Gadling http://www.gadling.com Gadling http://www.blogsmithmedia.com/www.gadling.com/media/feedlogo.gif Gadling http://www.gadling.com en-us Copyright 2012 Weblogs, Inc. The contents of this feed are available for non-commercial use only. Blogsmith http://www.blogsmith.com/<![CDATA[Cockpit Chronicles: Fly Rio!]]>http://www.gadling.com/2011/10/21/cockpit-chronicles-fly-rio/http://www.gadling.com/2011/10/21/cockpit-chronicles-fly-rio/http://www.gadling.com/2011/10/21/cockpit-chronicles-fly-rio/#commentsFiled under:

Occasionally the airline will offer pilots the chance to fly for a month out of another base when they're short a few pilots at that city. I remember flying with one of these temporary duty (TDY) pilots who came up to Boston from Miami. I asked him what trips he usually flew out of Miami and he began to tell me all about Rio de Janeiro.

The conversation included some good pointers about the hazards of flying in Brazil.

He pointed out that there's a note in our manuals that talks about celebratory balloons near the city. Apparently, it's not uncommon for Brazilians to put together huge balloons especially at night, attach them to a pallet or some other structure and light a fire under the canopy. The Miami pilot even claimed that a propane tank has been known to be the fuel source.

After nearly hitting them on two different occasions, he sought out to warn other pilots of these inflight obstacles.

He said he had even seen one while climbing through the clouds.

A quick look at YouTube shows the launching of a few of these balloons such as this one:


The Miami co-pilot went on to describe the difficult radio reception over the country as well and we talked about the midair collision between a 737 and a corporate jet down there.

After struggling to close my jaw from shock, I had to ask him, "Why do you bid those trips?"

Continue reading Cockpit Chronicles: Fly Rio!

Cockpit Chronicles: Fly Rio! originally appeared on Gadling on Fri, 21 Oct 2011 11:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>Amazon RainforestBalloonsBostonBrazilChrist the Redeemercockpit+chroniclescockpitchroniclesGOL MidairGolMidairLegacy JetLegacyJetNew York CityRio de JaneiroFri, 21 Oct 2011 11:00:00 EST<![CDATA[Cockpit Chronicles: Video—Food in the cockpit. How it's prepared and what is served]]>http://www.gadling.com/2011/10/12/cockpit-chronicles-video-food-in-the-cockpit-how-its-prepared/http://www.gadling.com/2011/10/12/cockpit-chronicles-video-food-in-the-cockpit-how-its-prepared/http://www.gadling.com/2011/10/12/cockpit-chronicles-video-food-in-the-cockpit-how-its-prepared/#commentsFiled under: ,

"I'm getting kind of tired of these chicken Caesar salads."

I said those words just a few months into my career at American. The statement resonated loudly after I was furloughed and flying for a freight airline with barely a bottle of water on board, so I vowed that I would never complain about a crew meal again.

In fact, when I came back to AA I nearly cried when a flight attendant entered the 727 cockpit and asked us what we wanted to drink.

Now, after ten years of international flying, mostly to Europe, I've enjoyed more crew meals than I probably should have. Warm dishes on an airline flight might be foreign to today's passengers and even some of our domestic pilots, but on the international side we still enjoy food just as it was in the earlier days of airline flying.

The usual transatlantic daytime flight might include appetizers, such as nuts and cheese, salads, a main course with an overabundance of bread and a slice of cheesecake perhaps, followed later by a Sundae or cookies. Before landing in the afternoon, there's often a cheese plate or fruit dish, followed by a pizza or steak sandwich.

Honestly, it's too much. But if you're paying for a business class experience, over indulging every now and then isn't bad. For pilots however, these crew meals can add more pounds in the first year of international flying than during a freshman year in college.

I limit myself to just the nuts as a starter followed by the salad. Later, if there's any fruit available, I'll have some of that, or if it's morning in Europe, the cold cereal is a good choice. Anything more and I begin to feel overly tired during the overnight flight across the pond. Since I've cut back I've noticed a definite slackening of my uniform pants.

Typically three meals are put on for the three-pilot cockpit crew, two items the same, often chicken or steak and the third perhaps being a pasta dish.

Most co-pilots give the choice of meal to the captain, and the captain often defers back to the co-pilot. It can become comical at times; neither pilot wanting to make what is probably the least important decision of the flight. Alas, it's typically decided that whoever is flying the plane for that leg should choose.

I've enlisted the help of our flight attendant Susan, who made a brief appearance in my Boston to Paris video seven years ago, to appear again in front of the camera to show how she manages the cockpit and passenger meals for a 10&frac12; hour flight from Rio to New York.

Notice just how busy Susan is before boarding. As the "number five" flight attendant out of nine aboard our 767, she's 'the cook' up front, responsible for not only preparing and cooking the meals, but setting up the galley on the ground.

Passengers in the back also enjoy a hot meal, and there's another flight attendant with three ovens getting ready to prepare that food as well.

Continue reading Cockpit Chronicles: Video—Food in the cockpit. How it's prepared and what is served

Cockpit Chronicles: Video—Food in the cockpit. How it's prepared and what is served originally appeared on Gadling on Wed, 12 Oct 2011 11:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>airlinebreakfastcockpitcockpit+chroniclescockpitchroniclescrew mealCrewMealdiningdinnereatflight attendantFlightAttendantfood+in+the+cockpitfoodinthecockpitfoodweekinternationalpilotpilots+flight+attendants+eatpilotsflightattendantseatRio de JaneiroRioDeJaneirowhat++do++pilots+eat+in+the+cockpitwhat+do+pilots+eatwhatdopilotseatwhatdopilotseatinthecockpitWed, 12 Oct 2011 11:00:00 EST<![CDATA[Cockpit Chronicles: Boeing vs Boeing. Pilots weigh in on the flight qualities of each type]]>http://www.gadling.com/2011/09/30/cockpit-chronicles-boeing-vs-boeing-a-few-pilots-weigh-in-on-t/http://www.gadling.com/2011/09/30/cockpit-chronicles-boeing-vs-boeing-a-few-pilots-weigh-in-on-t/http://www.gadling.com/2011/09/30/cockpit-chronicles-boeing-vs-boeing-a-few-pilots-weigh-in-on-t/#commentsFiled under:

We talked last week about identifying the various Boeing airplanes from their external characteristics. But to Boeing pilots who have been fortunate to fly most of them, each airplane has its own personality. I thought I'd share some different opinions of a few pilots who have flown them.

To accomplish this, I chose a select group of 'friends of Kent that also fly Boeings.' And by select, I mean John Steinbeck of UPS and Chris Countryman, formerly with Cathay Pacific Cargo and United Airlines. It's not exactly a scientific survey, but they filled me in on the Boeings they have time in, including the 747.

I've also asked a Boeing test pilot to give his impressions on the new 747-8 and the 787.

Rest assured, no two pilots can agree if a cockpit is relatively small or large, or if an airplane is heavy or sensitive on the controls, so I'm sure we'll see some dissenting opinions in the comments below. I welcome any observations from other pilots.

