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.

---

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.

HELLO...Hello...Hellooooo? Is Anybody THERE...There...There

It's been a long dry spell. There's been a bit of turmoil in the airline business and with the price of oil, things aren't looking too good for a lot of good people. How can any airline be profitable at at current fuel prices? Some analysts are projecting $200 per barrel by the end of the year!

Over the last few months, ATA, Aloha, MaxJet, EOS, Skybus, Skyway and Big Sky have either gone out of business or ceased passenger operations. In addition, Frontier filed for Chapter 11 bankruptcy protection. On top of that, one of the nation's largest regional airlines is in pretty deep financial trouble. They lost a large lawsuit filed by another carrier in Hawaii. They lost a contract from Delta flying 38 Embraer 145 aircraft out of JFK, Cincinnati and Orlando. They have a potentially large debt obligation due in June and there are rumors about the loss of flying from United Air Lines. Another regional, considered by many to be one of the best, is feeling some pain due to a takeover bid from the largest regional airline.

This is a very tough time for the aviation industry. In the current environment, today's darling of the regional airline industry can become tomorrow's pariah. I feel for those who have recently lost their job and feel fortunate that the company I work for has just announced the hiring of at least 300 additional pilots. The reason for the hiring is purely speculative. A few months ago, the rumors of our demise were flying. What a difference 90 days makes. Who knows what the next 90 days will bring? The light at the end of the tunnel could very well be another freight train. We could be pariahs again in the blink of any eye. Or, we could see the fruits of rumored growth. Who knows? Ahh, life at an airline.

Right now, one of my biggest hopes is that pilots at the legacy airlines hold on to current scope restrictions. Scope restrictions are basically the limit on the size of the aircraft that can be sub-contracted to regional carriers. Continental currently limits regional scope to 5o seats, Delta & Northwest at 76 seats, American 50, plus a small number of 70 seaters, and United at 70 (I think). The future of everyone will be brighter if mainline size aircraft stay at mainline carriers. A new crop of quasi-regional aircraft such as the utterly ridiculous CRJ-1000 (I mean seriously, how many times can Bombardier stretch a Challenger?), Bombardier C-Series, Embraer 195 and the new MRJ from Mitsubishi are just too large to be flown at regional rates. Hopefully, legacy pilots will stand firm on scope. Unfortunately, legacy carriers are going to keep pressuring their pilot groups to relax scope to 110+ seats. That's not good for any pilot.

Making any type of drastic move right now if risky. That being said, my family comes first and airline cutbacks have made an already difficult commute nearly impossible. Commuting across three time zones has never been easy. Since the cutbacks began 60 days ago, I have lost at least 4 days per month with my family. That just isn't acceptable. There were three choices:

1. Quit and go back to previous career. This really isn't an option. Too much effort and time, as well as sacrifices from my wife and children, has been spent to give up.

2. Move to another airline with a base closer to home. Making a lateral move in a seniority business is never a good idea. The current health of the airline business makes it virtual career suicide.

3. Relocate to my domicile. This is the option we have chosen.

Yes, there are still risks involved in moving across the country. With the current mega-merger, will my home domicile even be around post merger? Will I even have a job? The important part is that my wife and children will be closer. They are all excited about the change of scenery. Going from the desert to an area with four seasons will be nice. The cost of living is much lower in the Midwest too. From housing to food to energy costs, it's just more affordable.

So that's where things stand. We're getting ready for a huge change in our life and things are going to be very hectic for another six to eight weeks.

Right after moving, it will be time for two weeks of differences training followed by a check ride and some IOE. It appears that all future growth at my airline will be 76 seat CRJ-900's and that is the place to be. I just hope that 76 seats is the upper limit.

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.

---

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.

---

More soon...

Inefficiency

Today was a regular reserve day. My reserve duty window opened at 6 a.m. and at 6:01, my pager went off. Crew scheduling notifiedd me of a whopper of a trip:

Deadhead to Washington DC (DCA) operate 1 leg to Boston and then deadhead back to Cincinnati. The report time was 7:45. So I got up, showered and dressed. On my way out the door, one of my roommates was looking at the scheduling system and noticed that my report time had changed to 11 a.m.

There was no way I could go back to sleep, so I headed to the airport. Before I could get there, scheduling called to inform me of another change. The non-stop flight was canceled. They were going to deadhead me from CVG to ATL, then ATL to DCA. 3.5 hours of deadhead just to get to Washington DC.

I flew the leg from DCA to BOS. It was a nice, clear day. They were using runway 01, which points directly at the US Capitol. Because of restricted area P-56, it is important to start the turn west right when the gear goes up. It was nice and clear all the way to Boston, where we did the visual approach to runway 33L.

There was just enough time to make the deadhead back to CVG, another 2.5 hours. 6 hours total time spent deadheading for 1.5 hours of block time. It's days like this that make me thankful for the duty rigs in the contract.

Our scheduling system operates on obsolete software. I'm talking about stuff that dates back to the days of Wang and Kaypro computers. The obsolete software makes efficient use of flight crews nearly impossible. Add that to a shortage of captains, which means they're getting yanked all over creation, and you get some pretty pissed off crews.

Tomorrow is day one of two ready reserve days. Blech.

Minor Change

Due to the misconduct of a few, comment moderation has been enabled.

Unfortunately, someone who had nothing better to do on Valentine's Day decided to leave some crude, ill conceived comments. I don't have the time or desire to feed a troll.

This blog was created first and foremost as a diary of my flight experiences. It is intended solely to preserve memories. If it has entertained or helped anyone along the way, that makes me happy.

