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Q: Congratulations on getting the Whale. I was afraid you were getting ready to retire. I look forward to a few more years of following your adventures and enjoying your wonderful photos. -Jack, Salt Lake City, Ut A: Hello Jack,
Thanks very much; in fact I was preparing to retire when I received the -400 award and just couldn't pass up this opportunity. I have to admit that the fire in the belly just isn't burning as intensely as it did a few years ago but the 747-400 has reignited it to a large degree. It will be a great way to exit the stage.
Rand
Q: Can you tell me when Jim Pashley died... he checked me out on the Twin Otter at Executive Airlines. I'm retired now after thirty years in the air and just saw his name in an old logbook -Mike Gray Puerto Vallarta MX A: Hello Mike,
Thanks very much for your inquiry into Captain Jim Pashley. Jim was my first airline chief pilot when I was hired at Air New England in 1974 and remains most affectionately in my memory; he was a wonderful guy. I'm not sure of his actual date of death, but I think it was around 1983 after ANE shutdown. He took many chances with young, inexperienced pilots like myself and guided us into a path that saw us flying for many of the worlds major airlines. You probably fit into this category as well.
Q: Hi Rand! Congratulations on being awarded a 747-400 Captain position. It is an awesome airplane. I hear it flys like a Cub -Ed Cough, Buffalo, New York A: Hi Ed,
My experience so far in the -400 is pretty limited, but yes, you're correct, it flies like a big Cub and is probably the easiest airplane I've ever landed. Pay close attention to the "tones" and it just rolls on. This is the most stable airplane that I've flown yet.
(To other readers: Ed is a 757/767 captain at DAL from NWA and was my best DC-9 captain student when I sim instructed in that airplane many years ago.)
Q: Rand, no one has written anything ijteresting about flying the F-27 in airline service.. Could you ? They're almost all gone now, but once were everywhere. -Hy Young, Elk Grove, CA A: Hy,
I've noticed that as well. I flew the FH-227 at Air New England for only a short while and found it to be my least favorite of all the airliners that I've flown. It was noisey, slow and underpowered; I was happy to move on to other equipment. That's about all I have to say that's interesting about these airplanes.
Q: Hi Rand, What is your all time favorite route and airport to arrive at? By the way, we (your readers) know you have the discipline to write a great book. -Todd St Clair-Toronto-Canada A: Hello Todd, Thanks very much for your support regarding a book, but I remain skeptical. I very much enjoy flying the MAGGI3 Arrival into Honolulu; I think for its historical significance. After spanning the Pacific for five or six hours and spying the islands of Hawaii and Maui, the worlds most remote island chain is stirring. Following in the footsteps of PAA captains Musick and Sullivan, descending past some of the earths youngest volcanos, Mauna Loa, Mauna Kea and Haleakala is very exciting for this life-long New Englander. Approaching Diamond Head, turning parallel to Waikiki Beach with Pearl Harbor in the distance is a moving experience that I just never seem to grow tired of. I experienced this for the first time as a 10 year old boy aboard a United Airlines Boeing Stratocruiser with my family and still look forward to each arrival here. A brilliant sunset, shimmering beaches and swaying palms are the perfect way to conclude a long flight over the planets largest ocean. Thanks for asking, Rand
Q: well i live here in las vegas and the airplanesalways pass by my house all the time is it like a freeway upthere -rommel las vegas nv A: Hello Rommel,
It's funny that you should refer to it like that, but yes, this is an accurate observation. Between major cities like Chicago, Atlanta and Detroit to LAS, there are prescribed, high altitude jet airways that we fly. The routes that our dispatchers choose vary with weather, but for the most part we're flying these airborne routes at a variety of altitudes. Once we get closer to our destination, LAS for example, we transition from high altitude airways to low altitude arrival routes called STARS, standard terminal arrivals routes. Once on a STAR, or SID, standard instrument departure, we're all lined up inbound or outbound, one behind another, which is where you've probably noticed the traffic.
Thanks, Rand
Q: Rand, I really like your blog and site, I'm 32 and I'm starting privat pilot class, do you think I'm old to commercial market!? -Ricardo, Sao Paulo, SP Brazil A: I've received many questions that ask about airline hiring, qualifications and age limitations. I've answered these questions several times in previous posts, so please drop down to find my thoughts in this area. Also, in today's very competitive environment, where connections and face to face encounters seem less important than an eye catching resume, investigate the many professional on line organizations that profess success in this area. pilotjobs.com, jetjobs.com, asktheheadhunter.com are only a few of the sites that offer advice in how to map out your strategy.
When I was hired at Air New England, Orion and Republic it was a matter of persistence and who I knew, the friends that walked in to the chief pilots office and went to bat for me. I wish that it were still that simple, but it's not and solid advice, from those current in this field is vitally important.
Thanks, Rand
Q: Hello Rand, I love the Twin Otter, Have you heard of Air Illinois before? -James Memphis TN A: Hello James,
Of course I remember Air Illinois, UX, 1970-1984. When commuter airlines like Air Illinois, Air New England, Bar Harbor, Command Airways and Pilgrim Airlines flew, they were my favorite segment of the industry. Entrepreneurs who painted a name on the side of an airplane and went out to build a market are fascinating. These were gutsy guys who attracted a loyal corps of employees. I lost interest in this level though when they became Eagles, Connections and Air Links to code share with the majors and give up their identity. So did most of their founders as they moved on and sold their interests to businessmen who aren't necessarily entrepreneurs.
I remember well when Air Illinois moved on to larger equipment, such as the Hawker-Siddley 748, BAE 146's and their lease arrangement with USAir to fly BAC-111's. I too loved the Twin Otter, DHC-6 and enjoyed nearly 10,000 in this, safe, reliable yet funny looking little airplane. Passengers in LGA and BOS who had just arrived aboard an Eastern or Delta 727 looked in horror as they got on board our Twin Otter to Nantucket or Martha's Vineyard. What they didn't know, was that this was one of the safest airplanes aloft.
Thanks, Rand
Q: With little room between rows, why do we have reclining seats, would the seats be cheaper without this option, possible saving airlines some money. I enjoy your Web site, keep it going Thanks -Allan Wilde, Edmonton, Alberta, Canada A: Hello Allan,
I commute regularly on my own airline and I know what you mean. Our Airbus seats have a built in contour that at least gives the impression of a slight recline. They're the most comfortable seats in our fleet. However, in today's economic situation we're not always flying full airplanes, so it's nice to be able to put that seat back a little. I do wish that people were more considerate though. When I have someone behind me, I move the seatback ever so slightly, just enough to get it off top dead center, but not enough to interfere with that person. I'm annoyed when the person in front of me simply slams his seatback to its full extent and even leaves it there when they get up to move about. But as I age, I'm finding that I'm more easily annoyed and it's difficult to avoid these situations in an aluminum tube moving at 80% of the speed of sound. Here's another. How about when your asleep and the guy next to you opens his armrest and "drops" his tray into it's storage cavity. SLAM.... *&%$#@&!!!
Thanks, Rand
Q: In airliner crosswind landings, I understand what "crabbing" is, but how how do you do it, keeping on the centerline, etc? Thanks. -David, Liverpool, England (american) A: Hello David,
Let's say we're landing on runway 36, which has a magnetic heading of 360 degrees, but today we have a significant 30 degree crosswind from our left at 20 knots. If we simply fly the final approach on a 360 degree heading, we'll be blown to the right of the runway. So, how do we overcome this?
While on final we "crab" or in this case turn left into the wind by what ever it takes to maintain a straight track towards the runway. Let's say our crab is 15 degrees. This means that the runway won't appear straight ahead through my windscreen but to my right. That's OK, we're still tracking (over the ground) directly towards the runway. Keep in mind that wind is rarely constant and that it's likely that I will continually change my crab to fit the ever changing circumstances.
OK, we're very close to the runway now and it's time to land, but I don't want to land in a crab because of the side load imposed on the tires, wheels and landing gear assembly. So to maintain my track over the ground, with a left crosswind, I lower my left wing a bit and to avoid turning in that direction, add right rudder to keep us going straight. This is "cross controlling" and lowers the upwind wing to maintain our track. The ailerons and rudder are working against themselves, but to a good conclusion. If all my tiny corrections have worked out, I should land perfectly lined up with my left gear first. Remember that my left wing is lower than my right, thus my left gear will make contact before the right. As we slow and lose lift, the right gear will come down next and I should be straddling the centerline. This is really a lot of fun, but there's a catch!
In large jets, with large engine cowls and huge flap area, it's possible to scrape either a cowl or flap trailing edge if you cross control too much. So how much can you do? I can't answer that, it's something that you learn with experience.
Thanks, Rand
Q: Rand,can you explaine the effects of a head wind vs a tail wind and how pilots use it to there advantage.Great web site thanks.Seb Toronto,Canada -Seb Moncada, Toronto,Ontario, Canada A: Hello Seb,
There are two speeds with which we concern ourselves; airspeed which is our speed relative to the air around us and groundspeed, which is our speed relative to our progress over the earth. Neither a headwind nor tailwind figure into our airspeed but have everything to do with our groundspeed.
Let me build an example. We're flying east from HNL to LAX with an airspeed of 300 knots. Regardless of wind direction or velocity, our airspeed will remain 300 knots. Now all of a sudden we encounter a 100 knot tailwind. Our airspeed is still 300, but our groundspeed, due to this strong tailwind, which is pushing us over the earth faster, is now 400 knots. Should we turn around and head back to HNL, our 100 knot tailwind, now turns into a 100 knot headwind, impeding our progress over the earth. Our groundspeed is now 200 knots.
How do we as pilots use this to our advantage? Well a headwind is a headwind and always slows our progress, increases our flight time and increases our fuel burn; there is nothing that I can do about that. This all costs money and may effect whether my passengers make their connections. So, if I consult our winds aloft data, or ask another aircraft at a different altitude, I may learn of less severe winds either above or below us. By changing altitude, if that altitude is available and we're capable of using it, due to weight, I can fly into a less severe headwind, thus saving time and fuel. The opposite is true with tailwinds. If at FL330 I'm enjoying a 50 knot tailwind and I discover that an 80 knot tailwind is available at FL370, I'll climb, increasing the efficiency of our operation.