We'll break them down by type:

Continue reading Cockpit Chronicles: Boeing vs Boeing. Pilots weigh in on the flight qualities of each type

Cockpit Chronicles: Boeing vs Boeing. Pilots weigh in on the flight qualities of each type originally appeared on Gadling on Fri, 30 Sep 2011 10:30:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>747+cockpit+simulator+ride747-8747cockpitsimulatorrideboeingBoeing 717boeing 737Boeing 747Boeing 747-8boeing 757boeing 777Boeing 787Boeing CoBoeing717Boeing737Boeing747Boeing747-8Boeing757Boeing777Boeing787Cessna 172cockpit+chroniclescockpitchroniclesDouglas DC-8Guggenheim AirlineJohn SteinbeckMcDonnell Douglas MD-80New York CitySci/TechUnited AirlinesFri, 30 Sep 2011 10:30:00 EST<![CDATA[Bob Crandall thinks out loud, on topics you wouldn't expect from a former airline president]]>http://www.gadling.com/2011/09/28/bob-crandall-thinks-out-loud-on-topics-you-wouldnt-expect-from/http://www.gadling.com/2011/09/28/bob-crandall-thinks-out-loud-on-topics-you-wouldnt-expect-from/http://www.gadling.com/2011/09/28/bob-crandall-thinks-out-loud-on-topics-you-wouldnt-expect-from/#commentsFiled under:

As much as American Airlines employees loved to hate Bob Crandall, their outspoken President and Chairman in the '80s and '90s, many are now longing for the leadership he provided not just to AA, but the entire industry. At the time, he was the Steve Jobs of the airline world.

Credited with developing the first frequent flyer program in the airline industry and pioneering modern reservations systems using SABRE, Crandall changed the business forever.

Not one to turn away from the spotlight since his retirement in 1998, he has recently started a personal blog on economic and social issues called Bob Crandall Thinks...

His common sense approaches try to be apolitical in tone, although the titles of his posts, such as Myopia and its Consequence and Morons... or Something Better? are your first indication that he's not worried about offending anyone. He says Americans are unable to grasp the realities of our economic situation and offers some insightful suggestions on how we can fix a number of problems such as Medicare, education, job creation and taxes.

If I didn't know any better, Mr. Crandall appears to either be running for office or trying to influence some of our leaders. Judging from the comments on his blog, he appears to be resonating with most people. Read each of his posts and see if it doesn't make sense to you. I think you'll be surprised at refreshing approach to problems this former airline head has to say.

Is it time for Crandall to make a Steve Jobs type of return to the airline he loved so much?

Bob Crandall thinks out loud, on topics you wouldn't expect from a former airline president originally appeared on Gadling on Wed, 28 Sep 2011 10:30:00 EST. Please see our terms for use of feeds.

Read | Permalink | Email this | Comments]]>AAairlineAmerican AirlinesAmericanAirlinesBob CrandallBob Crandall Thinksbob+crandall+blogbob+crandall+thinks+blogBobCrandallbobcrandallblogBobCrandallThinksbobcrandallthinksblogCEOChairmanrobert+crandall+blogrobertcrandallblogSteve JobsSteveJobsWed, 28 Sep 2011 10:30:00 EST<![CDATA[Cockpit Chronicles: Know your Boeings]]>http://www.gadling.com/2011/09/23/cockpit-chronicles-know-your-boeings/http://www.gadling.com/2011/09/23/cockpit-chronicles-know-your-boeings/http://www.gadling.com/2011/09/23/cockpit-chronicles-know-your-boeings/#commentsFiled under:

One of the first things any aviation enthusiast or pilot learns is how to tell one airplane from another. Usually, those of us aviation obsessed types pick this up as kids.

But a few frequent fliers, airline employees and maybe even some pilots may not be able to catch all the nuances that separate the various types of jets. We've broken down the differences between the various Boeings to make you a better spotter. So the next time you fly, see if you can spot the differences.

707: Let's face it. If you see the 4-engine narrow body Boeing 707 flying around, it's probably painted in Qantas colors and it's owned by John Travolta. There aren't many 707s still flying. There are, however, a number of military KC-135 tankers flying that supply fighters and transport aircraft with fuel. This airplane is a re-engined 707 that has been in use for decades.


Boeing 707

The 707 is somewhat easy to confuse with the Douglas DC-8 that's still widely in use by freight operators. But the DC-8 has two scoops on the nose that drive a turbo compressor which pressurizes the airplane. The 707 also had a long pitot tube HF radio antenna mounted to the top of the vertical stabilizer.

Continue reading Cockpit Chronicles: Know your Boeings

Cockpit Chronicles: Know your Boeings originally appeared on Gadling on Fri, 23 Sep 2011 10:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>BoeingBoeing 707boeing 737Boeing 747Boeing 767boeing 777Boeing 787Boeing KC-135 StratotankerBoeing737Boeing747Boeing767Boeing777Boeing787Deutsche Lufthansa AGDouglas DC-8Fedex CorpFinanceJohn TravoltaMcDonnell DouglasMcDonnell Douglas MD-80Qantas Airways LtdRolls-Royce Group PLCSouth AmericaFri, 23 Sep 2011 10:00:00 EST<![CDATA[Cockpit Chronicles: A captain's line check]]>http://www.gadling.com/2011/09/16/plane-answers-a-captains-line-check/http://www.gadling.com/2011/09/16/plane-answers-a-captains-line-check/http://www.gadling.com/2011/09/16/plane-answers-a-captains-line-check/#commentsFiled under:

Once every two years a captain is required to be observed by a check airman. And captains over sixty must be checked every six months.

I touched on the line check in the last Cockpit Chronicles, and I've had yet another trip with a check airman performing a line check, making it two in the last eight days. Both of the captains I was flying with were over sixty. As a result of the change in retirement age from sixty to sixty-five in 2007, a line check has been mandated every six months for those sixty and older.

I've spotted some of the items that check airman are looking for during these checks. Consider this a guide on how to make a check airman happy. I know my demographic here at Gadling will be thrilled to come across this information.

It's important not to fly any differently when you're not being checked. You won't be able to fool these pilots by 'stepping up your game' only when they're around. There are so many rules, procedures and techniques you'll need to adhere to, that it'll be obvious to the instructor that you haven't been paying attention to your training if you try to 'step up your game' only when the management pilot is around.

The 'Check Airman'

At my company, check airmen are captains that are chosen, usually by the base chief pilot, to fill the instructor positions. Some are exclusively 'line' check airman, who only perform line checks and the 'initial operating experience' for new pilots to the aircraft. Others are qualified to fly the line and also perform simulator checks.

What they want to see.

The following are some examples of what a pilot will be tested on during a six month or two-year line check.

