Gadling http://www.gadling.com Gadling http://www.blogsmithmedia.com/%SiteURL%/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: Getting More Out Of Layovers]]>http://www.gadling.com/2012/04/19/cockpit-chronicles-get-more-out-of-layovers/http://www.gadling.com/2012/04/19/cockpit-chronicles-get-more-out-of-layovers/http://www.gadling.com/2012/04/19/cockpit-chronicles-get-more-out-of-layovers/#commentsFiled under:

For some, life couldn't be any more perfect than if they were paid to travel. I've run across three airline crew members who have discovered ways to keep their jobs fresh and exciting by embracing what is for them the biggest benefit that comes with working for an airline: travel.

You hear about the turbulence in the airline industry nearly every week - layoffs, pay cuts, pensions lost and airlines shutting down. The echo chamber at work is enough to drive an airline employee crazy after hearing how these events are affecting everyone. But a few pilots and flight attendants I've worked with have come to the conclusion that they're unable to change the situation materially, and so they may as well find a way to enjoy the job.

2 STEWS

I like to think I'm an adventurous traveler, although my definition of adventurous is to try to avoid eating at the same place in a given city more than once. I rarely succeed, but it's a goal at least.

Years ago, a flight attendant asked me for advice about purchasing a digital SLR camera. She started a blog called 2 Stews that revolved around eating and writing about various restaurants in Europe and recreating some of the amazing dishes. I was surprised when she heeded my advice not to skimp on the camera and began to take some eye-popping pictures of the food and sights she came across.

Continue reading Cockpit Chronicles: Getting More Out Of Layovers

Cockpit Chronicles: Getting More Out Of Layovers originally appeared on Gadling on Thu, 19 Apr 2012 09:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>blogBoise, IdahoBostonBudapestDallasEntertainmentEuropeflight attendantFlightAttendantFodor'sFoodGreekIdahoIPadItalian sausageITunesJohnny CashLatin Quarter, Parislay overlayoverMinneapolisNew York CityParisParisianPilotsRioRio de JaneiroRioDeJaneiroRomeRudyTwitterThu, 19 Apr 2012 09:00:00 EST<![CDATA[Cockpit Chronicles: Ten tips for the new co-pilot]]>http://www.gadling.com/2012/04/05/cockpit-chronicles-ten-tips-for-the-new-co-pilot/http://www.gadling.com/2012/04/05/cockpit-chronicles-ten-tips-for-the-new-co-pilot/http://www.gadling.com/2012/04/05/cockpit-chronicles-ten-tips-for-the-new-co-pilot/#commentsFiled under:

Copilot talking on the radio over FranceDespite the fact that our airline is parking older and less efficient airplanes, senior co-pilots have been upgrading to captain at a pretty good clip. I thought the recent events would have put a stop to all that, but I was ecstatic to learn that I had finally reached the seniority needed to fly the MD-80 as a captain. This was due to the wave of pilot retirements we saw last fall.

So as I reached my 20th year of flying as a co-pilot, I figured I might be able to offer some unsolicited advice for any new co-pilots coming into this job. There are plenty of tips on how to get a flying job, but very little talk about what to do when you finally arrive at a major airline.

I didn't always embrace the following recommendations, and I've marked those needing further explanation with an asterisk. Often the best advice comes from the mistakes of others.

10. Don't fall in love with a co-worker. *

You might not have to worry too much about this one. It seems flight attendants are taught during their initial training that all pilots are evil and should be avoided like the H1N1 virus. Dating a flight attendant can be extremely convenient - think of the layover possibilities - but any nasty break-ups reverberate through the company, which could be awkward. Working with your ex-girlfriend's best friend, for example, might not be very pleasant.

* Technically, I was married to a flight attendant, but not in the traditional fashion. My wife and I were married for a couple of years before she went to work for a different airline. My siblings have both dated within their respective airlines with varied results.

9. Collect all the good techniques you find in the captains you fly with. And take note of the worst.

Do you like how a captain flies? Appreciate his professionalism and demeanor? Emulate it when you're a captain. Think of the top five captains you've flown with. What do they share in common? Chances are, everyone else likes flying with them too, and a cockpit that's less stressful is a safer cockpit.

On the other hand, you know that captain that shows up in the cockpit five minutes before departure? You didn't like it when you were his co-pilot, so hopefully you'll go out of your way to avoid that kind of behavior when you upgrade. Think of the five worst captains you flew with and do your best not to operate like they do.

Continue reading Cockpit Chronicles: Ten tips for the new co-pilot

Cockpit Chronicles: Ten tips for the new co-pilot originally appeared on Gadling on Thu, 05 Apr 2012 09:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>Boeing 757Bostoncaptaincareerco-pilotcockpit chroniclesCockpitChroniclescommutecopilotdateFlight engineerInfluenza A virus subtype H1N1McDonnell Douglas MD-80New York CitypilottipsunionThu, 05 Apr 2012 09:00:00 EST<![CDATA[Cockpit Chronicles: Captain on the MD-80? Why?]]>http://www.gadling.com/2012/03/22/cockpit-chronicles-captain-on-the-md-80-why/http://www.gadling.com/2012/03/22/cockpit-chronicles-captain-on-the-md-80-why/http://www.gadling.com/2012/03/22/cockpit-chronicles-captain-on-the-md-80-why/#commentsFiled under:

MD-80 sunset LAX jet airlinerCaptain on the MD-80? Are you crazy?

I received a comment from a reader recently to that effect. What was I thinking, bidding to an airplane that my company was rapidly retiring and choosing to go back on reserve, ready to fly at a moment's notice to places like Kansas City and Tulsa instead of Rome and Paris? And what about the commute to Germany?

