment." Some even convincingly. Interestingly though, those who might possess some knowledge, like FAA and NTSB inspectors have said nothing beyond stating facts, ie, aircraft type, weather, passengers on board etc... Why? Because they know that this is an "investigation," not to jump to conclusions or guess and to let the events unfold and build a scenario. Theirs is detectives work and to follow the clues to where ever they lead.

I read a report in the WSJ online yesterday that quoted passenger Mike Wilson. Now don't get me wrong, the criticism to follow isn't leveled at Mike, I'm sure that his experience was harrowing and he has a right to say what ever he pleases. It's the reporter and his editor with whom I find fault for printing Mike's comments. The WSJ, which I otherwise respect for objective, concise reporting, has the right to print what ever pleases them, but this is trite and offers nothing to the discussion. I'd have expected this level of sensationalism from a tabloid or USA Today, but not from the WSJ. Understandably, the NTSB encourages Mikes participation, but that's where it should be directed; where it can be digested, analyzed, compared to facts on the flight data computer and cockpit voice recorder and sequenced in with the big picture.   

Here are a few of Mikes comments: According to Mike Wilson, a passenger on the Continental jet who has given some of the most detailed accounts of the chain of events, the first hint of a problem emerged late in the takeoff procedure, about the time the plane's nose gear normally would lift off the runway. "It was clear at that point that something was horribly wrong" because the aircraft wasn't behaving or climbing as expected, he told CNN on Monday. "We were pretty much out of control."   (WSJ on line 12/23/08 Andy Pasztor)

OK, I'm assuming that you've read his comments. Do you share my thoughts? Is Mike a 737 pilot? Is he a private pilot? Is he a frequent flyer with experience at high altitude, windy airports? Is there any evidence that qualifies Mike in the eyes of the press, to suggest that he is knowledgeable in this area? If it exists, I have yet to uncover it. 

According to Mike he referred to "late in the takeoff, when the nosewheel would normally liftoff the runway."  Mike knows when that should happen? Even at a high altitude, density effected airport? "It was clear at this point that something was horribly wrong, because the aircraft wasn't behaving or climbing as expected." So, Mike knows when things are "horribly" wrong because the nosewheel hasn't left the ground yet or how a 737 in these particular conditions should "behave" or its "climbing characteristics." He's a layman and probably has much experience as a passenger, but that hardly validates his opinion that the 737 wasn't "behaving" or "climbing as expected." What did he expect?  Did he know that he was on a 737 and not an Airbus A-320? Is he equally knowledgeable about Airbuses and their characteristics?

Mike, if you should read this, please understand, that I'm not directing this at you, but the press. Your comments, thoughts and experience are important, but to the NTSB, not those reading newspapers looking for answers. Neither you, nor the reporter understand the climbing characteristics of a 737 under these or any other conditions, anymore than flight 1404's captain understands normalcy in your business or in the newspaper business. Just as an example, to understand climbing characteristics, you'd need to know the SID, Standard Instrument Departure procedure in use and it's crossing restrictions. Is this a close in or distant community departure procedure. Was it a flaps 5, 15 or 25 takeoff, with max or reduced power? Was engine anti-ice on or off? Was it a contaminated runway procedure? Do you know the definition of a contaminated runway and its consequences. CO 1404's captain understands all of this and more. The variables effecting the "climb" alone are practically unlimited. We all have opinions, but opinions are like belly buttons, everyone has one; I just didn't know that the WSJ was in the habit of printing them.

With much hard work the truth will eventually unfold and we'll learn why this accident occurred and I'm confident that Mike's "analyzed" comments will aid the FAA and NTSB along the way. Also, as a professional pilot, I want to learn from this as well. But the Wall Street Journals publishing speculative remarks isn't helpful and serves no purpose other than to sell newspapers. The media's objective course of action would be to notify the public that the accident occurred, and then educate the public when the NTSB has issued its finding; then Andy and his editor would have something to write about.

So why did I write this little piece? For 1404's captain, it's that simple. He or she is lying in a hospital bed being speculated to death by those who know nothing about his or her business. And yes, this can be a deadly business, so let the NTSB do its job, collect their facts, analyze the situation, interview the usual suspects and arrive at a well thought out conclusion that will contribute to future operations. 

Hopefully the crew, passengers and their loved ones will recover quickly and we can learn something new from an unfortunate, but non-lethal accident.

But wait, there's more. Kriendler & Kriendler LLP can be found on the web when you google "Continental 1404." They speculate about all the possible situations that could have contributed to this accident, just adding more unsubstantiated fuel to the fire. But when you reach the penultimate paragraph, you learn their real reason for this article or advertisement. "Kreindler & Kreindler has represented thousands of families and victims of airplane crashes..."  They're fishing for clients! I think this was called "ambulance chasing" at one time. Are they interested in learning the truth? Possibly, but what they see here is "opportunity."

Merry Christmas

This is an old photo, taken when I was a DC-9 copilot, but it's the only one I have with my Santa hat and compass. I look like a top notch aviator, don't I?

Just one of the many crews with whom I enjoy flying airplanes. Please notice that we each have an ornament from the Christmas tree hanging from ourselves. 

You may recognize FO Dave Larsen to the far left who has accompanied me on many adventures in Europe and in Hawaii. Dave has a moustache now... I'd like to think that I had some influence there!

Another crew with whom I enjoyed flying over the holidays, probably in 2002 or so. 

Several years after this photo was taken, in some airline terminal far far away, a young copilot in his brand new uniform approached me and started a conversation.  Finally he said, "You don't recognize me do you Rand?" Embarrassingly, I admitted to this and apologized. He advised that the last time our paths crossed, he'd flown as one of my flight attendants and that he'd gotten his ratings, and was working his way up through the system flying for a commuter airline. He's the fellow to the far right. So to all those who write and ask about learning to fly while holding down a full time job... here's your inspiration.

I'll be back shortly with new stories and adventures in January, but I wanted to take a moment and say Merry Christmas and Happy New Year to all of those who take the time to read and comment on my blog and have submitted photos to my photo contest. Between my airline friends and those whom I've met on line, this has been a wonderful experience. So, thanks again, Happy Holidays and see you soon.

Rand