Continue reading Cockpit Chronicles: A captain's line check

Cockpit Chronicles: A captain's line check originally appeared on Gadling on Fri, 16 Sep 2011 10:30:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>Age 65Age65airlineBoeing 757boeing+updatesboeingupdatesCaptainCheck Airmancheck+airman+payCheckAirmancheckairmanpaycockpit+chroniclescockpitchroniclesDepartment of Transportationfar+line+checks/ioefarlinechecks/ioeFMSFuel SavingsFuelSavingsICAOimagenes+de+767+cockpitimagenesde767cockpitInstructor PilotInstructorPilotLine CheckLineCheckLocalNew York CityPilotTrainingU.S.Fri, 16 Sep 2011 10:30:00 EST<![CDATA[Cockpit Chronicles: A 'new' pilot's first trip on the line]]>http://www.gadling.com/2011/09/08/cockpit-chronicles-a-new-pilots-first-trip-on-the-line/http://www.gadling.com/2011/09/08/cockpit-chronicles-a-new-pilots-first-trip-on-the-line/http://www.gadling.com/2011/09/08/cockpit-chronicles-a-new-pilots-first-trip-on-the-line/#commentsFiled under:

To say it's been a long time since we've seen any newly hired pilots at our airline is an understatement. Up until now, the junior most pilots have been here for more than ten years.

As I was riding in to work on the JFK Airtrain a few weeks ago, I looked up the crew list again on my phone. I was surprised to see that the co-pilot (I was the relief pilot this day) was listed as 'open.' That meant that crew scheduling was likely scrambling to find a pilot to cover the trip after someone must have called in sick.

When I arrived at operations, I found the captain giving directions over the phone to the other co-pilot to the employee parking lot, so we both assumed we'd be flying with someone new to the base. It hadn't occurred to us that he may also be new to the airline.

Back in 1998 an agreement was signed that brought pilots over from the affiliated regional and gave them slots at the major airline. But the agreement required them to wait for two years before coming over, and when the downturn occurred after 2001, some of these pilots were withheld from the 'mainline' for the next decade.

Now that we're recalling pilots from furlough at a pretty good clip, with hopefully all of them back to work early next year, some of the senior most captains from the regional airline are starting to come over again.

As I was setting up the cockpit for departure, the other co-pilot introduced himself and explained that he was one of these flow through pilots and had just finished training.

Continue reading Cockpit Chronicles: A 'new' pilot's first trip on the line

Cockpit Chronicles: A 'new' pilot's first trip on the line originally appeared on Gadling on Thu, 08 Sep 2011 16:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>airline+or+airlines+or+airwaysairlineorairlinesorairwaysAirTrain JFKBarcelonaBoeing 757cockpit+chroniclescockpitchroniclesDes Moines, IowaNew PilotNew York CityNewPilotpilotplacido+domingoplacidodomingoPlácido DomingoThe Three TenorsThu, 08 Sep 2011 16:00:00 EST<![CDATA[Biking the car-less streets of New York City after Hurricane Irene]]>http://www.gadling.com/2011/08/28/biking-the-car-less-streets-of-new-york-city-after-hurricane-ire/http://www.gadling.com/2011/08/28/biking-the-car-less-streets-of-new-york-city-after-hurricane-ire/http://www.gadling.com/2011/08/28/biking-the-car-less-streets-of-new-york-city-after-hurricane-ire/#commentsFiled under: ,

I've suddenly found myself stuck in New York City after my 3-day Rome trip canceled. Watching the news last night, it looked like Manhattan would be without power and struggling even to survive the 'storm of a lifetime' on Saturday.

Instead, after Hurricane Irene passed through the city earlier this morning there was an erie calm. As I woke up, I wondered if we were in the eye of the storm.

It turns out, Irene may have some strong winds on the back side, but for now, a little fun could be had by biking through the empty streets of the city.

Here's what I found at 5th Avenue, Central Park, Times Square, Grand Central Terminal, the U.N. Building the Queensboro (59th Street) Bridge and the East River. Wide open streets and unencumbered riding! A video is the best way for me to describe the morning:


There was a atmosphere in the city today. One biker told me he saw people playing Wiffle Ball in Times Square. Tourists, with nothing else to do, gathered on Broadway, umbrellas in hand, just to look at the streets.


New York is an amazing city, but after a snow storm or situation like we had today, the break in monotonous city life offers a chance look around them and see just how great this place is.

I thought I'd had enough of Irene after experiencing it from the air, but today Irene brought many of us a pleasant surprise, and some time to reflect on how thankful we are that it wasn't worse.

Biking the car-less streets of New York City after Hurricane Irene originally appeared on Gadling on Sun, 28 Aug 2011 13:30:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>59th Street Bridge59th+street+bridge+open+hurricane59thStreetBridge59thstreetbridgeopenhurricane5th Avenue5thAvenueApple StoreAppleStorebicyclebikingBroadwayCentral ParkCentralParkdeserted streetsDesertedStreetsEast RiverEmptyEntertainmentGrand Central TerminalGrandCentralTerminalHurricane IreneHurricaneIreneirene+59th+street+bridgeirene59thstreetbridgeLocalManhattanNew York Citynew+york+after+hurricanenew+york+city+after+hurricanenewyorkafterhurricaneNewYorkCitynewyorkcityafterhurricaneno carsNoCarsny+after+hurricanenyafterhurricanenyc+after+the+hurricanenycafterthehurricaneQueensboro Bridgequeensboro+bridge+ireneQueensboroBridgequeensborobridgeirenestreets+of+new+yorkstreetsofnewyorkTimes Squaretimes+square+after+hurricaneTimesSquaretimessquareafterhurricaneTKTSU.N. BuildingU.n.BuildingU.S.United Nations HeadquartersWide OpenSun, 28 Aug 2011 13:30:00 EST<![CDATA[Cockpit Chronicles: One long date with Hurricane Irene]]>http://www.gadling.com/2011/08/28/cockpit-chronicles-one-long-date-with-hurricane-irene/http://www.gadling.com/2011/08/28/cockpit-chronicles-one-long-date-with-hurricane-irene/http://www.gadling.com/2011/08/28/cockpit-chronicles-one-long-date-with-hurricane-irene/#commentsFiled under:

Plunk, plunk, plunk, went the water as it dripped from the ceiling into a trash can behind me.

"I'd just as soon call it quits here and go to a hotel." the captain said, looking at the latest weather report for Santo Domingo and the radar picture of hurricane Irene which was just northwest of our destination. All of Puerto Rico, where we were contemplating our decision, had just been through the hurricane and much of the island was without power. In our 200 square foot operations room at the San Juan airport, water was leaking all around the room.

Plunk, plunk, plunk.

We had just flown down from New York heading to Santo Domingo (SDQ) on what was supposed to be a turn-a one day trip, just down and back-but prior to beginning the approach, we were sent a message from our dispatch telling us to divert to San Juan.

The four of us in the cockpit were a bit surprised. Another flight just six minutes ahead of us had just touched down after breaking out of the clouds shortly before the minimum height required to see the runway. They said it was just heavy rain on the approach.

There were four of us in the cockpit at that moment; the captain and myself, along with the relief co-pilot and a check airman who was giving a line check to the captain. All of us were in agreement that we needed to go to San Juan. Dispatch could have information that we just weren't privy to at the moment, just as if any one of us had said 'go-around' during the approach, the flying-pilot (at our company) is required to climb away from the ground and ask questions later. In this case, dispatch is very much part of our team. In this case, we didn't have time to discuss the particulars with our dispatcher. We had to trust that they had information about the airport, terminal, gate, runway or some other operational need to get us back to San Juan.