The question in a pilots mind is always; what's going on around me and how do I use that to my advantage. Now, I'm getting a little carried away, but I want you to understand the thought process. Let's say that if I descend 6000 feet, I'll find a smoother ride and more favorable winds. Would I elect to do that? The answer is... maybe, but I need to weigh other factors. Our fuel burn will increase dramatically as we descend, so will I reach my destination or possibly my alternate with sufficient fuel reserves? As you can see, climbing or descending for better winds isn't always a simple decision. Thanks, Rand
Q: When I pilot flies to a different country, like Japan, do you have to know Japanese? Does all ATC and pilots speak english around the world? -Evan. San Diego, CA A: Hello Evan, Fortunately for me, English is the official, universal language in aviation. Regardless of where you fly, communications are held in English. However, I've noticed in several Asian countries, that Chinese or Japanese for instance, occasionally occur on ground control or approach control when it is the common language between parties. The problem with this, is that those who don't speak that particular language are out of the loop. While taxiing in Narita a while ago, I came nose to nose with a JAL 747. Ground control gave him a clearance in Japanese, that left me in the dark. Suddenly the 747, probably as cleared, made a left turn onto the inner taxiway, clearing the way for both of us to continue. But while events unfolded and the local language was being used, only two of the three participants knew what was going on. This is unusual though, as normally everyone is on the same page, communicating in English. Thanks, Rand
Q: Hey Rand, this isn't really a question but I enjoy your website and photos. I am currently a Mad Dog driver and just wanted to say welcome to Delta. Looking forward to creating a great airline with you Red Tail guys. Take Care. -Logan, ATL A: Hello Logan, Thanks very much for taking the time to write and welcoming me aboard. So far, events seem to be unfolding very smoothly, which I credit to cool heads, calm nerves and little inflammatory rhetoric. I agree. We have a unique opportunity to build a great airline and I look forward to participating in its construction. Thanks, Rand
Q: hello capt peck, do you think you will stick with 757 after the merger with delta and stick with your favorite routes like hawaii, pacific flights? -Darren Fike , Federal Way, WA A: Hello Darren, This is a very complicated question. Although I very much enjoy the 757, like all pilots I'm interested in moving on to larger machines that fly to new and interesting places. This is all determined by seniority though. Our merger with Delta has been completed, including our seniority, but matters of when pilots from either airline will be able to fly certain equipment isn't quite so clear. Again seniority and union rules will determine the outcome. I hope to be able to bid into the JFK base, experience more international flying and fly the B-767 too. Time will tell, but for the moment, Honolulu duty isn't too bad. Thanks for writing, Rand
Q: Captain Peck - I'm curious to know if you have any plans to contiue your writing after retirement. Any chance for a book or memoirs? -Ian, San Francisco, CA A: Hello Ian, I think about writing a book from time to time but don't know if I have the discipline to actually sit down and do it. What I've learned about myself while maintaining my web and blog site, is that I'm a pretty good story teller, but I don't know if that translates into a book author. Thanks for asking though, Rand
Q: Hey Rand, its Gary Orlando, My question is: Did Northeast Airlines actually fly the FH-227 into Newport, Vermont or was it subcontracted out to a smaller carrier such as Executive Airlines? -Gary C. Orlando A: Hello Gary, I sought expert advice in the form of retired NEA/DAL captain Norm Houle to answer your question. Norm flew the DC-3 and was an FH-227 instructor as well. According to captain Houle, NEA never flew their Fairchilds into Newport, VT. I know that Air New England never flew to Newport and according to the Executive Airlines timetables in my collection, neither did they. Keep up the great work on your Fairchild website; I enjoy checking it from time to time. Rand
Q: Will not having a CFI or CFII hurt me in getting hired by an airline?I have my Single and Multi Commercial,260 total hours with 115 multi engine hours. -Allan Hoke Elizabethtown,PA A: Hello Allan, No, I don't think the lack of a CFI in todays environment will hinder you at all. The demand for regional pilots is so great, I suspect that they're solely interested in total time and multi-engine experience. Personally however, I'm an advocate of advancing through the instructor ranks. This is one of the best methods of learning available. When you have to learn a topic, well enough to impart knowledge to one who's paying hard earned cash and will tolerate little BS, you have a tendency to know what you're talking about. This creates a solid foundation of the basics upon which to build. Rand
Q: Hi Rand! Any advice for someone wanting to get in to aviation writing? I'm a B737 FO and GA pilot. -Chris, Portland, OR A: Hello Chris, GOOD LUCK!!! Aviation writing is a niche market. There are relatively few magazines that cater to this market and many established names already writing for them. But here are my opinions. First, your writing must be engaging, reach out and grab an audience. Next, if you have photography to offer an editor as well, he or she will be very happy. When you send a manuscript to an editor, they'll "google" you and if they find nothing, your piece will be flying towards the basket. You need a website. You need a persona. Not just any website though, but a professionally prepared site that reflects you. Editors and publishers are very busy people I've learned, so like grabbing a readers attention, you'll have to learn to grab theirs first. Brevity is the key to this task. Start small and work your way up, so you can say that you're a published author when you're ready for the "glossies" I've been doing this for several years now, have developed a bit of a relationship with the editors at Air & Space, but just can't seem to crack their code. If you discourage easily Chris, or if "rejection" notices eat away at you, you might consider another endeavor. But if you apply the same tenacity that got you into the right seat of a 737, I suspect you'll succeed.
Why were captains Gann and Morgan so successful? Because they brought their readers into the cockpit with them. They strapped them in and painted such an intricate, fascinating picture of flight, that they grew to become bestselling authors. Although my style is still evolving, I've used these men as a starting point and avoided re-inventing the wheel. Insure that your work is flawless when you send it out; spelling, grammar, punctuation etc. I have either my wife or mother read all my stuff before hitting the "send" button. I can't believe what they find. Follow the editors rules. If he/she specify a particular format... follow it.
Good luck Chris. Assuming that you have a an interesting product, polite tenacity and building relationships is the name of the game. Rand
I've spent a fair amount of time in Portland during layovers, it's a beautiful place.
Q: Has the 1986 Republic/Northwest Pilot integration affected your career from a standpoint of being able to captain the largest equipment, and do you plan on extending your career to age 65? -Jonathan, Palm Beach Gardens, FL A: Hello Jonathan, Mergers are not much fun to endure. One group invariably triumphs over the other, or is at least perceived to do so. The best case study would be the recent debacle at USAir/America West. Books I'm sure will be written about this. In our case at REP/NWA, from "my perspective," the NWA pilots received the lions share of the award. Few dispute this. At my seniority level, many junior to me checked out as narrow body captains, as many as six years earlier than I and have gone on to be wide bodied captains. At normal age 60 retirement, the closest I'll come to a widebody captain position, is by taxing my 757 past one. Please don't read this as criticism, it's the reality of the situation and I've accepted it. Now, apparently, negotiations between the DAL/NWA pilots groups have deteriorated, due to seniority integration. From an historical viewpoint, I'm not the slightest bit surprised by these events. Each ALPA leader is simply acting in his own best interests. Neither wants to be viewed as weak, or giving away the store. Is this in the best interests of the combined pilot group or emerging company? No ones thinking that far ahead!
Now, do I plan to remain at NWA past age 60? Although I now have that option, I'd prefer not to. I hope to seek out new adventures, possibly in a foreign environment for a couple of years. But like everyone else acting in their own best interests, I'll wait and see and evaluate what's best for my family and me as events unfold.
Q: My response to many email inquiries about a possible NWA/DAL merger. A: I’m receiving a ton of email asking my thoughts concerning MERGER MANIA. Or were they about wrestle mania? They seem to be blending in at this point. Other than being an airline pilot, who goes to work and suffers through the “rumor mill,” I have no insider or special information available to me. Nor do most of those who speak with authority. Neither Mr. Anderson, the gentlemanly, disarming yet rather shrewd lawyer at the helm over at DAL, nor Mr. Steenland, “el conquistador” who appears in charge of our rudderless ship here at NWA, call to keep me informed or elicit my opinions. Nor do they confide in anyone else pontificating loudly in the crew lounge, or to their sisters, brother-in-law's, cousin in Nebraska.
According to financial reports that I’ve read in the WSJ, both CEO’s and I’m sure many of their friends, lawyers, bankers and fund managers stand to earn (earn is a loose term) millions in incentives if a merger transpires. This is why a merger will occur! Or won't occur for that matter.
Not because it makes good business sense or will create a better entity, not because of rising fuel prices or a shrinking economy, but simply because these fellows will make money. A ton of it! And neither Johnny Isakson nor Jimmy Oberstar will stand in their way. If you thought a bankruptcy was beneficial to these folks, wait until you see how they fare in a merger or mergers. For the record, let me state that I’m not against making money; I’m just somewhat annoyed when it’s made at my expense. At my expense, I’m referring to airline employees in general.
The Minneapolis Star Tribune and Atlanta Journal print new information/rumors daily, but the big question on residents’ minds seems to center around just where the “new” headquarters will reside. Everyone has an opinion it seems; I just don’t understand how many arrive at one. Opinions are like belly buttons, everyone has one and here’s mine.
They don’t care!
Why you may ask?
According to SEC filings, Mr. Steenland stands to earn, (there I go again with that word earn) $7.5 million, on top of the $27 million he raked in from our bankruptcy. Additionally, he’ll maintain lifetime medical and travel benefits on the new airline too. I have to guess that his medical benefits are superior to mine, because mine wouldn’t inspire anyone to do anything! If he’s at all like our retired chairman, he’s negotiated additional perks like personal office expenses too. The Wall Street Journal defines this as an “executive package,” though more commonly known to employees who’ve suffered as much as 45% pay cuts or the lose of their job entirely, as a “golden parachute.” I’m sure that Mr. Anderson has his too.
With this in mind, would you give a damn where the “new” headquarters were located? Let’s see $27,000,000, plus $7,500,000, plus medical, plus travel, plus anything else that you were shrewd enough to get in writing. OK, sure, locate the General Offices in Nome, Alaska!
And I thought the commute to DTW was difficult!
An historical perspective burdens me though. Thoughts of Colonel Brittin and Speed Holman in a Stinson Detroiter in 1926, Francis Higgins at “Four Wheel Drive Company”, later Wisconsin Central Airlines in 1945, Mr. Nyrop paying cash for his airplanes to avoid interest payments, DC-3’s at West Coast, Pacific, Bonanza, North Central and Southern Airways cloud my business judgment. But not that of Messrs. Steenland and Anderson. This I suppose is why I fly the plane rather than run the company. I’m short sighted and let historical reference get in my way. At least I know this.
I’ll mourn the passing of Delta, Chicago & Southern, Northeast, Western, Northwest, Republic, North Central, Southern and Hughes Air West and the hard work of those who built and nurtured these historic, pioneering airlines. But if I were smart and thought like our CEO’s, I’d write it all down, add some photography, sell a book and gouge an audience.
Hmmmm…. I gotta go! Maybe I have learned something from these fellows?
Remember, this is all just my opinion; I’m probably speaking through my belly button. I wonder though, why Herb, Gary and Colleen over at SWA aren't looking for a merger partner? Certainly, they're as interested as the next guy in making money. But historically, they've demonstrated a desire to run an airline. And a damn good one too.
Rand
Just in case there's anyone out there who thinks that this wave of impending mergers has anything to do with creating a better airline or enhancing service, read this article, published on 7 Feb 2008 by the Wall Street Journal. See if you can find anything in it that doesn't talk about how well the hedge fund managers, bankers and other financial types will do. Foolishly, at one time, long long ago, I thought if I flew a smooth, efficient, customer oriented flight, I was contributing to the success of my airline. http://blogs.wsj.com/deals/2008/02/07/patience-in-northwest-deal-could-pay-off-for-marathon/?mod=yahoo_hs
Q: Hi Rand, as a junior pilot at Delta, I'm a little nervous about the potential DAL/NWA merger. I know you went through the Republic merger years ago and would appreciate your perspective. Thanks -Logan, Atlanta, GA A: Hi Logan, Sorry to have to say this, but you should be nervous. If NWA/REP or USAir/America West are any indication of past seniority integration, it only proves that at ALPA, we eat our young. Why? Because we’ve failed to develop a national merger policy. In today’s environment perhaps we should concern ourselves with an International merger policy, as BA and AF continue their expansion. Not likely though.
Historically it seems, everyone wants a big piece of the pie and the perceived way to achieve it is to fight for an outsized portion. After spending increasingly large sums of money, requiring additional member assessments that lead nowhere, we’ll eventually, begrudgingly submit to an arbitrator’s decision. We’ll place our careers into the hands of a person who knows absolutely nothing about what we do. Like the general public though, he/she will be of the opinion that we enjoy too much time off and are compensated handsomely for it. Was that not the case with your first bankruptcy judge, Prudence Beatty? You didn’t have to be a Delta pilot to be outraged by her mis-informed, imprudent, biased rantings.
In our case, our Mr. Roberts held numerous investigative sessions, usually somewhere down south in the middle of the winter. I think Miami in January and February was his preferred location. He’d then request more information, mull it over for a few months, convene another meeting or two and ponder further. I think you get the point. I know that we did! This process of course dictated additional assessments, consumed nearly 36 months and millions of dollars. My dollars! I can guarantee though, that “no one” will be happy with the final decision. One group will undoubtedly do better than the other (at least perceived) and the losers will threaten lawsuits and withdrawal from ALPA. The animosity will last for decades, reducing your enjoyment of your career and for the new company to thrive. Management will rejoice to some degree as we fight among ourselves rather than squabbling with them. Everyone’s in search of a fair and equitable resolution. However, one group’s perception of fair will be vastly different than the others. Not a very pretty picture is it? Unfortunately Logan, history bears me out.
However, I’m an optimist and with the USAir/America West fiasco fresh in our minds, hope that our two groups can approach this in an adult, objective manner, with the big picture in mind. One thing is clear to me; with the pay cuts we’ve all endured, endless assessments are “not” an option this time around. Sit down, buckle up, stay informed, keep an open mind and pay little attention to rumors. Do not discuss these events while taxiing, climbing or descending or you’ll certainly end up on the front page of USA Today in the accident investigation report. I learned from our last go around, “what will happen will happen” (profound huh?) and I refuse to have a stroke or hypertension because of it. Life goes on and we have families to attend to.
Thanks for your question Logan and I look forward to meeting you on line someday.
Rand
Q: i want to become a airline pilot but im not good in physic can i still become a pilot -JOSEPH VELAZQUEZ GUAYANILLA PUERTO RICO A: Hello Joseph, What are physics? Just kidding. I'm not particularly well versed in physics either and they have little to do with flying a jet airplane. Well, that's not entirely true, but you certainly don't need a degree in this field. Basic math, some mechanical understanding and a relentless desire to pursue your dream is what's needed. Go for it! Rand
Q: Hi Rand. I enjoy your columns and phots very much. Thanks for doing this. I was wondering, now that "age 65" has passed are you giving ant thought to staying on for a while after you hit 60? -Jack Mark, Salt Lake City, Utah A: Hello Jack, I never expected this issue to be resolved so quickly and it wouldn't have, if congress hadn't removed it from a funding bill to "stand alone" legislation. But to answer your question... I don't know. I love the industry and its history; I love flying a jet airplane to Hawaii and Europe and even to La Guardia. I do know that I plan to continue to fly for a couple of more years, it's just a matter of where. If I could hold the 747 or 787 at NWA, that would be very difficult to walk away from. But I'm also ripe for a new challenge, a new environment where my surroundings aren't quite so familiar. My first choice of employment would be in a DC-3 or DC-6 flying cargo, but that's fairly remote. A Beaver on floats would be attractive, but my background wouldn't attract many employers in this field. Possibly flying a corporate jet or even a turbo-prop from somewhere near home would be exciting. But if none of this occurs, I've had a wonderful time, enjoyed great experiences and made many friends.
