May I have a Diet Coke, PLEASE?

It's been a while since the last post and there has been much happening. Where do I start?

I spent a week in May looking for a home. After a lot of searching, found the perfect home in a nice neighborhood with great schools. I was surprised to find out how much more is spent per child on education in Kentucky vs. Arizona, too. Nice.

The rest of May, I spent doing out and back trips while dealing with the new home. I spent nearly 3 weeks in KY without going home. This left my poor wife to do a majority of the packing. She did a great job and I'm proud of the way she handled all of the stresses of preparing for a cross-country move.

The kids got out of school the Thursday before Memorial Day and we left on the 29th. Without getting in to too much boring detail, it was the move from hell. We had two moving trucks, plus a tow trailer for my wife's car. The main 26 foot truck was the problem. We ended up getting a replacement truck twice. That's right, our belongings had to be swapped two times. Once in Payson, AZ and once in Albuquerque, NM. There were nightmare customer service issues that went along with it. I won't name the company, but the trucks are big and yellow and it rhymes with Pense Key. Never again. I learned that a moving truck with a nice paint job doesn't necessarily run well. Something like a fleet of polished turds comes to mind.

We finally made it to Northern Kentucky 3 days late. I had to miss a day of work which, was of course, without pay. Two and a half weeks in and it's finally beginning to feel like home.

Things I like: cooler weather, grass, trees, friendly neighbors, 15 minutes from the airport, rural feel, proximity to parks and recreation for the kids, much lower utility bills and fireflies.

Things I'm not thrilled about: lack of good Mexican food, lack of family, tornado warnings (thank goodness for basements), the chili (just don't get the Cincinnati chili thing) and the phrase "please?". Apparently, "please?" means "what" here. I was at a restaurant. The waitress said, "Can I get you something to drink?". I said, "Yes, I'll have a Diet Coke." She said, "Please?" I said, "Ok, I'll have a Diet Coke PLEASE." She said, "No silly, I meant what?" Why didn't she just say, "What?" Oh well, it's a regional thing to get used to. At least she didn't think I was being rude.

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The Monday following the move, differences training for the CRJ700/900 started. The first week was ground school. One day of recurrent training, 3 days of systems and 1 day of differences between the CRJ700 & 900 (not very many other than gross weights and a few limitations). On Thursday, we had our final exams which consisted of systems, memory items and limitations. Everyone in the class did better than 93%.

Thursday night was hangar night, where we do emergency drills and a walk around. Not that the CRJ-900 is a big aircraft, but it's very striking how much larger it is than a CRJ-200. You can walk under the wings, the tail section is much taller and the landing gear is much more robust. The CRJ's all carry the same type rating, it just surprised me how much larger the -900 is.

We finished systems class ahead of schedule and had Friday off. With my simulator bid complete, I had six days off to study, work around the house and relax. It was nice. We celebrated Father's Day and my birthday in one day with a trip to Big Bone Lick State Park, just 10 minutes from our house. It's a very nice park with a lot to see and do. We plan on returning before summer ends for a weekend of camping.

Last Thursday, after an enjoyable six days off, it was time for the sims. Unlike many, our class had both captains and first officers. I am fortunate to have been paired with a senior captain. He's a great pilot and a wealth of information. I couldn't have asked for a better sim partner. The differences training only calls for 5 sim sessions total, including two checking events. Day One and Two were straight training events where we practiced Cat 1 & 2 ILS, non-precision CANPA and single engine approaches, V1 cuts, rejected takeoffs, in-flight emergencies etc.

Today was day three and the maneuvers validation. An MVis conducted by an FAA designated examiner and is a maneuvers check ride.

My portion started with a low visibility, crosswind takeoff, then a standard Cat I ILS to minimums and landing. Then with 600' visibility was given a V1 cut and left engine fire. After completing the takeoff, memory items and Quick Reference Handbook items returned to the airport for a hand-flown single engine ILS to a crosswind landing. Next, it was a normal takeoff with standard instrument departure and a CANPA (constant-angle, non-precision approach). I had wind-shear at 300' and went missed and did the wind-shear escape maneuver. Once clear of the shear, the DE failed the flaps/slats and I did a no-flap visual crosswind landing. Last but not least was a rejected takeoff due to cargo smoke followed by a passenger evacuation.