After working our way around the tail end of the hurricane, we were now faced with turning back through the same weather on our way to San Juan. Fortunately fuel wasn't a concern, since we had more than four hours available for our 45-minute flight to our alternate airport.

The climb out was just as bumpy as the arrival. Most of the time we were in the clear, but the turbulence would still be an issue for our passengers, who were probably nervous after we discontinued the approach.

Continue reading Cockpit Chronicles: One long date with Hurricane Irene

Cockpit Chronicles: One long date with Hurricane Irene originally appeared on Gadling on Sun, 28 Aug 2011 10:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>airlineFlyingHurricaneHurricane IreneHurricaneIreneIreneJFKKennedy AirportKennedyAirportLocalNew York CityPuerto RicoSanto DomingoSDQU.S.weatherSun, 28 Aug 2011 10:00:00 EST<![CDATA[Cockpit Chronicles: There's more behind the Air France 447 crash than pilot error]]>http://www.gadling.com/2011/08/12/cockpit-chronicles-theres-more-behind-the-air-france-447-crash/http://www.gadling.com/2011/08/12/cockpit-chronicles-theres-more-behind-the-air-france-447-crash/http://www.gadling.com/2011/08/12/cockpit-chronicles-theres-more-behind-the-air-france-447-crash/#commentsFiled under:

Recently a couple of pilots found themselves in a situation that was foreign and perplexing to them; a scenario the designers of the airplane hadn't fully expected. They fought their way for 3 minutes and 30 seconds while trying to understand what was happening after a failure of one of the pitot static systems on their Airbus A330. At times the flying pilot's inputs exacerbated the problem when he assumed they were flying too fast rather than too slow.

Because they hadn't seen anything like this in the simulator, and the airplane was giving conflicting information, the recovery would have been all the more difficult.

Pilots are taught that an erroneous airspeed indicator can be countered by paying close attention to their pitch and power. It sounds so simple that many pilots wonder aloud, just how anyone in the situation could mess it up.

In the early morning hours of June 1st, 2009, the pilots of Air France flight 447 were working their way around thunderstorms while flying from Rio de Janeiro to Paris in the widebody Airbus A330.

A faulty pitot tube created a situation where any changes in pressure resulted in fluctuations in the airspeed indicator. To understand how difficult it is to recognize this problem and then correct for it, let me use the following analogy:

Imagine you're driving a car at night. You come down a hill and you feel the cruise control back off on the gas to prevent the car from going too fast. Just as you look down at your speed noticing that it is, in fact increasing, a siren and lights go off behind you. A police car has woken you up from your late night drive.

Instinctively you kick off the cruise control and apply the brakes. The speedometer indicates you're still accelerating, so you press harder on the brakes. Your car has now decided that because you're trying to slow so quickly, it will shut off the anti-skid braking system and allow you to use manual brakes. You then skid off the road and into a ditch.

Based on the released information about one of the most mysterious accidents in recent history, it appears the pilots of Air France 447 faced a set of circumstances similar to our driving example.

Continue reading Cockpit Chronicles: There's more behind the Air France 447 crash than pilot error

Cockpit Chronicles: There's more behind the Air France 447 crash than pilot error originally appeared on Gadling on Fri, 12 Aug 2011 08:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>A330Air France 447air+franceair+france+flight+447AirbusairfranceAirFrance447airfranceflight447airspeedAvHeraldcaptaincoffin cornerCoffinCornercrashflight+447flight447mediaParispilot errorPilotErrorpilotsreportsRio de JaneiroRioDeJaneirostallFri, 12 Aug 2011 08:00:00 EST<![CDATA[Cockpit Chronicles: Eight ways to slow a jet]]>http://www.gadling.com/2011/07/31/cockpit-chronicles-the-eight-ways-to-slow-a-jet/http://www.gadling.com/2011/07/31/cockpit-chronicles-the-eight-ways-to-slow-a-jet/http://www.gadling.com/2011/07/31/cockpit-chronicles-the-eight-ways-to-slow-a-jet/#commentsFiled under:

One of my first posts on Cockpit Chronicles was an explanation on how to park a 757. At the risk of catering only to people who have recently acquired their own Boeing jets, I'd like to continue with another lesson.

The eight ways to slow a jet

When you're driving your 5-speed manual transmission car and you exit an offramp, besides just taking your foot off the gas pedal, there are a couple of different ways that you can slow down. Most people probably put on the brakes, but you could also downshift as well.

In an airliner, there are four different ways inflight and four methods on the ground to slow a jet, and often these techniques can be used in conjunction.

Unlike turboprop airplanes, jets are rather difficult to slow down and require a bit of planning in advance to avoid burning too much fuel or ending up too high at the airport for landing.

So let's start with our Boeing that's at 33,000 feet. Pilots will use a rough "3 to 1" guide when deciding when they'll need to start down, adjusting for wind as needed.

To do that, take the 33,000 feet, drop the zeros and multiply it by three. 33 X 3 = 99 miles.

So, for a descent at idle thrust, the pilots will need to start down within 99 miles of the airport. Any later and they'll be too high and need to add drag to get down, and any sooner and they may need to add power and level off for a while. Either way, more fuel is burned.

A side note: If the engines were to fail, our airplane would likely be able to make it to the runway if it were within that 99 mile point. It's just going to take some perfect planning on the part of the pilots, as was the case with the Air Transat and Air Canada flights.

Since an airplane burns far less fuel at altitude, it's best to stay up high until the airplane can descend, ideally at idle thrust, all the way to the final approach segment. That's our goal, subject to air traffic control requiring something different.

It's not uncommon, especially in the U.S., for air traffic controllers to leave you at altitude past your normal beginning of descent point. In this case, it's going to take more than idle thrust to descend quickly enough.

Continue reading Cockpit Chronicles: Eight ways to slow a jet

Cockpit Chronicles: Eight ways to slow a jet originally appeared on Gadling on Sun, 31 Jul 2011 09:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>aerodynamic brakingAerodynamicBrakingair canadaair transatairbusAirCanadaAirlinesAirTransatautobrakesboeingbrakesCaribbeanCaribbean Airlines GuyanaCaribbeanAirlinesGuyanacrashGuyanahow toHowToJamaicajetreverse thrustReverseThrustslowspeedspeedbrakesspoilerstiresSun, 31 Jul 2011 09:00:00 EST<![CDATA[Cockpit Chronicles: Hitching a ride to Kentucky in Concorde]]>http://www.gadling.com/2011/07/15/cockpit-chronicles-hitching-a-ride-to-kentucky-in-concorde/http://www.gadling.com/2011/07/15/cockpit-chronicles-hitching-a-ride-to-kentucky-in-concorde/http://www.gadling.com/2011/07/15/cockpit-chronicles-hitching-a-ride-to-kentucky-in-concorde/#commentsFiled under:

Occasionally, when pilots are together, the subject eventually will come around to airplanes. Specifically, just what airplane we'd most like to fly.