Thanks for asking Jack, but I'll have to mull this over for a while further. Rand
Q: Rand, any thoughts on the recent rash of runway incursions? Jim, Grand Rapids, MI A: Hello Jim,
Yes I do. FATIGUE! It’s as simple as that. But to learn this we’ll have a special “blue ribbon” Congressional committee convene for a year or so to figure this out. A few fact finding excursions to Cancun, Caymen or St. John during the winter months should enlighten the committee members! From a practical viewpoint however, when you have controllers working 10 hour shifts, five and six days a week, mistakes will undoubtly follow. Add to this, pilots who after short layovers in noisey hotels, perform five or six instrument approach procedures a day and the scene intensifies. The brain can only process so much information and when it becomes fatigued, when you can’t keep your eyes open or hold your head up any longer, mistakes will occur. People are astonished that this could happen during an approach to landing, but it does and information is missed and close calls occur.
How can we solve it? Simple… money. But no one wants to spend it in this area, neither Congress nor the airlines. I suppose the bridge to no where in Alaska, or airline studies to determine if pillows on board have a return on investment, is money better spent. They may think differently though, when we have two smoking airliners at a runway intersection with passengers scattered about. Then the politicians will be on camera condeming the FAA and the airlines “…how could this have happened?” This from someone who spends 80% of his time seeking re-election.
Both the FAA and the airlines are stretching their personnel too thin and the news reports that brought this to your attention only bear this out. And there are many more incidents occuring that don’t make the evening news. Most are minor mistakes, some are not, but indicitive of an environment that needs serious improvement. Simply expressed, pilots and controllers need to be relieved more often. Do you suppose this has anything to do with congress and the president approving H.R. 4343, extending our mandatory retirement age to 65? They do recognize the problem and see this as possibly one way to help solve it. It won’t!
Q: Captain Peck, Can you tell me if you were flying the DTW - Cancun run in July 2006? I beleive that I had the pleasure of conversing with you during boarding at Cancun, and would simply like to know. THANX! -Thomas J - Sterling Heights MI A: Hello Thomas, Thanks for writing, but no, it must have been some other captain with whom you spoke. I think Cancun is an Airbus trip, as much as I wish that we flew there in the 757. However, on behalf of all of us, thanks for taking the time to seek out the pilots and converse. Rand
Q: Hi Rand, I really enjoy your site. I notice all you “seasoned” pilots are toting eyewear around your necks and I was wondering when the FAA lightened up on that rule. -Robert, Haddon Heights,NJ A: Hello Robert, Seasoned pilots! I like that term. The FAA requirements have been the same for a while now, as long as we are correctible to 20/25 there is no problem. But for many years the airlines held to a strict hiring policy of 20/20. Which incidentally, has gone by the board as well. In my case, all of a sudden at age 55 or so, I noticed that I couldn't read a high altitude chart at night. A year later, I couldn't read it during the day! My distance and intermediate vison remains 20/20, but for near vision I resort to "drug store cheaters" of the 1.0 and 1.25 variety. The colorful set that I sport in most of my photography were purchased off the Walgreens dollar table! They're so ugly, that whenever I leave them behind in a cockpit, they always seem to find there way back to my base mailbox. As for hanging them around my neck, a look that I've never cared for, at least I know where the are... most of the time. Thanks for following the site and writing. Rand
Q: How can I buy your stick and rudder manual about tailwheel planes? -Grisendi Nilo, reggio emilia italy A: Ciao Nilo, I've sold many manuals in Europe now. Unfortunately shipping expenses are great, so please send me 25 Euro with your name and address on a seperate piece of paper that I can use as a shipping label. Even with all of the jets flying the Atlantic nightly, it will take as long as three weeks for you to receive it. Good luck with your tailwheel training and thanks for writing. Grazie, Rand (Ed. note) Nilo is an MD82 F/O with Alitalia.
Q: I am 44 and was wondering if this is too old to get hired by an airline.?I have my private now. -Allan Hoke Elizabethtown,PA A: Hello Allan, In years past, yes, 44 would have been far beyond the age of being considered. But this is a new era! Presently, I think we are about to embark upon unprecidented expansion and airlines world-wide are already finding it difficult to fill and retain pilots at the regional level. If you desire this path, I think it will be open to you. However, I'd suggest that you consult with AIR Inc before expending too much energy, as they are far more knowledgable in this arena than I. Call them at 800-538-5627 to really learn the facts and opportunities open to you. But remember, huge expansion in the past has led to layoffs down the road, as this is a very, very cyclical business. Good luck and like any airline pilot or airline pilot candidate... always have a backup career plan! Rand
Q: what are pros and cons of 757 transatlantic travel for passengers? NWA is starting this up now. -John Welbes, airlines reporter, St. Paul Pioneer Press, St. Paul Minn. A: Hello John, Interesting question. I’ve delayed answering though until I had the opportunity to fly another 757 trans-Atlantic flight and could mull it over. The first positive aspect that comes to mind is that airlines are flying more point-to-point non-stops that they’d likely not attempt in less economical, wide-bodied equipment. Non-stop service to second tier cities like Manchester, Brussels, Düsseldorf, Oslo, Barcelona, Shannon and Edinburgh, save time and the anxiety of having to transfer through Heathrow, Charles de Gaulle and Schipol. Personally, I’d rather endure a single, narrow body non-stop, than two flights passing through a large European hub with the associated pitfalls including customs, personnel, weather and mechanicals. I think that your article "Bad Summer to Fly" in the 9/2/07 Pioneer Press strongly supports my position. On this trip I spent nearly five hours in “Business Class” seat 1B, because we utilize an augmented crew on flights over eight hours. Yes it’s a single aisle, but it reminded me of sitting in the upper deck (single aisle) of a 747-400. The seats are spacious, have their own video screens and field a variety of video and audio options. Personally though, I prefer my iPod and a book. Although not quite as spacious as on the -400, these cloth-covered seats contort to a variety of positions. I also like them because they are cloth and not leather, on which I seem to sweat and slide around. Not a pretty sight is it? Frankly, I don’t understand the allure of leather seats in an airplane. In coach, which isn’t a pleasant thought on any airline, most carriers have removed as many as 40 seats to increase pitch by as much as four inches. A quick inspection of one of our A-330’s, leads me to think that the space/pitch is nearly equal. However, the A-330 does give the impression of spaciousness, that I’m sure is important to many.
On the other side of the coin, the narrow body, particularly when seated near the rear can be claustrophobic and yield little opportunity to get up and move about. But, what do most people do on long, back of the clock flights? They sleep. While on break in seat 1B during our nine-hour, daylight flight from AMS-DTW, I strolled to the back for a little exercise and to observe my passengers. The shades were closed, most were asleep and many played with electronic “toys.” Not even the spectacular vistas of Iceland and Greenland at 57 degrees north latitude prompted many to sightsee, as sleep seemed to be the preferred form of entertainment. I’ve read complaints that overhead space is a problem in narrow-bodied, international 757’s. But seeing as how everyone boards these days carrying a “kitchen sink,” this could be eliminated I think with more rigorous enforcement of existing carry on rules. Another matter John, though not restricted to narrow-body international flying, is the lack of decorum we’re observing today. Passengers with bare feet propped up on the seat in front of them or on that seats arm rest. Oversized males in tank tops overflowing into another’s space. Kids with loud laptops and no earpiece. Yeah, we all love listening to mindless computer games and loud music hours on end while clueless parents do nothing. I love my cockpit! I think Seinfeld did an episode on this. Apparently not enough saw it. But I’ve wandered off the point, which I have a tendency to do.
From my viewpoint John, Business or First Class isn’t an issue, but without a doubt I’d rather span the worlds oceans aboard a wide-body if banned to steerage… excuse me, coach. But if I’m destined to one of those second tier cities, to avoid a change at Charles de Gaulle and save four or five hours of my time on the back end of a trip, give me a 757 non-stop. Not so important to passengers necessarily, because all that seems to interest them is "price," is that the 757 is a reliable, safe, redundant workhorse of an airplane. It’s heritage after all, derives from the 727!
Q: With the advent of winglets on many planes...why do 777s not have them? -Jon Nevin, San Diego, Ca A: Hello Jon, This is a very interesting question. I’m not an aerodynamicist but let me tell you what I know. From my exposure to the 747-400, I’ve learned that Boeing engineers are not particularly enamored with the results from its winglet technology and have been studying better ways to negate wing tip vortice drag. Apparently, Boeing engineers and their slide rulers think that this newer “raked tip” technology is superior. How does this work? We know that the further apart that the wingtips are, the vortice is less effective. So, if we simply doubled the wingspan on all airplanes the problem (drag) would be less. But now how do we fit these aircraft into existing gates at major airports? According to Boeing, the raked tip accomplishes this without effectively adding significant wingspan, (6.5’) while adding 2% more fuel efficiency. Personally, I prefer the look of the raked tip to winglets, but that’s neither here nor there. These new tips will be in use on the new 787 and retrofitted easily for certain 767 and 777 extended range aircraft. I have to think Jon, that because Boeing engineers weren’t sold on winglets after their -400 experience, that they simply decided that they wouldn’t pay a significant return on 777 efficiency. However, with these new “bolt” on tips, greater efficiency can now be achieved. Only time will tell though, after years of statistic crunching which technology, raked tips or winglets is superior. Just as they arrive at the answer however, a new device will surface making both obsolete. But that’s what new technology is all about!
Q: Rand, how do you and your colleagues view Richard Anderson’s appointment over at Delta?
Joseph, Racine, WI.
A: Hello Joseph, Frankly, I was hoping that he might return to NWA; where he enjoyed a reasonably good rapport with employees. However, I think that he fully understood the bloodletting about to occur near the end of his tenure and didn’t quite have the stomach to participate. He prepped us, but the Board left that little detail to Mr. Steenland, who was more than capable of running our company and morale into the ground. I think that this summer’s dismal flight operations performance strongly supports my argument. Personally, I think that Delta is lucky to have him, but don’t necessarily see a merger “because” of his appointment. Those who assume an imminent merger, the day after Anderson was appointed, are wishfully thinking. It does highlight everyone’s desire to hasten Mr. Steenland and his “management” teams departure from the property, so we can return to the business of building an airline unencumbered. We’re thirsting for leadership here Joseph, in the manner of a starving man approaching a banquet table, but I’m not sure that Mr. Anderson’s appointment at Delta will have immediate consequences here at NWA. Other than of course, creating a strong competitor. After all, why proceed with the “VERY” difficult process of combining two very different corporate cultures and fleets, when the same end can be achieved easily with code share agreements? I hate to broach this, but I think airline breakups, along the lines of United and Delta feasting on the near dead carcass of Pan Am, or Eastern then American acquiring South American routes from a sinking Braniff are likely future scenarios. Many companies would salivate over our Asian route structure, while Mr. Dasburg (former NWA CEO) would love to have our freighter business over at DHL. As long as the executives, Board and shareholders profited, the fate of the nations oldest passenger airline is of little consequence to them. Is this any different though, then when I purchase shares on the stock market? I know little about the company I’m purchasing, but am in search of financial gain. Is it OK when I profit but not when Mr. Steenland profits? I’m afraid that this is the way of the world and if labor thinks that the first 30 years of deregulation were interesting, wait until we react to the next ten! Anderson, Steenland, Dasburg, Cohen, Leonard et al, are all pals and I’m sure have some very interesting plans on the drawing board. I’m highly doubtful though if they have my interests in mind.
Q: I am a new B-757 Captain and looking for gouges for where my engines, wingtips and mains are when sitting in the left seat for taxi. -Bob, TX A: Morning Bob, Congratulations on checking out in the 757, it's a wonderful aircraft and you're sitting in a great seat. I'm afraid that I have no gouges to offer, but suggest that you spend a little time out walking around the aircraft so that you're familair with its dimensions. Note how far behind you the nosewheel is and the track of the main gear. This is one of those areas where experience is important and yours will increase with each flight... or taxi to and from each flight anyway. The only advice that I have to offer is simply don't manuever anywhere if you are unsure of your circumstances and insure that your FO is involved with the taxi procedure. Call for wing walkers or ask the fellows in the other cockpit how your wingtip looks to them. Turns greater than 90 degrees, like onto a reverse highspeed taxiway can be tricky. If you don't like it... don't do it. Remember, you're not so much interested as to where your nosewheel is, but where your mains are. Make your turns wide enough that your mains are straddling the yellow line and not getting close to the edge of a taxiway during a turn. It's simply experience, but until you have sufficient experience and feel comfortable in this role, don't hesitate to ask for assistance. After a while this will become a lot of fun... believe me. Rand
Q: A: My opinion shaped by my experiences, posted on the Internet for any interested party to read.