The captain had the same maneuvers as me, other than a CAT II ILS for him (a captain's only maneuver). I usually get sim-itis and today was no exception. However both the captain and I both passed without one bit of criticism. Today was one of those rare days where everything just goes right. A good day.

Tomorrow is a day off, then back to the sims Monday for a LOFT (line oriented flight training) day and a mock oral. Tuesday is the big day, the oral exam and LOE (line oriented evaluation). After the LOE, I will be released to OE (operating experience) on line with a check airman. This is usually only 4-6 legs and can be done in 2 days.

More soon.

Busy

The economy is definitely starting to make things interesting in the airline industry. With fuel prices at record levels and fierce competition for passenger dollars, the volatility is bound to affect regional airline staffing levels. The questions are: which ones and how many jobs?

It's getting more difficult to find time to post. The company is short staffed and things have been a little busy. As a reserve pilot, the airline guarantees at least 75 hours of pay per month. The last several months, I have seen at least 90 hours. Between the time working and commuting, time at home has been precious.

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With fuel prices ever increasing, there is a shift toward larger, more fuel-efficient regional aircraft. I would prefer to fly 50 seat or smaller aircraft and leave the larger planes for mainline carriers. However, relaxed scope has made 76 seat aircraft the wave of the future. Fortunately, my airline has a separate increased pay scale for 76 seats. Some regional carriers actually pay pilots the same wage for 50 and 76 seat aircraft.

In the next few months, I will be moving from the CRJ-200 to the 700 & 900. Differences training is scheduled for summer. I am looking forward to moving to the 700/900 type for many reasons including:

1. They have a large crew bag locker that doesn't require contortions to stow a bag. (No more cuts and scrapes on my hands)
   
2. They have leading edge devices on the wings, which allow lower approach speeds.
3. The more powerful engines offer better rates of climb above 20,000 feet.
4. The environmental control system works much better...set it and forget it.
5. The engines are managed by a full authority digital engine control system (FADEC).
   
6. There is a forward lavatory. No more trips to the back during long flights.
7. One or two forward baggage compartments in addition to the aft. No more weight and balance issues.
   
8. Automated control of the bleed air system.
9. Simpler operation of fire systems
   
10. The 700/900 trips are better and easier on the schedule.

From a passenger standpoint, the CRJ-700/900 series are more comfortable. The air distribution system circulates cabin air much better. The floor is lower, which makes looking out the windows easier and more comfortable. Also, there is a few inches more headroom. On the new Nextgen planes, there are larger windows, overhead bins and enhanced LED lighting. The CRJ-900 also has 12 first class seats.

With the number of 50 seat RJ's declining, moving to the 70-76 seat aircraft seems to be the right thing to do. Time will tell.

A few photos:


The world-famous Verrazano Narrows Bridge, which connects Staten Island with Brooklyn. When it was completed in 1964, it was the longest suspension bridge in the world. This was taken on a particularly clear day in February flying the Expressway Visual approach to runway 31 at LaGuardia. I will never get tired of flying over New York City.




These two photos were taken at JFK on runway 31L. They were utilizing the runway as a taxiway to hold traffic departing over Robbinsville. When we pushed back from the gate, visibility was zero. In the first photo, the fog was just beginning to lift. A few minutes earlier, the World 767 was not visible. The second photo was taken just before we started our engines again to taxi. After the fog lifted, the wind started blowing. Almost every arriving aircraft was executing a missed approach due to gusty crosswinds. Departures were getting out, though. When it was our turn, we encountered a plus 60 knot wind shear. The airspeed indicator instantly jumped from 70 knots to rotation speed! Pucker time for sure. After our departure, they shut things down again for a while.

Our destination was Baltimore, where a bunch of JFK arrivals were diverting to. An Emirates 777 declared a min. fuel emergency and landed. We also saw a United 747, British Airways and others. When we left Baltimore 3 hours later, the Emirates 777 was still sitting on the ramp, doors closed. Can you imagine being a passenger on a flight all the way from Dubai, getting diverted to Baltimore and then having to wait on board until JFK was accepting arrivals? That's about a 12 hour flight, at least 3 hours on the ground in Baltimore and another 60 minutes to JFK. That's a long time to sit in a coach seat.

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More soon...