While I have a rather long list that includes the Ford Tri-Motor and the Spitfire, solidly at the top of the heap lies Concorde. An airplane so special, you're not even allowed to put 'the' in front of its name.

Since there was no possibility of ever flying this airplane at my airline, I knew I had to do the closest thing. Even though my wife and I were very recently hired at our respective airlines, we both agreed that we'd have to pay for a non-revenue (slang for employee reduced-rate) flight in Concorde before it was retired. This was in the mid '90s and the one-way tickets were still a relatively steep $600 per employee.

At the time, my wife was a flight attendant for United, based in Newark. She was working in the aft galley when a gentleman came back for something. He happened to mention that he worked for British Airways at JFK as the director of Concorde charters.

My wife told him of our plans to purchase a pass on the airplane for a flight to London in the future, just for the experience.

"Don't do that." He said. "We have a charter flight from New York to Cincinnati in two weeks. Come along on then. No charge."

He even extended the offer to the other flight attendants riding that day, but they all passed on the opportunity.

Two weeks later, Linda and I arrived at the Concorde lounge early enough to watch the inbound supersonic jet taxi to the gate. There was a tremendous amount of activity by the staff, with everyone even more frantic than what would be typical for agents eager to 'turn-around' an airplane quickly.

We soon discovered what was happening.

Continue reading Cockpit Chronicles: Hitching a ride to Kentucky in Concorde

Cockpit Chronicles: Hitching a ride to Kentucky in Concorde originally appeared on Gadling on Fri, 15 Jul 2011 09:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>B-OAGBritish AirwaysBritishAirwaysCharterCincinatticockpitcockpit Chroniclescockpit+chronicals+kentucky+concordecockpitchronicalskentuckyconcordeCockpitChroniclesConcordeconcorde+newsconcordenewsCVGcvg+airportcvgairportDressesfly againFlyAgainJFKJumpseatLondon OlympicsLondonOlympicsNew YorkNewYorkNYPrincess DianaPrincessDianatrip reportTripReportFri, 15 Jul 2011 09:00:00 EST<![CDATA[Cockpit Chronicles: Landing an airline pilot job just got harder, but here's one way to do it.]]>http://www.gadling.com/2011/06/30/cockpit-chronicles-landing-an-airline-pilot-job-just-got-harder/http://www.gadling.com/2011/06/30/cockpit-chronicles-landing-an-airline-pilot-job-just-got-harder/http://www.gadling.com/2011/06/30/cockpit-chronicles-landing-an-airline-pilot-job-just-got-harder/#commentsFiled under:

Last year H.R. 5900 was signed into law requiring the FAA to set a new 1,500 hour minimum flight time requirement for any new airline pilots including small companies hiring co-pilots for their 19-seat airplanes.

The law is mandated to take effect by August of 2013 and was one of the recommendations to come from the Colgan Flight 3407 accident in Buffalo, even though both accident pilots had more than 1,500 hours at the time of the crash, with the captain having logged 3,329 hours and the first officer 2,200.

In the past, major airlines culled their aviators from the military and regional airlines. As hiring tapered off, military pilots went to the much lower paying jobs at the turboprop and small jet operators.

Today, fewer pilots are leaving the military, instead opting to make it a career. Furthermore, Air Force Magazine reported:

USAF is already training more UAV pilots than F-16 pilots. Within two to three years, Air Force officials predict, drone pilots will outnumber F-16 pilots, numbering as high as 1,100.

Airlines don't recognize this as piloting experience, though. Fortunately, these pilots may be able to move on to a flying position after three years in the service, which brings them three years closer to the twenty years needed for retirement, something that may affect their decision to move on to the airlines.

As the military pool of pilots dries up, most new hire classes will be filled with high-time regional airline pilots. But with the 1,500 hour requirement for new co-pilots, (what had been a typical minimum experience at the major airlines) these smaller companies are going to be competing fiercely for new pilots.

So while it's going to be more difficult to get to the 1,500 hour point, once you get there, the job market will likely be far less competitive.

But getting there won't be easy. I'll share with you how I would go about it if I were starting today.

Continue reading Cockpit Chronicles: Landing an airline pilot job just got harder, but here's one way to do it.

Cockpit Chronicles: Landing an airline pilot job just got harder, but here's one way to do it. originally appeared on Gadling on Thu, 30 Jun 2011 15:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>1500 hours1500+hours+for+pilots1500Hours1500hoursforpilotsairline pilot hiringairline+bostonairline+hiringairline+pilotairline+pilot+jobsairlinebostonairlinehiringairlinepilotAirlinePilotHiringairlinepilotjobsbuild flight timeBuildFlightTimecockpit+chroniclescockpitchroniclesColgan 3407Colgan3407faa+cockpit+chroniclesfaacockpitchroniclesH.R. 5900H.r.5900how to become a pilotHowToBecomeAPilotjoblearn to flyLearnToFlynew+pilot+hours+for+jobsnewpilothoursforjobsNTSBpilotSullenbergerThu, 30 Jun 2011 15:00:00 EST<![CDATA[Cockpit Chronicles: A farewell to Boston]]>http://www.gadling.com/2011/06/17/cockpit-chronicles-a-farewell-to-boston/http://www.gadling.com/2011/06/17/cockpit-chronicles-a-farewell-to-boston/http://www.gadling.com/2011/06/17/cockpit-chronicles-a-farewell-to-boston/#commentsFiled under: ,

April was my last month flying from Boston. It was also the month that our company chose to eliminate the last remaining non-stop flights from Santo Domingo and San Juan to New England. These were markets where we'd flown for decades.

Fittingly, on the 2nd and 4th of April, I flew the very last flights from SDQ and SJU-not exactly something worthy of a celebration, but noteworthy, nevertheless.

I made sure to take a group shot of the pilots I worked with on both flights.

The final Santo Domingo to Boston pilots:


And the last San Juan to Boston flight:


We've been shrinking the Boston base for the past few years, and while many of my friends took the plunge and went south to New York, I had always planned to be the last one to leave. But facing a commute to Germany for a year, I knew JFK flying would be far more convenient. Lufthansa, Air Berlin, and even Singapore Airlines offer non-stop flights to Germany.

But before leaving Boston, I planned to enjoy two Paris trips and revisit my two most memorable restaurant experiences from the city of lights, and catch one major tourist attraction that I'm almost ashamed to admit that I've never seen.

Continue reading Cockpit Chronicles: A farewell to Boston

Cockpit Chronicles: A farewell to Boston originally appeared on Gadling on Fri, 17 Jun 2011 19:30:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>cockpit+chroniclescockpitchroniclescocpit+chroniclescocpitchroniclesDans Le NoirDansLeNoirFranceLe HideLeHideParisRestaurantFri, 17 Jun 2011 19:30:00 EST<![CDATA["Come Fly With Me" crash lands tomorrow on BBC America]]>http://www.gadling.com/2011/06/17/bbc-americas-come-fly-with-me-lands-tomorrow/http://www.gadling.com/2011/06/17/bbc-americas-come-fly-with-me-lands-tomorrow/http://www.gadling.com/2011/06/17/bbc-americas-come-fly-with-me-lands-tomorrow/#commentsFiled under: ,

Back when the only thing on television was either about lawyers or crime scenes, I lamented about the lack of a show featuring the airline industry.