Larry Kellner, CEO over at Continental Airlines, thanked his 45,000 “co-workers” for their “tireless efforts” on the airlines behalf, during the corporations Earnings Call last week. He further stated, "I admire my co-workers tireless commitment to customer service and quality. I'm proud to work with the most professionel men and women in the business." Mr. Steenland at NWA on the other hand, came out and lambasted me and my fellow pilots, not once, but twice now for the airlines poor operational performance. (Reuters 2/27/07) Two distinctly different approaches to leadership and management wouldn’t you say? Which style do you suppose inspires or motivates the troops to boost earnings for the corporation and its investors? This is not a trick question! This is just one of many reasons why I liquidated my NWA share exposure as soon as I was able. Consciously, it was a “no confidence” vote against management and our Board of Directors, who apparently enjoy their benefits, but pay little attention to the airlines performance. Mr. Kellner moves about easily with his “co-workers,” while an embattled Mr. Steenland does everything he can to avoid his. Somewhere in one of my manuals, it cautions me about speaking poorly of our management. That may be so, but Mr. Steenland floats grievances through the press to complain about me, therefore, I think I’m constitutionally protected for expressing my opinion. I'll let you know if they come after me. Let me continue.
To help remedy our poor performance, (ie. on time, lost baggage and flight cancellations) Mr. Steenland has only recently promoted the idea of expediting our 400 furloughed pilots back in to service. These fellows have been out for as long as five years now, requiring complete training cycles that can take as long as two months to complete. Just as the “frost is on the pumpkin” in Minnesota, a bit late for the heavy summer travel season and stranded passengers. This belated action or lack of planning, as well removes pilots from line flying duties to become instructors, further contributing to our lack of personnel.
Indulge me for a moment while I offer a little historical background on airline pilot hiring. Until recently, when we’ve lost pay, benefits and command authority but not responsibility, an airline pilot’s position was highly coveted. Four years of college, extensive training, preparatory jobs and military service sculpted the type of individual competitive HR departments, including Northwest’s sought out. Once on board with a prestigious air carrier, the thought of leaving it was remote. Not only will few of Mr. Steenlands 400 furloughees return to line service, most of the 1,000 furloughed before them have opted not to return here and active pilots are leaving daily for UPS, Federal Express, Japan Airlines, Singapore Airlines and others. Early retirements at the top of the seniority list, where experience and frustration are abundant has accelerated. Dismiss any thought of pilots remaining at NWA if age discrimination is abolished; many don’t even make it to 60. If you’re a businessperson or investor, what does this tell you? Are the pilots calling in sick for spite? No. They’re leaving in droves seeking quality, because it’s not here.
One flight operations manager lamented to me about the lack of loyalty pilots have displayed by leaving the company in search of better employment. Hmmm… like former CEO Dasburg leaving for Burger King and later for DHL. Or maybe like former CEO Anderson bailing for an HMO, later becoming a director at Delta Airlines. Probably more like former VP Joe Leonard leaving to run Air Tran or Chairman Gary Wilson hanging it up with a $2 million gift and office expenses thrown in. Possibly it was VP Neil Cohen, abandoning USAir for more fertile territory here that he was thinking of. Consider as well the dozens of junior executives and flight operations people who have voluntarily moved on too. Even our Board of Directors, who recently voted to raise their pay (just what do they do anyway) from $45,000 to $200,000 has experienced turnover. This is loyalty?
That’s about it in a nutshell, without boring you with individual horror stories. As you might imagine, I could go on forever with those, but think that brevity is sufficient and telling stories outside of school is not my style.
Rand Peck Pilot
Well, it seems that we’re into day three now of our Mr. Steenland blaming his pilots for continued flight cancellations. (Seattle Times, 7/30/07) As they say, it’s his story and he’s sticking to it. A little history; he cancelled more than 2,000 flights in June and from July 27 thru 29 has managed to insufficiently crew the airline, thus causing another 514. (Figures received from flightstats.com who as well has written about or pilot shortage.) Initially, CEO Steenland tried blaming it on weather and the FAA, (the same environment that everyone else operates in) but when that didn’t fly, pardon the pun, he laid it at our feet. It’s now July 30, the end of the month and narrowbody DC-9 and A-320 crews have been run out of time. They’ve hit their FAA, legal monthly maximums, rather like a long haul trucker does and simply, legally, can’t operate.
It’s only August my friends. Wait until the holidays in November and December when many of us will exceed not only our monthly maximum, but also our annual maximum of 1,000 hours allowed by law and winter weather is upon us. I wonder if anyone’s thinking that far ahead? It’s basic math; divide the scheduled flying time by the number of pilots on the seniority list and see if it falls within legal parameters. Of course it’s a good idea to do this months in advance to adequately plan. This is called “management,” something that managers do!
On every flight, I divide my fuel load by the aircrafts fuel burn to determine if I have enough gas to safely transport your family to our destination or alternate airport if necessary. This is called “common sense” and I do it on every leg. It’s not that difficult, I calculate it in my head, but wonder if I were wrong and ran out of gas 15% of the time (our cancellation rate) if this would be acceptable to anyone. But keep in mind that I don’t have an MBA. Mr. Steenlands attempt to shift blame from his apparent lack of management or people skills, to his pilots, have worn thin with many airline experts. Including Terry Trippler at www.tripplertravel.com, who stated recently that NWA is “dysfunctional” and that “someone needs to straighten it out.” Or Joe Brancatelli at www.portfolio.com, who is steering travelers away from NWA. Apparently I’m not alone in my thinking. And you’re wondering why we were in bankruptcy? Much more management that creates publicity like this and we’ll be back there again.
We’re past the time for the Board of Directors at NWA to stand up and be counted. When jetBlue experienced their meltdown last spring, that affected far fewer passengers, their Board terminated founder and CEO David Neeleman. A tough decision no doubt, but isn’t that the function of a Board? Supposedly these are “experienced” businesspeople, brought in to guide a management team. Where’s the guidance? If I were a shareholder, I’d be outraged. But neither Mr. Steenland, the Board nor the shareholders face irate, sometimes violent passengers when their business or vacation plans are radically altered. They delegate that pleasant experience to the agents, the flight attendants and my fellow pilots.
Stay tuned…..
A side note: United Airlines has just announced that they plan to commence pilot hiring soon... and they've really set the bar pretty high! You'll need a high school diploma (or GED) and 1,500 hours total experience to be considered. Kind of tells me what they expect for applicants with their bankruptcy imposed contract. I doubt that many "top gun" military fliers, corporate jet types or even regional jet captains will be flocking to fill the junior slots at the bottom of UAL's seniority list. What will be left?
It's now July 31 and NWA is still at it. They cancelled 127 flights yesterday and by midday today another 60. It's still my fault, but now Mr. Steenland has someone else pointing his finger at the pilot group. A Mr. Roman Blahoski. One of just dozens that rotate through the General Offices. I wonder how long he'll last. On the other hand, Tom Parsons from bestfares.com has written on his site that "the NWA pilots are straight out" a little different from Mr Steenlands view of things. Let me give the last word to NWA passenger Carolyn Parker who stated, "I wish that I'd chosen another airline." I know what you mean Carolyn... so do I. None the less, I'm sorry that you've paid the price for our managements lack of planning and their transparent attempt at shifting blame.
Well, it's August 1 now (a new month) and according to Roman Blahoski, "things are returning to normal." as NWA faces fewer cancellations. I wonder if he knows why though! It's because it's a new month Roman, the pilots clocks have been reset for another 90 hours. But come the end of August, say around the 24th or so, when they start running out of time again... what will be the situation then and who or what will you (or your superiors) blame then?
Did you see Mr. Steenlands interview with Meredith Viera on NBC on August 15? I hope so, because he finally backed off his position that the pilots are to blame for the massive cancellations we've experienced this summer. Just as he backed off blaming the weather and FAA when his position was unsustanable. He never alluded to exactly who should bear the blame for this fiasco, but it seems apparent now that it is a factor of poor planning. Which means poor management doesn't it? If we flew like Mr. Steenland manages, we'd have been replaced a long time ago for incompetence. I can only hope for the same outcome here, but I doubt that that will happen. Apparantly nothing will occur until customers become outraged enough to write to our Board of Directors. But where have they been?
The Wall Street Journal, on 4 October ran a front page article entitled, AFTER DELTA'S RECOVERY, NEW TURBULENCE STIRS. It was a very long article spilling over to page 16, the gist of which was the balencing act Mr. Anderson faces with the troops at DAL. It brought up the "very" contentious labor environment that Mr. Anderson left behind for his successor, Mr. Steenland. The very last sentence in the article quotes Mr. Anderson as saying: "For an airline to be successful, you've got to care about your customers and care about your employees." Let me repeat that, "For an airline to be successful, you've got to care about your customers and care about your employees." What a novel concept! I wonder if Mr. Steenland reads the Journal?
Q: Hey Rand, I am in the market for a new camera so I can photograph from the cockpit when I fly. Can you reccomend a good aviation camera? -Alex Meister, Boston MA A: Hello Alex, I've been using Nikon products for years, am pleased with them and currently use a Nikon P-5000 in the cockpit. This model has 10 megapixels and anti-shake which gives me a lot of freedom when constructing a shot. It's point and shoot capability also allows me to grab, point and shoot on a moments notice and in low light situations. With 10 megapixels, it also allows me to crop liberally and maintain quality. Keep your lens and windscreen clean and get as close to that windscreen as possible. There's much to learn when your shooting platform is moving at high speeds, but with digital, mistakes are inexpensive and can be learned from. I also have a Nikon D-70 with a 24-120 anti-vibration lens that's too bulky in an airliner, but works well in the Cub. Good luck and happy shooting!
Q: Why, during takeoff, do the captain and first officer both have their hands on the engine throttles? -Brennan, Hollywood FL A: Brennan, When a first officer makes a takeoff, he or she advances the throttles or thrust levers as some refer to them, to the takeoff EPR position. As soon as takeoff power is set, they remove their hand from the throttles to be replaced by the captains'. The reason for this, is because the captain is responsible for initiating/performing a rejected takeoff and needs instant access to the throttles. As soon as we reach V1, or "decision speed," we're committed to flight and the captain removes his/her hand from the throttles now as well. On older three person cockpits, the flight engineer would move his hand up under the captains to make fine EPR adjustments. EPR means "exhaust pressure ratio" and is the primary engine indication mode. Normally, you wouldn't have both the captains and first officers hands on the throttles simultaneously. But some captains may be a bit anxious to take them or some FO's might be slow in relinquishing them, giving the appearance of too many cooks in the kitchen. I think I put that well!
Q: My cousin is a first officer for British airways, and he was just made first officer on the 777. He was there for roughly 10 years. Any idea as to what the wait is to get long haul at a u.s major airline as F/O IRO and captain? -Philip Boston MA A: Hi Phil, This is a very tough question; as these positions are dependent upon the world’s economy, interest rates, fuel prices and political deals made in smoke filled back rooms by political hacks. Twenty years ago, the benchmark to a captain’s checkout at a major airline was 10 years with maybe another five to eight years to become an international captain. Today at jetBlue a captaincy can come along within five years while at DAL, NWA or American it may take 15 years or more. But then just how long will jetBlue be around. I guess my point is, that there really is no benchmark today. Lets look at another level of the industry. The small regional jet airlines are hiring first officer’s right out of a quickie flight school and up grading them to captain almost as fast. Many of these kids never flight instructed, flew night mail, bank checks, traffic reports or charters in Navajos and Barons. I have a big problem with this, because there’s no EXPERIENCE here. Not only with hands on flying, but dealing with high altitude flight, weather, congested airports, passengers, the FAA, fellow crewmembers and your own company. I have more than 30 years and nearly 30,000 hours of experience and am still learning everyday, every flight. Until deregulation and even for a while thereafter, moving up was an apprenticeship program where you learned all of the areas that I just mentioned by years of exposure with seasoned captains. How much exposure does a young, low time captain or first officer have in one of these high altitude, high speed, yet very sophisticated little speedsters? The marketplace has brought this about along with long flying days, short turns, short layovers in noisy hotels and fewer days off to recover between trips. I’m deeply concerned though about safety issues, as we stretch the rubber band to its limit.