"Why would you do this?" He asked.

I suppose I should explain my thinking, or perhaps justify this because I have to admit there are times when I've wondered if it's the right move.

I didn't do it for the money, especially since going from flying a full schedule as a 757/767 co-pilot to an MD-80 captain that flies less often while on reserve doesn't mean there will be much, if any, extra money. To understand how pilots "upgrade" to captain, read "How do pilots move up to captain?"

Captain Kent

I did it because I needed the change in scenery, the challenge of doing a new job well, and in this unstable industry, it certainly doesn't hurt to get some more captain experience just in case things go south. Furthermore, the MD-80 is the only type rating that I don't have of the airplanes we currently fly.

A year or two ago, I would peek into the simulator of an MD-80 and just shake my head. I was happy that I wasn't flying that dinosaur, I told myself. But a funny thing happens when a few hundred pilots retire suddenly and you find yourself able to fly it as a captain. It quickly becomes a rather sexy jet.

It hasn't been until the beginning of my 20th year flying as a co-pilot that I've even had the seniority to hold a captain position, and even that is only at the New York base and only on the MD-80. At the rate we're going, I could hold the 737 as a captain in a few years perhaps, and if I wanted to be based in Boston, it would likely take longer than that. So New York on the MD-80 was my only choice if I wanted a left seat.

Continue reading Cockpit Chronicles: Captain on the MD-80? Why?

Cockpit Chronicles: Captain on the MD-80? Why? originally appeared on Gadling on Thu, 22 Mar 2012 10:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>Boeing 757Captaincockpit chroniclesCockpitChroniclescommuteGermanyKansas City, KansasKent WienKentWienMcDonnell Douglas MD-80MD-80New York CityParispilotRomeSimulatorTulsa, OklahomaTwitterThu, 22 Mar 2012 10:00:00 EST<![CDATA[Cockpit Chronicles: What's not to like about the 757? I'll show you. (Video)]]>http://www.gadling.com/2012/03/08/cockpit-chronicles-whats-not-to-like-about-the-757-ill-show/http://www.gadling.com/2012/03/08/cockpit-chronicles-whats-not-to-like-about-the-757-ill-show/http://www.gadling.com/2012/03/08/cockpit-chronicles-whats-not-to-like-about-the-757-ill-show/#commentsFiled under:

Powerful engines providing stellar performance and short field capabilities are just some of the features that set the Boeing 757 apart from the rest. But there has to be something that pilots dislike on the airplane, right?

Well, there are two features in particular that I don't care for.

I dream that someday someone from Boeing or Airbus will call me for advice on cockpit ergonomics. Each company does their best to lay out a cockpit to please the end user - the pilot. But sometimes there are just a few quirks that slip through. An item, which an engineer may spend only a day or two thinking about, can have a lasting impact on the pilots that fly the airplane for thousands of hours.

Generally speaking, Boeing takes pilot input into account when designing the pointy-end of their airplanes. The following two items that pertain to the 757 and 767 may seem nit-picky, but I thought I'd share them here anyway, even including a video to highlight my second personal peeve.

To be fair, these airplanes were designed in the late '70s and went into service in the '80s. And Boeing has, to some extent, fixed these issues in the 777. But here are my minor gripes, with a video to demonstrate the second annoyance.

Continue reading Cockpit Chronicles: What's not to like about the 757? I'll show you. (Video)

Cockpit Chronicles: What's not to like about the 757? I'll show you. (Video) originally appeared on Gadling on Thu, 08 Mar 2012 08:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>AirbusATCBoeing 757Boeing757chimeschroniclescockpitcockpit chroniclesCockpitChroniclesdesigndimmersdingdingsergonomicsflight attendantFlightAttendantjetjumpseatlightsMD-80peevePilotSELCALThu, 08 Mar 2012 08:00:00 EST<![CDATA[Cockpit Chronicles: Captain Steve Jobs]]>http://www.gadling.com/2012/02/23/cockpit-chronicles-captain-steve-jobs/http://www.gadling.com/2012/02/23/cockpit-chronicles-captain-steve-jobs/http://www.gadling.com/2012/02/23/cockpit-chronicles-captain-steve-jobs/#commentsFiled under:

How a pilot handles the controls, or their 'stick and rudder' skills so to speak, is a small part of what makes a great aviator. Recently, on a flight from New York to Zurich, I watched some decision making that typifies the traits of a great captain.

As Captain Bredow (rhymes with 'Play-Doh') and I crossed over Nova Scotia on our way out over the Atlantic, we began to enter an area of light to moderate turbulence. Moncton center told us that some flights ahead had climbed to 37,000 feet in an attempt to get out of the rough ride.

We were established at our 'crossing altitude' or the flight level that we'd be maintaining for the next three hours or so while over the non-radar controlled North Atlantic. Climbing to 37,000 would mean that we'd have to descend again shortly to our assigned flight level for the crossing.

I could tell the captain's gears were turning.

Continue reading Cockpit Chronicles: Captain Steve Jobs

Cockpit Chronicles: Captain Steve Jobs originally appeared on Gadling on Thu, 23 Feb 2012 11:00:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments]]>CaptainDave BredowDaveBredowefficiencyPilotsSteve JobsSteveJobsThu, 23 Feb 2012 11:00:00 EST<![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[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[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.

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 surprised pilots in our 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 had information that we just weren't privy to at the moment. The same policy applies (at our company) if any pilot had said 'go-around' during the approach, the flying-pilot 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 and flying through the same turbulent 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 chop would still be an issue for our passengers, who were probably nervous after we discontinued the approach into Santo Domingo.

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[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