How things have changed.

There are now documentary, drama, comedy and reality shows that cover every aspect of the airline world.

BBC and ITV have each done 'fly on the wall' documentaries; Airport and Airline, there are dramas such as the upcoming Pan Am, the defunct, but wildly raunchy British show Mile High, reality shows like Discovery's Flying Wild Alaska and Ice Pilots, not to mention the painfully mind-numbing Fly Girls.

Now the BBC is back with six episodes of a documentary comedy called Come Fly with Me that premiers in the U.S. on BBC America at 11:30 p.m. eastern tomorrow.

We had a chance to watch the first three episodes from the show, which was enough to realize that the program will be just as controversial here in the U.S. as it was in the U.K.

If you haven't figured it out from the late night time slot, Come Fly with Me is a politically incorrect edgy comedy that isn't afraid to use racial stereotypes to get some laughs.

But the racial jokes don't even qualify as being funny. There were other amusing parts, since airlines are the low hanging fruit in the comedy world, but most of the jokes seemed overworked and not at all subtle.

Granted, I'll admit that I laughed out loud when a passenger service agent lied about a maintenance delay (caused by wing failure) explaining that it was because "The pilot is still at home 'cause he's watching Avatar on DVD and he didn't realize how long it was."

And I rather enjoyed the Captain and Copilot husband and wife team formed when the captain's wife decided to become a pilot to keep an eye on her husband after she discovered he had cheated on her.

Most of the scenes are played by David Walliams and Matt Lucas, each taking turns dressing up as the pilots, flight attendants, ticket agents, the CEO and many of the airport staff. In this scene, Walliams and Lucas parody the check-in staff:


The airport and airline scenes are highly realistic, having been filmed in London's Stansted and the cockpits of actual aircraft which was refreshing for a change.

In all, I'd say it's a show that airline nuts probably should watch as they'll likely appreciate a few of the jokes. But I'd leave the seat belt sign on for the onslaught of criticism Come Fly With Me will generate after the first airing.

"Come Fly With Me" crash lands tomorrow on BBC America originally appeared on Gadling on Fri, 17 Jun 2011 15:00:00 EST. Please see our terms for use of feeds.

Read | Permalink | Email this | Comments]]>AirlineBBC Americabbc+come+fly+with+meBbcAmericabbccomeflywithmeCome Fly With Mecome+fly+with+me+bbccome+fly+with+me+bbc+americaComeFlyWithMecomeflywithmebbccomeflywithmebbcamericaDavid WalliamsDavidWalliamsMatt LucasMattLucasMockumentaryFri, 17 Jun 2011 15:00:00 EST<![CDATA[Video: Delta 767 blows a tire on takeoff]]>http://www.gadling.com/2011/06/03/video-delta-767-blows-a-tire-on-takeoff/http://www.gadling.com/2011/06/03/video-delta-767-blows-a-tire-on-takeoff/http://www.gadling.com/2011/06/03/video-delta-767-blows-a-tire-on-takeoff/#commentsTengoIndiaMike captures the moment Delta 257, a flight from Detroit to Sao Paulo, in a rather dramatic fashion.

I've experienced a tire failure in a 727 on landing that we never felt. It was only after the tower mentioned seeing something that we stopped and had it checked out. So it's difficult to say whether or not the Delta pilots knew about it in this case. Unlike the 777, the 767-300 has no tire pressure indicators in the cockpit.

And if the airplane is above 80 knots, pilots are taught not to abort the takeoff unless the airplane is unflyable or on fire.

After liftoff, the pilots were right in electing to fly to their destination, as an overweight landing with a blown tire might not be the best choice.

Here's the video:



At least it didn't blow all the main tires as in this Delta flight last year.

Video: Delta 767 blows a tire on takeoff originally appeared on Gadling on Fri, 03 Jun 2011 14:15:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>Deltadelta+257delta+257+blown+tiredelta+257+tiredelta+767delta257delta257blowntiredelta257tiredelta767DetroitFailureTireFri, 03 Jun 2011 14:15:00 EST<![CDATA[Cockpit Chronicles: Flying with my brother (Part II)]]>http://www.gadling.com/2011/04/08/cockpit-chronicles-flying-with-my-brother-part-ii/http://www.gadling.com/2011/04/08/cockpit-chronicles-flying-with-my-brother-part-ii/http://www.gadling.com/2011/04/08/cockpit-chronicles-flying-with-my-brother-part-ii/#commentsFiled under:

Continued from Part I

We were both tired after arriving at the airport hotel in LA, so we didn't meet up for dinner, as it was too late anyway. Instead we parted to our separate hotel rooms on the same floor and vowed to meet up at 7 a.m. the next morning.

After picking up breakfast in the airport employee cafeteria downstairs, we proceeded up to the luxurious operations in LA.

The fact that this prime real estate is occupied by the pilots in LAX is stunning. Formerly an Admiral's Club, it includes the usual assortment of mail boxes, a few offices for the chief pilot and his staff and a dozen or more computers to access the weather and to pull up flight plans.

The modern-looking facility clashes with the 1980s vintage dot-matrix printers though.

What makes this operations so impressive is the view. You can look out at the airplanes on the one side as they park at their gates and then turn around and walk all the way to the other side, past a replica of a late nineteenth century pre-Wright brothers Chanute hang glider that's on loan from the Planes of Fame Museum in Chino, before you arrive looking down on the other ramp.

As you worked your way around the vintage glider, all along the wall are historic 'plates' depicting the early history of the airline, and air travel in general. There were pictures of pilots and flight attendants and the planes they flew in the 30s through to this decade.

The cynic in me wondered just how long our operations could remain at such a lofty location.

Kurt finished up his usual call to dispatch and we worked our way into the terminal.


Our 767-200 pulls up to the gate at LAX

An hour before our scheduled departure, our 767-200 was taxied up to the gate by two mechanics. Kurt commented on the men's unusually big smiles and said, "They must have taken it out for a spin, they look so happy."

I looked down the fuselage. It dawned on me that I hadn't flown this shortened version of the 767 since my initial training on this airplane ten years earlier. That fact might surprise people, but Boeing went to a lot of effort to design the two different 767s and the 757 to have very similar 'systems'--the mechanical features you learn about in the first few weeks of ground school.

In fact, each airplane flew in a very similar manner, even though one is a wide-body (a short -200 version and a long -300 type) with two aisles and the other is much skinnier with just one aisle.The main flying difference with the 767 was that, compared with the 757, it was more sensitive in the 'roll' control. So just after lifting off the ground, it takes a moment to get used to the yoke with its boosted sensitivity if you haven't been flying it regularly. It's similar to going from a '70s cadillac, with its loose power steering, to a Japanese import with a tight suspension. The 767 feels more solid and responsive and thus, more fun to fly.