Q: When you push back from the gate I notice that one of the ground personnel is "plugged in" to the plane and talking to you on some kind of intercom. What are these folks saying" -Jim Lee St. Paul MN A: Hello Jim, As you might expect there’s a lot of coordination going on to push that jet back from the gate and I need to share this info with the “pushback coordinator.” First, he’ll let me know that everyones in position, the cargo doors are closed and ask if the brakes are set for chock removal. Then after receiving a clearance to pushback from ATC or company, and the flight attendants notify me that everyones seated, I’ll direct him when and where to push us. ie. “brakes released, cleared to push behind the next northbound 757, spot nine, tail west.” He’ll read this clearance back to me so I know that we both know what to expect. During the pushback, he’ll clear me to start the engines and I’ll acknowledge his statement. This varies somewhat, as local airport engine start rules apply. This is when we shut off the air conditioning packs, it gets stuffy in the cabin, everyone reaches for the overhead air nozzle and we use that air to start the engines. Yes, one at a time. When he’s pushed us to the designated spot, he’ll say “brakes set.” After I do so, I reply “brakes set, pressure normal, cleared to disconnect.” We’ll probably be into the second engine start by this time. After he’s disconnected the towbar, he states, “captain you’re disconnected, watch for a wave off from your left, have a nice flight” Once the tug is clear of my taxi path, the coordinator holds up the “steering bypass pin” so I know that my steering is activated and he salutes me goodbye. We also have hand signals for doing all this, although I haven’t used them in several years now. It’s highly choreographed and needs to be, so all pushbacks, at all stations worldwide perform smoothly.
Q: In the Kegworth crash (737 wrong engine shutdown, attemped windmill restart) could have the APU been used to bring the undamaged engine back online -Anonymous, Hatteras NC A: I disdain Monday morning quarterbacking and non-pilot news commentators who lecture as to why an airplane has crashed… even as it is still sliding down a runway! I know very little about the Kegworth 737-400 crash of 1989 so will address it generally.
Many two engine jet operations procedures, lead pilots to start the APU after an engine failure or shutdown, for the purpose of relieving the remaining generator from carrying 100% of the electrical load. However, limitations and other factors come in to play. If the APU had been “cold soaked” at high altitude, (they’d reached 28,300’ climbing to FL350) the likelihood of it starting diminishes greatly. Additionally, an in-flight emergency relight procedure, directs the pilot to a windmill start. Apparently, after attempting a windmill start, there was insufficient time to accomplish an APU start; assuming of course that it was functioning or had the ability to function. In this case, the pilots shut down the wrong engine for the right reasons. The vibration and smoke diminished when the right engine was reduced to idle and the engine instruments offered no additional information. This diagnosis would indicate that the right engine was faulty and warranted either a shut down or operation at a reduced power setting. The captain elected to shut it down; so far so good. A long descent ensued and power on the left engine wasn’t increased significantly, until on an approach with flaps and gear extended. At this point low and slow and needing power, it became apparent that the left engine was the guilty unit, as vibration returned with increased thrust and it ultimately failed. They were a glider now! The captain directed the FO to windmill start the right engine. Even if the APU had been available, I suspect his training would have lead him down the windmill start road first and we’re running out of airspeed and altitude rapidly now. Let me conclude with this. I’ve been seated comfortably at my computer with a cup of coffee, contemplating your question for several hours now… the crew aboard this 737-400 didn’t have that luxury.
Q: In your latest blog entry about the annual check ride you say " I can't believe that this was my penultimate checkride... only one more to experience." does this mean you are retiring in two years? -Mark Heywood, Vancouver Canada A: Hello Mark, What started out as an adventure as a Beech 18 night airmail pilot is quickly coming to a close. Through the ups and the downs I've had a wonderful time, met great people, flown interesting airplanes and enjoyed some spectacular layovers. But all good things must come to an end I suppose and my days and nights spent in jet cockpits will end on 7 April 2009. In the meanwhile... I plan to make the most of it. Rand
Q: Rand, now that NWA has been cleared to fly out of bankruptcy, do you see an improvement in worker morale? William, San Diego A: Hmmm… let me put it this way William. According to what I’ve just read at Bloomberg.com; secured creditors will be paid in full, unsecured creditors will realize up to 83% and the company forecasts a 2007 profit of nearly $800 million dollars. If this were the end of the story, workers would undoubtedly be more than happy. We want those who sold us services to be made whole and we realize that a corporation has to make money to be viable. This was everyone’s goal as we entered into bankruptcy. Well, most everyone’s. Now let’s look a little deeper into late filed court documents, (executive compensation) that apparently someone didn’t want divulged until as late as possible. The CEO has rewarded himself with a package valued in excess of $25 million, four hundred more top executives will see a payday worth nearly $300 million in stock, the board of directors is considering raising their annual pay from $46,000 to $200,000 and the departing Chairman of the Board has been given a “gift” of $2 million, lifetime medical/dental coverage, lifetime travel passes and an “allowance” of $75,000 for office expenses. (WSJ 5/16/07 p.12 and USA Today 5/21/07 section B) William, I won’t beat a dead horse with what the employee’s of NWA have given up in pay, benefits and work rules in order that the nations oldest major airline might survive. The divide between employees and current management is beyond repair and no; morale with this type of “scorched earth” leadership is not likely to improve anytime soon. In fact, I’d be surprised if it didn’t deteriorate further. I’d like to direct your attention to a Wall Street Journal article dated 16 May 2007, in which a named NWA Executive Vice President admitted that "attracting workers here is difficult." He continued, “Morale is certainly severely tested. It’s hard to keep people enthused.” I couldn’t have said it better myself, but if that’s not an understatement, I don’t know what is!
One final point William. The University of Michigan released on 15 May, its American Customer Satisfaction Index. The U.S. Airline industry scored below the U.S. government and even the IRS with regard to customer satisfaction. And for this dubious achievement, several airline managements have rewarded themselves handsomely. In effect, from my viewpoint, my 40% paycut and other givebacks simply made someone else's bonus possible.
Q: Winds here in Minneapolis today were 25 knots gusting to 45 knots. How do you choose an airspeed for final approach in these conditions? -J. Lee St. Paul MN A: Hello James, Our rule of thumb in windy conditions is simply, add the following to V-ref: all of the steady state wind or half of the gust, but not to exceed Vref+15. If the wind at MSP today is 320@ 20 gusting to 25 for example, the max additive of 15 knots would apply here. Personally, in a 757 with it's large, nearly straight wing, I think that this is too great, particularly when operating into shorter runways at LGA or DCA in the rain. Now your other question concerning the noises that you hear from a 757 when 4,000 feet above you on final that sound like a venting air compressor. Hmmm... I've not often been in this circumstance but two things come to mind. The engines shift to high idle during the manuevering stage when flaps are extended, which could be one explanation, but the more likely is that you're hearing wing tip vortices as they descend. Vortices are little horizontal tornados that come off the wingtips and 757's are known to produce a vorticy greater than most other aircraft. Years ago, jogging in a similar location, I remember hearing the wind "snap" and "whip" and tree tops sway, shortly after a DC-10 would pass over in the landing configuration. During my jogging days though, I only noticed this phenomenon with low flying DC-10's. It was almost eerie...
Q: Northwest is starting translantic service from Hartford this summer. How do you feel about a 757 flying overseas for about 4,000 miles? What has been done to modify the 757 for flying this long distance?? Thanks. -Tom Hartford,CT. A: Hello Tom, I quite agree, a 4,000 mile stage length, particularly westbound against prevailing winds is a long journey in a 757. But learning from both Continental and American, who fly similair trans-Atlantic routes, has been a boon here. CO, AA and NW have fitted these airplanes with new blended winglets which increase fuel productivity by as much as three or four percent. This should yield in the vicinity of nine and a half hours of flight time. Yikes!! For both comfort and weight purposes, NW will also configure these trans-Atlantic 251’s with only 160 seats, 24 fewer than a domestic 757-251. Like any aircraft flying long haul, ETOPS routes though, flight planning will include fuel diversion airports, just in case everything doesn’t go as planned.
Q: Captain Rand, How are pilots certified for over-seas ops? Since you can bid your job, does everyone become certified to operate foreign routes. -Craig, Dublin, OH A: Morning Craig, Only certain aircraft fly overseas, so when you checkout as a captain or first officer on one of those airplanes, you'll receive oceanic/international training. It's built into the syllabus, usually takes a day or two and addresses, international air regulations, fuel, weather, flight planning and alternate requirements as well as chart plotting and emergency diversions. International flying is a challange dealing with new accents, customs, procedures and regulations but certainly broadens your horizons and is very enjoyable. Lunch in Paris near the Louvre for the first time is pretty exciting (and expensive) after years of Chile's or Uno's in the local downtown mall.
Q: Captain Peck, any comments on the DOT’s February airline stats? Paul, Los Angeles. A: Thanks Paul, in fact I do. The DOT (Department of Transportation) has just released its February performance statistics. Over all, these numbers reflect the weakest performance level in many years. On time arrivals and airline stocks were down, while mishandled baggage and passenger complaints were up dramatically. That is of course for most everyone except Southwest. February was a tough operational month weather wise, but I have a category that neither the DOT nor the airlines (except SWA) recognize. Morale! I’ve not seen morale this low for years. Possibly in my entire career, as bankrupt CEO’s accept breathtaking bonuses while the worker bee’s are liquidating homes, automobiles and college educations to remain afloat. This however is not unique to the airline industry as most all business’s seem to have jumped on this bandwagon. Wheather they choose to recognize it or not Paul, when the frontline workers just don’t care, little seems to get done… and the numbers reflect it.
Q: Rand: Enjoyed the San Francisco stuff. Questions: Don't first officers also have to have a first class medical? Also, don't first officers need the ATP certificate, which would make a first class medical mandatory? -James T. Lee A: Hello James, This is an interesting situation. Normally as a first officer, regardless of whether you hold an ATP or not, a first class medical is not required. What most FO's seem to do however, is get a first class medical and let it lapse into a second class after six months, thus requiring only an annual visit to their AME. Now the rub. With two pilot aircraft, like 757's flying long haul routes over eight hours, an "augmented" crew or third pilot is required as a relief pilot. Pushed by the airlines, the FAA has approved a crew of two FO's and a captain rather than two captains and an FO. Therefore, when the captain is on relief, one of the FO's is designated as a "cruise captain." This is a limited type rating giving the FO captain authority while the aircraft is cruising enroute, thus requiring a first class medical and an ATP. This partial type rating does not apply for take offs and landings. Now the question of, if the captain is incapacitated what are the legalities of the "cruise captain" landing the airplane. It's not a matter of competance, but I've not seen this addressed anywhere. Not all airlines have chosen this route however, many have simply trained their FO's to receive a full type rating, rather than monkey around with this "limited" rating.
Q: Mr. Peck, my father is a DC-9 captain at NW, right now he hates working
there, as do many employees. We don't see eye to eye on the future of the
airline, but I still hold out belief that once current management has gone, NW will
have a chance to fi A: Hi Chris, Your dad is in the toughest position of all NW pilots, flying a DC-9. I admire these pilots, because their working conditions are the worst and their skills to safely operate are the best. But to the heart of your question, will NWA evolve to become a quality employer? I'd like to think so, but honestly don't know. I don't have a crystal ball.
Yes, Mr. Bethune stepped in and saved CO, but is there another Gordon Bethune lurking over the horizon? Will Mr. Steenland be replaced by this type of individual or merely by another like himself? I don't know the answers to these questions Chris, but I do know my history. Any great airline, or any great business for that matter, has had great leadership. The Patterson's, Smith's, Gardiner's, Rickenbacker's, Nyrop's, Trippe's, Frye's and Carr's from the past spent from 20 to 30 years with their airline, building a business, not lining their pockets and jumping from industry to industry. They invested personally in their company's and employees and didn't succumb to leveraged buyout tactics to bankrupt and destroy moral. These are foreign concepts today. Contemporary MBA programs don't teach such out of date ethics. But it's more than just an airline problem, it's a business ethics problem. Labor at Ford, General Motors, Enron, Tyco, Delphia, IBM, and hundreds of other companies are struggling through the same dilemma.
A good businessman walks a tightrope. He strives to supply a product that consumers desire and are willing to pay for, and properly enrich his work force to insure that this happens. But not too much, so as to be able to market his product at an affordable price. After all, the businessman/woman is in business for the same reason his employees come to work... to make money. His risks are great, as well as the fact that he employs us and deserves just compensation. How does he do this? Leadership. You demonstrate to and educate your workforce so that they understand the economics of the game. Continental and Southwest have done this to a large degree and built a workforce that's productive, well compensated and enjoys their workplace. But study their leadership. Bethune and Kelleher are the best in the industry today. This, in my opinion, is not the case with your dad's employer; nor at many others incidentally.
What changes do I think would be beneficial at NWA? Just one. Strong, moral leadership. A man, or woman, who will take command and lead by example. Something along the line of Delta's Mr. Grinstein, who recently assigned his bankruptcy bonus to a fund to aid his employees. NWA people are starving for a leader who will create a productive, responsible, moral company where they indeed would be proud to work. Since deregulation, they've not enjoyed such an environment.