I enjoy receiving comments and will add them when received. Comments do not have to be of the same view as mine. All I ask it that they be written in a manner that is respectful to everyone that visits this blog.

Flying is now my job. The first year is a time to pay dues and earn the respect of my peers. If I am good to flying it will be good to me, just like any career.

One of the best things about this blog is the friends I have made along the way. You guys know who you are and I really have enjoyed getting to know you.

If by chance you find yourself annoyed or offended by this blog, please stop visiting.

On The Job Observations

This post isn't really aviation related, more a day in the life kind of thing.

One of the things that pilots do when not flying is spend a lot of time at airports. We like to call it "airport appreciation". Last week, I spend some "airport appreciation" time in New York at LaGuardia. This post is about that experience.

When killing time at the airport, there are several options.

1. Go to the crew lounge. (if available)
2. Sit in the gate area and wait for your next leg.
3. Go to the food court.
4. Stay on your aircraft (if available) and sleep.
5. Find a comfortable spot and people watch.

I don't usually like to hang out in the crew lounge. With everyone coming and going all the time, it's noisy. Also, there tends to be a lot of complaining. Every job has its positives and negatives, but dwelling on the downs just doesn't appeal to me.

The gate area gets a little crowded and you get asked a lot of questions that you don't have the answer to.

The food court is ok if you're hungry, but otherwise not so much.

So the other day in LaGuardia, I decided to do some people watching. In the terminal, there is a ramp up that leads to the shopping/food court/security screening area. It is carpeted and becomes marble tile at the top.

I was standing by the rail next to Brooks Brothers chatting with a Port Authority K-9 Officer. A man in a matching outfit with matching roller slowly went by and stopped at the top of the ramp on the first tile, right in the middle of the walkway.

I thought maybe he forgot something or was looking for keys, wallet etc. as he split the flow of people like a rock in a stream. I went back to my conversation with the PA cop. A few minutes later, I noticed that he was still standing still, a few tiles ahead. He was standing perfectly still, shoulders squared with his roll aboard at his side.

Now I was intrigued. I set my watch to stop watch mode and waited. A moment later he picked up and moved forward ONE tile, set down his roller and went back to the same posture. I started my stopwatch. 1:05 later, he did the same thing. Another 1:05 and he moved forward one more, repeating until he reached the exit where he snapped out of his OCD routine, picked up the pace and walked out.

It was one of the strangest things I had seen at an airport and strange people are not a rare occurrence at airports. I walked over to the security personnel at the exit and asked if they noticed his strange behavior. Apparently, he goes to LaGuardia every morning and takes a flight out and returns. When he reaches the top of the ramp, he does the same thing. They said that he then returns at noon and does it all over again.

When I was watching him, nobody accidentally bumped in to him or his roll aboard. I wonder what would happen if someone did?

Next time I spend some appreciation time at LGA, I'm going to look for him.

A Bad Day At The Office

The little white sticker on top of the display screen is a bad thing.

Last week, crew scheduling notified me of a last minute 4 day trip and I was actually pleased. The trip had 3 overnights in Boston and two days of Boston-Jacksonville-Boston legs. Nice and easy, right? WRONG.

The photo above comes from day two. Looking forward to the first day of out and back to JAX, I hopped in to the flight deck to claim my space only to find out that the FMS (flight management system), which makes navigation simple, was out of service. That is why the photo shows a bunch of dashed lines under ACT LEGS. No flight plan loaded due to deferred status.

Does a broken FMS mean the flight gets canceled? Nah, it just means the the flight crew actually has to work by using 1960's technology to navigate. Basic flight stuff. En-route charts and VOR tracking. This is why we still carry paper charts with us. FMS computers break and flights still have to go on.

This is the high altitude en-route chart for the east coast. Good times.

Tracking in & out-bound courses on VOR's and intercepting airways is nothing new to any pilot with an instrument rating. The big difference is speed. With 500+ knots ground speed, VOR's come and go just a little faster. Planning ahead is crucial and flying old school requires much more crew effort.

To make matters worse, ATC kept forgetting that our flight plan was filed without GPS and kept giving routing to GPS way points. "Unable" is all we could say...then wait for a sigh from ATC as they had to do more work and give us vectors.

The FMS is a very useful tool. Not only does it tell the aircraft where to go, it calculates weight and balance, fuel burn, vertical navigation for climb and descent planning and much more. It is a very useful tool and is taken for granted.

BOS-JAX, right? Nah.

Another time the FMS comes in handy is when a diversion is necessary. When operational, the FMS tells you your arrival time and fuel. When diverting to the alternate, which is already in the FMS, you simply check the fuel numbers and make sure there are adequate reserves to make the alternate.

When we departed, the weather in JAX was forecasted to be well above approach minimums. By the time we started to fly the arrival, the weather had actually deteriorated and visibility was reported at 1/8 mile, which is far below even CAT II minimums. We were given holding instructions to wait out the fog. JAX approach came on and told everyone that the Category II ILS was out of service and that CAT I minimums weren't forecast for another two hours.

Our original alternate was Daytona, but the fog was hugging the coast and it was no better there. We radioed our dispatch and our new alternate was determined to be Orlando. So in the old-school holding patter tracking in and out, calculating wind drift etc., we did our fuel burn calculations and determined that we could make Orlando with 200 pounds over reserves.

We made it to Orlando, refueled, lost a few passengers who's final destination was Orlando anyway and, two hours later, arrived in Jacksonville.

Thankfully, other than having no FMS, the trip back to Boston was uneventful.