Kurt and I had never been on the 767 together. So it was another airplane to add to our shared airplane list. I made a mental note to take some pictures inside the cockpit of the two of us, as I've done each time we've flown the other Boeings.

Kurt lifted off and climbed out over the ocean, before ATC turned us back toward the airport, which we were required to cross at 10,000 feet. He did a nice job of expediting the climb and we passed over LAX with room to spare, making the altitude restriction as we were still looking south west at the Catalina Islands while turning toward Los Angeles.

Before long we were over Las Vegas, which wasn't as impressive during the day as it was the night before.

Just east of the city was Lake Mead, a beautiful reservoir that has lost so much water over the years it's possible to see the changes along the shoreline from 37,000 feet.

I had forgotten just how beautiful this particular flight was. It had been a year or two since I'd flown a transcontinental flight across the US and I enjoyed the opportunity to take pictures of what I was missing when flying over the North Atlantic.

At the end of the Grand Canyon, we came upon the equally beautiful Lake Powell. Another aircraft complained ahead to ATC of moderate turbulence at our flight level. For Kurt, the decision was easy.

"Ask them where the rides are smoothest." He said. I relayed his request to Denver Center and they offered us flight level 310, or 31,000 feet.

"Let's try that." Kurt said.

The lower altitude would mean we'd burn a few hundred pounds more fuel--100 pounds is about 15 gallons. But the guidance given by our company puts the priorities this way:

1) Safety
2) Passenger Comfort
3) Fuel efficiency

I was skeptical of the smoother ride below, but it turned out to be an excellent move. Once again we passed over the Rockies without the slightest bump. I have to hand it to Kurt. He works harder than anyone I've flown with to keep the ride perfectly smooth for the flight attendants and the passengers.

Avoiding the bumps again. Courtesy of FlightAware.com

While over the Rockies, Kurt pointed out Telluride, Colorado just off his side of the airplane's nose.


Flying over Telluride, Colorado

"Let me borrow your camera and I'll get a shot of the launch area." Kurt said.

Years ago, the hang gliding bug bit Kurt again and he began to fly a much higher performance kite, even managing to do some 'cross-country' flights. One of his most memorable experiences happened right below us at Telluride. He showed me where he launched, where the landing zone was, and where the clouds rolled in on the other side of the valley, which forced him to land early. Unfamiliar with the local weather, these clouds were common guests along the opposite hill, but always kept their distance from the launch area and landing zone.

Given his lack of knowledge of the area, he wisely elected to land.

I was envious. I did some hang gliding from a small hill while in college with an instructor who wanted to launch me off the mountain, but Kurt insisted I wait until he could be there. The timing was never right after that, and I regret not pursuing it further. Having a wife and kids makes you think twice about those kind of things, so I doubt I'll try it again.

Over New Jersey, the controller asked us to give him as much notice as possible if we were going to need to deviate. He told us about a Qantas flight in front of us that required a turn away from some weather near Kennedy. Kurt's smooth flight was now in jeopardy as we looked at a cloud formation parked over the airport. It was hard to tell how 'developed' this cloud was.

Sure enough, as we were about over Manhattan, we told New York approach that we'd have to fly out to Long Island before we could turn back toward JFK. Either that or we could go south to Newark and then back to the airport.

Neither options were available, and the controller gave us a holding pattern. Airplanes behind us began to enter the hold as well, but one flight told ATC they'd like to continue their approach. It's always nice to have a canary to go into the mine before you. We elected to do the one turn in the holding pattern and wait for the preceding flight to give a report on the ride conditions.

The word came back that the flight experienced heavy rain but nothing more than light turbulence while on the arrival.

"All right, let's start the approach." Kurt said.

I jumped on the radio and told the controller that we were ready to rejoin the arrival. As the turbulence began, our on board ACARS printer paper ran out. We'd been getting multiple notes from the company about changes to our arrival gate, and that, along with the weather reports we needed, caused the printer to run out of paper.

After Kurt briefed the approach--an ILS to runway 04 right--I slid in a new roll of paper. These printers seem to run out just when you're at the the busiest part of the flight, and while getting bumped around in the clouds.

I know Kurt wanted to make his usual nice landing, especially with me at his side, but the touchdown gods weren't with him today. After another smooth flight across the country, he unceremoniously arrived at Kennedy with a light thump. No worries, he could make up for it tomorrow, I figured. Besides, he earned it after the extra effort he put into finding a nice ride across the country.

When we finally reached the hotel after an hour drive through heavy traffic with an aggressive (even by New York standards) Russian van driver, we were whipped.

But we rallied the energy to meet downstairs, since I had arranged a tour of the 'crash pad' where I'm going to stay when I start to commute from Germany to New York in May.

Fortunately it wasn't too far from the hotel, but those clouds we had flown through earlier started to spit out a snow/freezing pellet combination that left a slushy mess on the sidewalks.

We opted to take a taxi.

"It's a lot like fishing." I joked to Kurt after we failed to stop the third empty cab that went by.

Kurt and I were thrilled with the apartment. To call it a crash pad is a disservice, since there are no other pilots staying there. It's a two bedroom apartment that I'll share with a friend who has lived in Manhattan for the past ten years. I've always wanted to see more of the city, and while I won't be spending too much time there, this could be far less depressing than a traditional pilot crash pad.

That night, on Facebook, my neighbor, who didn't know I was in New York lamented, "I wish there were a Bagel Fairy that could bring me some H&H Bagels from New York to New Hampshire. I just can't stop craving one."

So I had a goal for the next morning. A 'quick' run over to this famous eatery to pick up a dozen bagels that I would personally deliver to her.

As it happened, these bagels reached her far sooner than I expected.

When I woke up, I read reports of a fire at the Miami airport fuel tanks. A quick check of the computer showed that already the company was canceling some flights in and out of MIA due to the reduced fueling capacity.

Sure enough, as I walked back from the bagel shop, my cell phone rang. Our flight to Miami and Boston had both been canceled. We were now scheduled to deadhead from New York to Boston.

I went straight from the bagel shop, packed, and met Kurt in our van to LaGuardia before riding in a regional jet back to Boston.

The bagels were hardly cold when I showed up in my neighbor's driveway just six hours after I bought them.

It was an abrupt end to our trip. I've been lucky to fly with Kurt on four different occasions in four different airplane types. If I could only fly with my flight attendant sister Kim, much of my aspirations made in grade school would have come true.

Since I'll soon be based in New York, and Kurt remains in Boston, it doesn't look like we'll get another chance to pair up. Besides, it's looking like a captain position is around the corner for me, as long as another downturn doesn't get in the way.

There I go again, assuming.

Cockpit Chronicles takes you along on some of Kent's trips as an international co-pilot on the Boeing 757 and 767 based in Boston. Have any questions for Kent? Check out the Cockpit Chronicles Facebook page or follow Kent on Twitter @veryjr.