Maybe that leader will be you Chris. You and your friends at UND and at thousands of other universities throughout our country are tomorrows leaders. I know that it sounds like a cliche, but it's true. If you aren't, who will be? But will your peers learn their business ethics and morality from the Steenlands or the Bethunes of the industry? Will your generations leaders be as morally bankrupt as mine, (both in business and government) or will you value hard work, production and honesty as benchmarks of good character? Daily in the Wall Street Journal, we learn of CEO's, members of Congress and other lower officials under investigation, indicted or censured. This is certainly an eclectic group of leaders we've foisted upon you.
What have I done here Chris? I've simply raised more questions, but like your dad I'm sure, have tried to express that values and character are paramount in business and life. That's why we need you.
On a lighter note. I love what I do, avoid complaining because it's counter-productive and worry about those things over which I have control. My writing and photography are not only fun, but a business and a way to work myself free from the Gordon Gecko's whom you've brought up in your letter.
Thanks for writing Chris, good luck and work hard. We're all counting on you! Rand Peck
Q: GREAT Flying with you Rand!! -Mark Dreyer, Stephens City, VA A: Thanks very much Mark, I always look forward to your company as well. To bad our Honolulu layover turned into a P-2!
Q: If you are flying at high altitude on J60, how far can you vary off that left or right ? I live south of Chicago under J60 and see alot of high altitude traffic flying over but not in single file? -Chris Stryszak, Tinley Park, IL. A: Hi Chris, A Jet Airway is eight miles wide, or four miles left and right of the "radial" centerline. Rarely do we explore the outer fringes though, before ATC calls up and inquires about our alertness. Something gentle like, "where are you fella's going?" usually gets our attention. There's a lot of different equipment in use, guiding aircraft along these federal airways. Aircraft manufacturers use a variety of hardware and software suppliers and some operators are still using old VOR equipment solely to maintain guidance. We notice this discrepency in flight too, when we know for instance that we have two jets in front of us on the same routing. We might see one contrail off to our left and the other possibly off to the right. A check of winds aloft will clue you in as to there drift, but rarely do the contrails indicate consistancy among equipment. Keep in mind Chris, that the Chicago area has a huge number of Jet and Victor Airways and arrival and departure corridors. Jet 60, in/out of Joliet (JOT) is sandwiched by several other airways, not too awfully dissimilar in bearing.
Q: Do you use the yoke or rudder pedal to steer the plane on the ground? I fly NW alot and maybe I can meet you one day while on a 757 flight. Thanks Captain -Edwin Hung, Cedar Rapids, Iowa A: Hello Edwin, Thanks for writing. To steer the aircraft on the ground, I use a tiller located by my left knee and the rudder pedals (connected to the nosewheel) to make small corrections while on a straight taxiway. The yoke, attached to the stabilizor, ailerons and spoilers is strictly an in flight control. However, when taxiing in windy conditions or behind another aircrafts jetblast, it's necessary to displace ailerons into the wind. Taxiing the airplane is really a lot of fun! To learn more about surface steering control Edwin, take a look at the following question and answer. Thanks very much for flying with us too and feel free to stop by the cockpit either before or after a flight. Most of us are pretty friendly and enjoy talking with those who enjoy aviation.
Q: Hi Rand. How many degrees of nose wheel deflection do you have to play with on takeoff and landings into crosswinds on the 757? And do elevator input help ease damage to the nose gear during these tasks? -Ryan, Panama City,FL A: Hello Ryan, The rudder pedals afford me seven degrees left and right of center for nosewheel steering. It's not designed for large turns but for minor taxi changes on a straight taxiway. For major turns that require greater control, I have a steering tiller by my left knee. This gives me 65 degrees left and right of center and allows me to literally turn on a dime. For any takeoff and landing the rudder, after about 20 knots or so, is used to keep the airplane tracking straight. With my right hand on the throttles and left hand providing aileron deflection into the wind, I have no more hands for the steering tiller. So you can see that at the start of a strong crosswind takeoff roll, that seven degree pedal deflection is important. During takeoff, our procedure is to provide forward pressure on the yoke until about 100 knots or so, slowly releasing it to neutral. This helps with low speed directional control until the rudder becomes fully effective.
During any landing, we land on the main gear and slowly "fly" the nosewheel down to the runway. In a perfect world, the nosewheel wouldn't contact the surface until you had the yoke full back and ran out of stabilizor. This technique exacts the least stress on the nosewheel assembly. However, landing on short runways at LaGuardia and Washington, with traffic right on your tail and others waiting to depart, this is just a dream. It's get it down and get it off!
Q: Hi Rand, great website and blog. I enjoy your articles in Airways. Question for you as an aspiring airline pilot and just being observant. Why does the nose gear of the 757 retract/extend last after the mains? -Jeff Toronto, Ontario Canada A: Hi Jeff, thanks Hmmm... Since first reading your question, I've been paying attention to other 757's as their gear retract and haven't noticed this. The left hydraulic system, using two pumps, (one electric and one engine driven) normally operates the landing gear and the pressure should be uniform. There's nothing in the design either that calls for this. As equipment ages though, "things" happen and possibly with contaminate in the lines this could occur. But its neither designed this way or normal. I've flown DC-3's that the right gear is practically locked up before the left gear has even started its motion... but that's a DC-3!
Q: Hi Capt Rand. What is the general climb rate for a 757 once flaps and gear are up. 2000 fpm? ANd what is normal decent rate per minute? -Rich A: Hi Rich, Very difficult question to answer, because our climb is normally based on speed, 250 knots below 10,000 feet and 307 knots (econ climb) above this altitude. In other words, in the "speed" mode, airspeed is primary and rate of climb or descent is secondary, as the computer will vary pitch to maintain the selected airspeed. But generally, a fully loaded 757-200 will maintain 2,000 to 2,500 fpm through 25,000 feet or so. We can overide the computer by selecting "vertical speed" on the mode control panel and choosing a rate of climb or descent, but this is rare. Here's an example when I would use it though. We've been cleared to climb from 12,000 feet to 14,000 feet and if we climb in "speed" we'll get there very quickly with two distinct engine power and pitch changes. In this case, I'd select vertical speed and set in 500 fpm. It will take four minutes to complete the climb and maybe in that time the controller will be able to give us higher, avoiding a level off and a power change.
Q: Captain, was Republic's flight crew uniform silver bars on navy during the Herman livery? I know you joined them in '85 and may have seen earlier Captain uniform variations. Thank you very much. -Toronto, Ontario CANADA -YYZ A: The Republic uniform was a carry over from North Central Airlines and sported silver stripes and wings, but the material color wasn't navy blue. It was a lighter shade, rather difficult to describe and not particularly to my liking. If you go to my website, drop down to "Where In the World is Rand Peck" and click it on. Proceed down ten posts or so and you'll find a picture of my Republic cap. This will better describe the material color. The North Central uniform was this odd blue with black stripes, but changed to silver stripes when Southern Airways & North Central merged on July 1, 1979. As they did at NCA, we at REP also wore a light blue shirt. I was happy to see this uniform pass into history!
Q: How do hydraulics come in to play in a rudder? -kathleen A: Hello Kathleen, thanks for your question. The rudder on most large jets is a very large surface area. As airspeed increases, the air flow past the rudder makes it increasingly difficult to move and greatly reduces a pilots ability to deflect it to maintain coordinated flight. During normal flight with all engines operating, this is of little concern because corrections are small. However, when an engine fails at rotation for example, this creates "yaw" towards the failed side and requires a large rudder deflection to keep the airplane climbing straight and drag to a minimum. We've just lost 50% of our thrust and that which remains is 100% on only one side of the fuselage. This is where the rudder comes in and the force to deflect it is considerable. I need help here, so aeronautical engineers hydraucally powered the rudder so it takes less effort from my leg to move it. For that matter Kathleen, all of our flight control surfaces, rudder, elevator, ailerons, spoilers, flaps & slats and landing gear too are all hydraulically powered. The mechanical effort to move these surfaces or systems can be great, so we let the hydraulic system(s) do the heavy lifting. Think of driving your car without power steering or brakes. This would be like muscling around an old 727 with no hydraulics. The flight manual refers to this situation as "manual reversion," in reality it's called the "co-pilots leg."
Q: Rand, why does the 757 have only outboard ailerons and not inboard, like the 767? -Enrique, Tegucigalpa, FM A: Hola Enrique, Although I’m type rated in the 767, I’ve never flown one; my experience is restricted to 757’s. You mentioned inboard ailerons on the 767. It as well has outboard ailerons that unlock and supplement roll rate at low speeds. The 727 had both inboard (all speed) and outboard (available at slow speed) ailerons, plus opposite wing spoiler assist, which made it a very nimble airplane. The 757 has outboard ailerons only, with two hydraulic actuators per unit, supplying it with primary and backup hydraulic service. It as well has opposite wing spoiler assist. What this means is when you roll into a right turn for instance, the right wing spoilers crack open to create drag and spoil lift on the right wing, thus making it easier for the left wing to climb. As a result, and interested in keeping weight to a minimum, aeronautical engineers apparently determined that inboard ailerons on the lighter, slimmer, more sleek 757 were superfluous. And I’d agree, because it’s a pleasure to fly and as nimble as a 727. At least for those of us who choose to hand fly it up to 10,000 feet or so.
Q: Hello Rand, If you are DTW 757 based, how come you fly to hawaii alot more often than the sea based pilots? or doesnt it matter? -darren fike, federal way, wa A: Hi Darren, My airline uses 757-300's for Hawaiian service, thus freeing up SEA based Airbus A-330's for longer haul Asian flying. Our 757's are DTW and MSP based, so all Hawaiian flying patterns start and end in one of these bases. We still have 747 service from Narita to Honolulu, but I think that that flying is MSP based too. The 757-200 and -300 are so versatile, that we operate them on inter-Asian, North American, Hawaiian and very soon over the North Atlantic on Europe routes. It rather resembles the Southwest model of using one type of equipment with a few variations to accomplish the task. I think that SWA has something there!
Q: I see that some Airbuses are traditional yolk setups and some have the newer joystick. Does the buyer have a choice in configuration? And, how hard an adjustment is it to fly the joystick config and which do you prefer? -Robert - Haddon Heights, NJ A: Hello Robert, I need to look into this, as I think the only Airbus with yolks were early models, like Easterns A-300’s. I flew the A-320 for a year and rather liked the creature comforts and displays, but in the long run prefer the solidness of the B-757. I have a lot of “stick” experience in airplanes like Cubs and Stearmans and feel right at home with this device; in fact I prefer it to a yolk. Adapting to the stick in the Airbus was a non-event. The stick is spring loaded to the neutral position and requires only wrist movement and a light touch to operate. There is no mechanical connection between it and the flight control surfaces. You simply input the command and when the airplane achieves it, release the stick smoothly to the neutral position and the airplane will maintain the command indefinitely. What could be easier? It even monitors itself and stays within the prescribed flight envelope. This “fly by wire” technology is achieved by a variety of computers called ELAC’S, SEC’s and FAC’s and with software instructions designated as LAW; Normal, Alternate and Backup. Although I liked the airplane, I’m not a huge fan, but keep in mind that I’d be happiest in a DC-3.
Q: Hi Rand. Love the site. I am currently 19 years old and am an aspiring aviator. I am considering either Embry Riddle or the Military. Can you tell me a good path to take to get into aviation? -Alex Meister, Boston, Ma A: Hello Alex, I love communicating with aspiring aviators and apologize for how long its taken me to respond, but I’ve been pondering your query for a while. This is a difficult question though, as there are so many variables and each path offers unique experiences. I also question my qualifications as a “guidance counselor” so advise face-to-face meetings with your parents, college counselors and possibly a recruiter. (Keep in mind though that a recruiter’s function is to recruit.) Ask tough questions and seek objective advice. I went the civilian route, but in retrospect think the military is a better choice for a variety of reasons. First is expense. Although you’ll need a degree to become involved with military aviation, you won’t have to pile exorbitant flying expenses on top of your debt load. You’ll arguably receive the best training available, gratis, while being compensated as a junior officer. Embry-Riddle and Daniel Webster College offer excellent courses with outstanding instructors, but our government seems to spare few expenses when it comes to aerial warriors. You’ll be fully immersed in flight activity, rather than when you can afford it or mixed in with a college curriculum. Military exposure is undeniably well rounded, experiencing the latest machinery and technology. Historically, the airlines have favorably looked upon military candidates, assuming of course that’s one of your objectives. On the other hand Alex, does the military appeal you? What of the enlistment time comment? Are you prepared to accept dangerous combat assignments? How about dangerous training, like off a pitching/rolling deck at night? Exactly what are your flying goals? These questions should be explored, because if the environment isn’t palatable, you’d probably not want to spend six, eight or ten years there. Now, on another matter. Assuming that you aspire to an airline cockpit, go in with both eyes open. With bankruptcies, mergers, abrogated pensions, diminished health benefits, pay cuts, furloughs and executives who reward one another for massive quarterly losses, remember that providing for your retirement is solely incumbent on you! Plan accordingly. At 19, you probably think I’m nuts to broach this. But I was 19 only last week, or so it seems! Also Alex, keep in mind that I enjoy airline history, airliners and people and present positive experiences from a fairly senior position. I don’t mean to diminish the other side of the coin; weeks away from home at a time, lousy layovers, check-rides, physicals, being second-guessed and watching an industry in turmoil. Regardless of the industry you choose, hopefully you’ll love it and look forward to going to work everyday.
Q: What are your thoughts on if and should the retirement age for airline pilots be extended beyond age 60? -Joe Ezell Drifting, Pa. A: Hello Joe, a very timely question. As you probably know, the age 60 rule went into effect in 1958 during the Eisenhower Administration, when General Elwood “Pete” Quesada was the FAA’s first administrator. He was an iron willed general officer, with whom no one argued, but how did he arrive at this number? As I’ve learned it was arbitrary. There were no studies, no consultation with medical experts, strictly what the General thought was a good idea. I think that ALPA has done an excellent job promoting air safety, but I disagree with their support of this rule and not just because I’m 57. Frankly, after what will be 35 years of airline flying, I’m looking forward to different challanges, but support those who are not. Also, the differences between my fathers generation of WWII era pilots and those flying today are dramatic. Exercise, rest, rejection of tobacco and limited alcohol are earmarks of todays airline pilot. This was most certainly not in vogue when I started out in 1974. The only argument I hear against changing the rule from younger pilots, is that it will impede their career path to a captains seat. Well, probably yes, but this is immaterial to the question of safety. In today’s harsh environment of shrinking or disappearing pensions, (management folks need not worry about this) that 60 year old pilot, through no control of his own, may need employment. And if he or she is mentally and physically capable, other than the emotional argument of “I want your seat” I see no reason to put them out to pasture. We both probably know many 45 or 50 year olds who should move along to something else, but that’s another discussion.
Q: As a 757 driver, what is your opinion re ETOPS? -John , Arlington Hgts, IL A: Hello John, Presently we’re operating on a 180 minute ETOPS program, which means that when operating in remote areas, like over the Pacific or Atlantic, we must be within 180 minutes or three hours of a suitable landing field. This is figured on still air with one engine operating and appropriate weather. Do I like it? Not particularly. The thought of operating my one remaining engine at max continuous for that length of time is not appealing, but the economics of the day and lobbyists dictate it. I’ve done a little research on this, and interestingly have not uncovered one instance of an airliner diverting with an engine out for three hours. This speaks to the reliability of our jet engines doesn’t it? During a crossing, the ETOPS points and diversionary airfields are indicated on our flightplans, marked and highlighted on the chart and displayed on the FMS, (Flight Management System) so our relative position is constantly displayed. In other words at any moment, should something go wrong and it doesn’t have to necessarily be an engine failure, navigationally, we know our course of action.
Q: I was recently visiting a relative who condo overlooks DC's Memorial Bridge. We were watching pilots make the famous "river visual" approach to DCA's runway 19. How much elevation do you lose during that turn on final? -Lewis Moore, Landrum, SC A: Hello Lewis and thanks very much for the DCA, River Visual Runway 19 Approach question. I certainly agree… it’s interesting and most of us very much enjoy flying it. It’s time to turn off the “magic” and hand fly again. The approach starts while descending into DCA when approach control asks if we have the river in sight. If we do, we’ll be cleared down to 3,000 feet, ten miles from the airport, over the Potomac River just north of the American Legion Memorial Bridge. We’ll visually weave our way down the river, attempting to pass the Chain Bridge at 1,800 feet, abeam the Georgetown Reservoir at 1,200 feet, and the Key Bridge at 900 feet. Using a 3 for 1 rule, or descending 300 feet per mile, we start our turn over the Rochambeau Memorial Bridge at or about 300 feet above the ground, as we’re now about one mile from touchdown. As we make our right turn to line up with runway 19 (it used to be runway 18) there’s a VASI (Visual Approach Slope Indicator) on the left to aid in vertical guidance. If this profile is followed; slowing, descending and configuring along the way it’s easy. But if you’re even a little high and/or fast…good luck! Minimums for this approach are a 3,500 ceiling with 3 miles visibility, which is tricky when you rely strictly on DME rather than visual clues to descend. The runway is a mere 6,800 feet long and figuring that you’ll fly over the first 1,000 feet, most of us aren’t interested in “pretty” landings. With heavy traffic and a short runway, it’s get it down, get it stopped and get it off.
Q: Hi Rand, Can you explain a "circling approach" or "circle to land" how is this different or is it different than a standard traffic pattern or STAR? Thanks, Gary - Dallas, PA -Gary, Dallas, PA A: Hello Gary, excellent question, let’s see if I can explain it. Generally, a circling approach brings you to a runway that doesn’t have instrument approach capabilities, when the weather is greater than IFR but less than good VFR. I’ll use Chicago Midway as an example. With an overcast sky of 1,500 feet and three miles of visibility, we need an instrument approach to descend below the weather and visually pick up the field. So we’ll make an ILS to runway 31 Center that will easily accomplish this. The problem is, the wind today is from the west at 35 knots, exceeding our crosswind capability to land on 31 C. Or the controllers at Midway are using 31 C primarily for departing aircraft. We’ll fly the ILS to 31 C, “almost” as we always do, knowing that eventually, when we have the field in sight, we’ll circle to land on runway 22 Left because of wind. We’ll configure normally, but at the final approach fix, rather than being configured to land, we’ll be at gear down, flaps 20, or in a maneuvering configuration. When we see the runway and we’re inside the outer marker, we’ll start a right turn onto a left downwind, then turn left base, extend the flaps to 30 degrees, turn final and land. We don’t often exercise these procedures so they can be a little tricky. We need to check the approach plate for minimums, which will be higher than for a standard straight in ILS. Also, my airlines “Ops Specs” (Operation Specifications) require even higher minimums than those published. I’m not sure why though, we’re very good pilots! There’s a lot of non-standard stuff going on, a lot to remember, so in the future we’ll probably contact our attorneys for advice to avoid possible litigation!
Although the procedure is not particularly difficult, landing in “downtown” Chicago is. It’s all lights and not as easy as one might think to pick out and keep the field in sight with no electronic vertical or lateral guidance. My hats off to SWA and ATA pilots who operate from this very tiny, very restrictive little airport on a regular basis. One last point Gary. A STAR (Standard Terminal Arrival Route) is a procedure designed to transition in bound aircraft from high altitude, to within the airport vicinity for an approach. In this case, coming from MSP, we descended on the Motif 3 STAR and we’re vectored for an ILS to 31C, circle to land 22L. Then the “real” work begins, taxiing the aircraft to the gate. But I’ll save that for another time.
Q: Rand,
I’d be interested in your thoughts concerning the recent WSJ article “Pilot-Fatigue Test Lands JetBlue In Hot Water” about JetBlue’s “experimentation” with flight duty regulations. Tom, North Carolina.
A: Hi Tom, I was hoping that someone would bring this up! For those who haven’t read it jetBlue, with a select group of pilots, exceeded legal 8-hour flight time duty days to prove that it could be done. For safety purposes they added a third pilot in the jumpseat, just in case the flying pilots were overcome with fatigue. OK… What was the safety pilot supposed to do with a failed engine at rotation and an unresponding captain? Reposition his jumpseat, unstrap the captains five point harness, reposition the arm rests, drag him from his seat, then jump in and save the day? How was he to determine subtle incapacitation, as the flying pilot dozes off at 100 feet above the ground, doing 130 knots on landing? How can this happen you may wonder? Have you ever momentarily dozed off at 60 mph while driving your car? This is critical stuff that requires split second timing and judgment calls.
In the company’s defense, they cleared this scheme with their local FAA office. Yeah, those guys thought it was a good idea too! But when the FAA in Washington learned about it, they hit the roof and I quote, “We don’t allow experiments with passengers on board, period.” “Local FAA officials had no comment.” I wonder why? Welcome to the realm of “test flight” folks, where men like Yeager push the envelope. But you didn’t know that you were a participant did you?
Just a year ago, the hot topic concerned rewriting the rules to allow fatigued pilots to nap at altitude for 15 minutes or so. The theory was, that a quick cat nap at a non-critical time would do much to refresh a pilot. At least fatigue was acknowledged before it was swept back under the rug. Now jetBlue wants to exceed the rules and push their pilots up to 11 hours per day. What didn’t make it into the article is that to fly 8 hours per day, can take as many as 12 hours on duty, include as many as six takeoffs and landings in different time zones under a variety of weather conditions. I wonder if Donald Trump or his peers continuously negotiate billion dollar deals during a 12-hour business day. The answer I suspect is NO, because they recognize that their brain becomes fatigued and is not as sharp. If a fatigued Donald makes a mistake, he, or as I suspect, his investors stand to lose millions. If a fatigued captain makes a mistake, passengers stand to lose their lives. I’m sure that the circumstances surrounding the recent regional jet crash in Kentucky had nothing to do with fatigue! What do you think?
The article goes on to state, “jetBlue and some of its pilots argue that longer flight shifts could PERHAPS enhance their alertness.” Which pilots? I’m confident they weren’t line pilots who experience fatigue daily. I suspect that they were Chief Pilots or a Director of Flight Operations, or a Director of Training, who seldomly fly real airplanes but are unlikely to suggest to Mr. Neeleman that his idea, well, maybe is dangerous. They’re junior management after all, who prefer their non-flying jobs too much to risk alienating the boss. You see them in all businesses, not just the airlines.
We all understand fatigue and its effect within our own businesses. The surgeon who amputates the wrong leg or leaves an instrument behind, inside a patient after grueling hours of surgery. The lawyer who forgets crucial information during a closing argument because she’s had little sleep during the course of the trial. The accountant who makes mistakes on your tax return because he’s been looking at numbers so long he’s become numb. Any small business owner with that glazed over look that puts in Herculean hours trying to make a success of her business. I’ve experienced it as flight simulator instructor, when tired students in their third week of training overlook the most obvious of problems. I’ve stood back watching and wondering, how could they have missed that? Why do all these events occur? Because they’re tired.
New start up airlines like jetBlue, have forced the existing major airlines to cut costs to compete. That’s business. But now jetBlue, the company that shook up the industry is experiencing quarterly loses, diminishing stock prices, scaled back growth plans, maintenance problems with new airplanes, selling some airplanes and the seeds of employee discontent. Heretics! And what of captain Dave Bushy, who "championed fatigue-reducing programs as VP of Flight Operations." According to WSJ, he's recently "left" jetBlue. Hmmm...why? Bushy is a former Delta pilot/manager, whom I suspect had heartburn over schemes like this. I remember too, when Don Burr and People Express were going to take over the industry. You remember them don’t you?
The thoughts listed above are my opinions, forged through experience. I am not anxious to put my wife and children on airplanes with pilots flying as many as 11 hours with duty days that are even longer. Are you? Just how much blood can we squeeze from this turnip anyway?
Q: Do aircraft of the same type handle differently? For example, if you are flying 757's, can you tell much difference when you fly different 757's? -John Phipps, Decatur, Georgia A: Hello John, Surprisingly, both the 757-200 and –300 fly very similarly. Ground maneuvering is another matter though. The added fuselage length and main gear location dramatically alter the turning radius. On more than one occasion I’ve seen-300’s with a gear stuck in the mud while attempting a 90-degree turn on a taxiway. One must overshoot the intersecting taxiway in order to guide the main gear around as well. How much more? It’s a matter of experience. Tail strikes on both takeoff and landing are more prevalent on this model too. The –300 is a long arm and rotate aggressively or let your airspeed diminish near touchdown while trying to hold it off and “ouch” you’ll get the tail. As far as flying the same model 757, yes there can be differences here too. Over time as equipment ages, they mysteriously acquire dings, dents and bends that affect its flying characteristics; most notably their rudder and aileron trim. Our flight plans specify an individual aircrafts fuel efficiency and alert me to just how “straight” the fuselage is, or why the previous crew left 2 units of left rudder in. So yes, to operate safely and professionally, it’s important to know which model aircraft you’re strapped into, as well as paying attention to its individual nuances.
Q: Can you tell us more about those bizarre sounds in the A320 before startup and after shutdown that are supposed to have something to do with hydraulic pumps operating? What are they doing? -Matt, Minneapolis, MN A: Hello Matt, Those bizarre sounds, or the "barking dogs" as I've heard them called, is the auxillery hydraulic pump pressurizing cargo doors. As ramp personnel manipulate these doors, the "aux" pump cycles to supply hydraulic pressure to meet demand. You'd think that Airbus could have done a better job masking this noise as it sometimes alarms passengers.