Cockpit Chronicles: Flying with my brother (Part II) originally appeared on Gadling on Fri, 08 Apr 2011 16:30:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>AirlineBrothersfamilyflyinghang gliderHangGliderKent WienKentWienKurt WienKurtWienpilotsrelativessiblingsSpeedi-builtultralightsFri, 08 Apr 2011 16:30:00 EST<![CDATA[Cockpit Chronicles: So what's it like when your brother is also your captain?]]>http://www.gadling.com/2011/04/08/cockpit-chronicles-so-whats-it-like-when-your-brother-is-also/http://www.gadling.com/2011/04/08/cockpit-chronicles-so-whats-it-like-when-your-brother-is-also/http://www.gadling.com/2011/04/08/cockpit-chronicles-so-whats-it-like-when-your-brother-is-also/#commentsFiled under:

The temperature was fifteen degrees in Anchorage and it was getting dark. But we didn't care, we just wanted to fly.

My older brother Kurt and I were inside rushing through the final steps to build our styrofoam rubber-band powered Citabrias. Once finished, we still had to wait until the Elmer's glue was dry. If the white stuff wasn't set, the fuselage seams would split in half and we wouldn't be able to fly until the next day.

While flying the airplanes under a lamp that lit up the frozen lake behind the house, Kurt's model managed to fly well above my head. I began to wonder what it would be like to ride with my brother in an actual Citabria, a two-seat airplane that he would later fly on his first solo when he turned sixteen. He was so lucky, I thought.

But I'd get my chance, I knew it. In fact, I was sure that Kurt and I would fly a Boeing together someday, for the airline my dad flew for, and where my sister had just become a flight attendant.

And why shouldn't I think that? My grandpa flew with his brothers from the '20s to the '50s, and my dad flew with his brother at that same airline.

I'd have bet everything on it. I imagined Kurt and I would fly a 737 from Anchorage to Seattle someday, and Kim would be the flight attendant. It was going to happen.

Like most older brothers, Kurt never passed up an opportunity to teach me something, and occasionally the 'lessons' weren't even related to flying.

On the lake between flights, he stopped me mid-sentence after I apparently took something for granted. It was long enough ago that I don't remember exactly what I had said.

"So, would you say you assumed that?" He asked, referring to whatever I said at the time.

"Uh, yeah, I guess so." I responded.

He then proceeded to give me the lesson about assuming. You know, the one in which the act of assuming will often make an ass out of you, and me. He drew ASS/U/ME in the snow with a stick. These are the kind of lessons older brothers specialize in.

The 'other' far more helpful thing he taught me was how to fly an airplane. It was my brother who soloed me, well before my sixteenth birthday and without anyone else knowing, just a few hundred feet from where we flew those foam airplanes.

Continue reading Cockpit Chronicles: So what's it like when your brother is also your captain?

Cockpit Chronicles: So what's it like when your brother is also your captain? originally appeared on Gadling on Fri, 08 Apr 2011 16:30:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>airline pilotsAirlinePilotsbrotherscockpit+chroniclescockpitchroniclesFlying with brotherFlyingWithBrotherKent WienKentWienKurt WienKurtWienpilotssiblingstogetherus+major+airlines+pilot+furloughsusmajorairlinespilotfurloughsworking+with+brother+who+is+airline+captainworkingwithbrotherwhoisairlinecaptainFri, 08 Apr 2011 16:30:00 EST<![CDATA[Cockpit Chronicles: Is it time for pilots to ditch the hat?]]>http://www.gadling.com/2011/03/22/cockpit-chronicles-is-it-time-for-pilots-to-ditch-the-hat/http://www.gadling.com/2011/03/22/cockpit-chronicles-is-it-time-for-pilots-to-ditch-the-hat/http://www.gadling.com/2011/03/22/cockpit-chronicles-is-it-time-for-pilots-to-ditch-the-hat/#commentsFiled under:

Pilot HatCall it civil disobedience. Or, for some, it's a way to express displeasure at management. Maybe the hat just doesn't work well with their haircut. Whatever the reason, pilots have been ditching their hats lately at airlines across the country.

Some companies have heard enough complaints that they've changed their policy, making the hat optional for their pilots.

In fact, effective March 15th, that's the case at American Airlines. It's the most significant change to an AA pilot uniform since the Roosevelt era. Which isn't saying much, since the uniform hasn't really changed at all since then.

No surveys were taken, although getting rid of hats would surely have been a popular move among most pilots. Doing away with hats started years ago with flight attendants before gaining momentum among pilots.

American Eagle went to the optional hat years ago.

Continue reading Cockpit Chronicles: Is it time for pilots to ditch the hat?

Cockpit Chronicles: Is it time for pilots to ditch the hat? originally appeared on Gadling on Tue, 22 Mar 2011 09:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>airlineairline+pilot+hatsairlinepilothatsamerican+eagle+airlinesamericaneagleairlinescockpitcockpit+chronichlescockpit+chroniclescockpitchronichlescockpitchronicleshathow+to+express+displeasure+to+management+respectfullyhowtoexpressdispleasuretomanagementrespectfullyPilotPilot hatPilotHatpilots hatPilotsHatuniformTue, 22 Mar 2011 09:00:00 EST<![CDATA[Cockpit Chronicles: It's official. I'm moving to Germany]]>http://www.gadling.com/2011/03/16/cockpit-chronicles-its-official-im-moving-to-germany/http://www.gadling.com/2011/03/16/cockpit-chronicles-its-official-im-moving-to-germany/http://www.gadling.com/2011/03/16/cockpit-chronicles-its-official-im-moving-to-germany/#commentsFiled under:

Apparently I've run out of things to complain about, aside from the occasional gripe about the glossiness of the paint on the office walls which was supposed to be flat. There is little in my life that I can truly complain about, especially in light of the current events unfolding after the earthquake in Japan this week.

Let's live a little, shall we?

Both my wife and I have discussed changing things up a bit lately-doing something more radical than switching to LED light bulbs in the living room, for example.

I even agonized publicly about a few new flying options on my personal blog last month.

Fortunately for airline pilots, there's an easy way to thoroughly turn your life upside down-at my company, all it takes is a simple keystroke on the computer: 3P/LGA/767/FO/I.

For those of you who aren't fluent in SABRE codes, that means that I have officially transferred to NY. I'll be flying the same airplane, thus saving myself six weeks of simulator and ground school training. Nevertheless, it'll add some commuting time to my day.

I've been fortunate in my career to fly from an airport in Boston that's just an easy hour drive from my home in New Hampshire. I heeded the advice of my brother, a former commuter from Seattle to Chicago.

"Commuting turns a good deal into an or-deal." He'd say.

But my wife and I aren't stopping there. Since New York is rather nearby to our home in New England, we decided to do something really extreme (for our family at least), and move to Germany.

For a year.

Continue reading Cockpit Chronicles: It's official. I'm moving to Germany

Cockpit Chronicles: It's official. I'm moving to Germany originally appeared on Gadling on Wed, 16 Mar 2011 08:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>airline pilotAirlinePilotcockpit chroniclesCockpitChroniclesColognecommutingcrash+padcrashpadexpatexpatriateGermanyKolnmove+to+germany+from+usmovetogermanyfromusmovingwhy+move+to+germanywhymovetogermanyworkingWed, 16 Mar 2011 08:00:00 EST