Q: What are the attributes of an excellent captain? Is it merely about stick and rudder? -Ben A: This is an excellent question Ben. Although stick and rudder skills are important, they’re only part of the equation that creates a good captain. A good captain leads by example, remains objective, backs his crew and creates an atmosphere of trust where crewmembers are comfortable coming to him with problems. The captain is the crew leader by default. But the true measure is, if he would be so on his own merits. He or she is final authority on the airplane, and should be proactive yet non-interfering both on and off the aircraft. In other words, let others do their job, knowing that you’re there and available for information, support and guidance. This was easier to accomplish in the days when a crew was paired together for an entire month. Just through the natural course of events, a captains personality, traits and crew concerns would surface. But today, I may only see a flight attendant crew for one leg and never actually meet those in the back of the airplane. Therefore, he or she must make a greater effort, which reflects on him, to meet his crewmembers.
Am I trustworthy and reliant? Can I laugh at myself and admit to errors? Am I open to input or autocratic? These are just some of the questions a good captain needs to ask him or herself.
Although we all wish for a fast track to a captain’s seat, it’s not just learning the airplane and its systems that are important. A captain’s position is near the end of an apprenticeship, that’s allowed him to learn from the personalities of others. I’ve been fortunate to have flown with many excellent captains… and a few bad ones, but it’s important to experience these fellows too.
Q: Hi Rand, what are the current chances of a NWA/Delta merger, and if they merged, which name would go on the combined airline? -Lyle Wong, Minneapolis MN A: Hello Lyle, This is a question that’s on everyone’s mind today and although I do have a “crystal ball”, it’s only the 12-volt version. Although I see mergers around the corner, I don’t have access to the smoke filled back rooms where backs are slapped and “deals” are made. The one thing that I do know is this. A merger will not come about because it makes sense or benefit the new airline, it will occur because the “deal makers” will make money. Years ago when Northeast and Delta merged or Pan Am and National merged, there were sound reasons for these unions. They were accomplished by airline presidents who’d been with their company for years and would remain for many more. Their goal after all was to build a strong, reputable business. A few historical giants come to mind; Trippe, Nyrop, Smith, Patterson, Rickenbacker and Six to mention only a few. Other than Kelleher at SWA, is there anyone else that we can put in this league? Gordon Bethune possibly, but he announced today that he’d be signing on with Aloha Airlines.
Airline executives today bounce from company to company, industry to industry; their sole motivation is money and has little to do with building a viable business. The TWA’s and Pan Am’s are gone forever and the rest of us have been denigrated to barely more than a flying bus-line. I think that the last 20 years of airline consolidation support my argument. I know Lyle that this doesn’t answer your question, but I hope that it gives you a perspective from which to watch events unfold. Are you related to Captain Wong at NWA? A man from the old school who taught us how to fly jets when instructors were men and women and not DVD’s.
Q: Rand, what are your thoughts concerning Sunday's Comair crash in LEX? Phillip, Columbus, OH A: Hello Phillip, Assuming of course that preliminary reports are correct and that a departure was made from the wrong runway, I can see by the LEX airport diagram how this could possibly happen. But two things come to mind. Was the F/O engaged in this very short taxi out? With such a short taxi, in the dark, with much to do, he may have been overwhelmed with his own duties. The other, and more relevant point is fatigue related, which I’m confident played a role. Blame is not my goal here, a reason for the accident is.
The pilots who fly these regional jets do so under very tedious circumstances, such as many takeoffs and landings in a day, with short layovers, quick turnarounds, pressure to remain on schedule and squeezing in a sandwich when they can. Then for fun, introduce a few distractions like inclement weather, TSA inconsistancies, terrorism, maintenance issues, passenger problems and bankruptcy fears. Twelve hour duty days, six takeoffs and landings, fewer than eight hours in the rack at some noisey hotel, catch the 0445 hotel van for your 0610 departure. Day after day. This can be exhausting folks! Is it any wonder mistakes had been made? Personally, I think that it’s a tribute to these pilots that more incidents don’t occur. The airlines and the FAA preach safety, but due to economics, generally turn a blind eye to fatigue. Fatigue is the breeding ground for accidents, incidents and impaired judgement. There isn’t a professional pilot out there who doesn’t understand this. I only wish that professional businessmen and women did as well.
Q: How does an aircrafts potential glide time from cruising altitude relate to its ETOPS rating -Steve, Nyack, NY A: Hello Steve, interesting question. The short answer is that an aircrafts glide rate or ratio isn’t a factor in acquiring ETOPS authority. ETOPS, Extended Twin Engine Operations have come about and allowed operators to utilize twin-engine aircraft over the Atlantic, Pacific and remote Polar regions. Many 757’s for example, are 180 ETOPS certified, meaning that at the time of an engine failure, it must be able to reach a pre-designated airport within 180 minutes. By your question, I know that you understand this, but have added it for readers unfamiliar with ETOPS. But nowhere under part 121, 21 or 35, or in any ground school that I’ve attended has anyone ever raised the restriction of an aircrafts glide rate to its new single engine cruise altitude. However, once there the aircraft is subject to terrain clearance criteria such as maintaining a minimum of 1,000 foot clearance above all obstacles within a five mile radius.
In reality the way this works Steve, is at the time of engine failure we’d consult the computer for our best single engine cruise altitude and driftdown speed. Prior to “glass” aircraft, we’d extract this information from performance charts. (“Now let’s see, I wonder what page that would be on…”) We’d slow to that speed and fly a rate of descent to maintain it until leveled off at our new altitude and then drone on at a speed produced by “max continuous thrust” until we reached our ETOPS alternate. Somewhere during all of this, we’d have run an “engine failure checklist” and made a few radio calls to let those interested know of our predicament. Being from the old school though, depending upon aircraft weight, I’d be inclined to back the power off just a bit from max continuous. The thought of operating my only remaining engine at “max” is less than appealing.
Q: Captain Peck,
Why, when our aircraft pushes back from the gate, do we have a lack of airflow and the cabin becomes hot and stuffy? Joseph, Toronto.
A: Hello Joseph, good question. While at the gate, either an external air cart or the APU (Auxiliary Power Unit) are used to power the aircrafts air conditioning units. We call them air conditioning packs. Just prior to pushback, we’ll disconnect the external cart and transfer this function to the APU. An APU is a supplementary on board jet engine that supplies air and electricity when the main engines aren’t running. During the pushback, when the tug driver signals that we are cleared to start, the First Officer turns the air conditioning packs off, which is when you notice this lack of air flow. Why do we do this? Because it takes air to start (spin) a jet engine. The APU can supply sufficient airflow to either cool/heat the aircraft or start the engines… but not both. As soon as we’ve completed the engine start procedure, we shut the APU down and extract air from the engines to power the air conditioning packs. Bleed air from the engines also pressurize the cabin. So you can see that those hard working jet engines, mounted under those magnificent wings, perform a variety of functions beyond just producing thrust. They as well cool/heat the cabin, pressurize the fuselage, spin generators that produce our electricity and drive certain hydraulic pumps that aid in flight control function.
Q: Rand, What are your thoughts concerning safety after this weeks London incident? Jack, San Diego. A: Hello Jack, thanks for the question. I’ve received many along this line since I’ve returned home from my last trip, which incidentally coincided with the London plot. My thoughts concerning TSA and airport security are that it’s more for show than anything else. I’ve been critical of TSA management in the past because of a lack of consistency in their product. I’ve observed a variety practices throughout the country and when I’ve politely questioned a representative, they simply state that it’s policy. Well then, their policies vary widely across the nation. Understand that I’m not critical of individuals manning specific airport posts. They’ve been nothing but polite and understanding under difficult conditions; it’s their politically motivated leadership that I question. As I pointed out sometime ago in a newspaper interview, I’ve seen elderly grandmothers and 8 year old blond boys singled out and nearly strip searched in public, while young, middle eastern males sail through security points hardly noticed. I’ve observed high school kids on class trips to the capitol, young families enroute to Disneyworld and the wives of Air Marshals detained for further screening. What did they expect to find? Nothing! But the appearance of security is bolstered. This is lunacy. I’m aware of neither grandmothers nor eight year old blond boys that were involved in the Marine Corps Beirut barracks bombings, the USS Cole, the 1993 World Trade Center bombing, Pan Am 103 over Lockerbie, The Shoe bomber, the Madrid train bombings, London and Paris subway bombings or 9/11. Why then are we wasting valuable resources and pork barrel spending on such obvious pandering? Politics and politically correct policies. I know that we don’t like it and no politician will ever endorse it, but until we admit to who the enemy is, stop pretending who it isn’t and profile him, airport screening is a sham. I wonder if during this latest episode in London, if Scotland Yard wasted any resources on British grandmothers and young lads? I rather doubt it.
Q: Captain Peck, a friend put me onto your site and I enjoy your photography and stories. My wife has asked me to inquire about “air pockets,” as we're about to leave on vacation. Paul, near Chicago. A: Hello Paul, The term “air pocket” is a misnomer and implies a void or vacuum in the atmosphere that just doesn’t exist. It’s commonly thought that when an aircraft flies through this phenomenon, that it mysteriously falls or dramatically losses altitude. Nope! Think of our atmosphere as a giant ocean of air, generally flowing from west to east with many currents and a variety of speeds. In these currents are vertical columns or shafts of air that rise or descend depending upon its temperature or influenced by the land mass beneath it. Such as the Front Range of the Rocky Mountains or a large body of water (Lake Michigan for instance) that has a cooling effect on the air above it. When an aircraft enters this air, it will move in the same vertical direction, giving that rising or sinking sensation. The loss or gain is normally negligible, but the sensation can occasionally be disconcerting. Between our dispatchers, Air Route Traffic Control and amongst ourselves over the radio, we share ride conditions as we’re always in search of the smoothest altitudes and most favorable winds.
Q: Can you explain the recent emergence of the B757 flying across the atlantic? -James Balch, Bexley Ohio A: Hello James, very interesting question. Although the B-757 is getting a little long in the tooth, it’s still a proven, quiet, computer driven, two engine, two pilot machine with very diverse capabilities that meet all ICAO standards and enjoys exemplary maintenance dispatch reliability. The –300 is the industry’s longest single aisle commercial aircraft and according to reports that I’ve read, rates among the best in the lowest operating costs per available seat mile. A fleet of 757’s gives an airline the ability to operate 400 nm stage lengths as well as 2500 nm miles with one piece of equipment and all of the associated savings. However, in the very competitive trans-Atlantic market, dominated by wide-bodied, amenity filled aircraft, the 757 is targeting a thinner market. Most airlines are dispatching them to “secondary” cities, such as Manchester, England, Shannon and Barcelona, where trans-Atlantic wide body service neither exists nor would likely be profitable. Although the equipment may be a little less desirable, this is overcome by non-stop service closer to a prefered destination. Continental Airlines has an extensive European network flying 757’s with new winglet efficiency and so will Northwest Airlines in the Spring of 2007. The economics of the 757 are such, that all major airlines fly them in the West Coast/Hawaiian, “frequent flyer” market, freeing up widebodies for longer haul Asian flights. Although a bit cramped back there, passenger acceptability of this fine aircraft is very high.
Q: I find your pics insperational. My brother is a military pilot so I could only hear from him what it is to look at the world from atop, whereas now I can see what he sees! I wonder though, why there aren't more comments? Ciao, Paola from Italia A: Ciao Paola, Thanks very much for your comments and observations. I receive many questions or comments directly to my email address that don’t show up on the blog. But according to my “hit” meter, many are looking but not commenting. That’s OK, I just hope that anybody looking, enjoys the site as much as I do adding to it and meeting others from around the world. On another note Paola, I’ve very much enjoyed vacations in Italia; Roma, Napoli, Venezia, Siena, Firenze and Bella Bellagio on Lago di Como. Grazie and boungiorno Paola.
Q: Hey Captain, I wonder if on approaches, do you control the throttles or do you leave the autothrottles on, and does it goes for all other aircraft? -Enrique, Tegucigalpa, Francisco Morazan A: Hola, una otra vez Enrique. During a CAT-III approach, autothrottles/autothrust are mandatory, but for lesser authority they aren’t and are at the captains discretion. However, most of us have grown so accustomed to them that we leave them engaged until at least the final approach fix. Most, but not all Airbus pilots leave them engaged until touchdown and deselect them by going into reverse. However, during turbulance or possible windshear, when airspeed is erratic and the autothrust system has a hard time keeping up, most of us disengage and feel more comfortable handeling power selection ourselves. Disengagement on a 757/767 is simply a matter of just “clicking” them off. But on the Airbus, because the thrust levers don’t move in auto-flight, the pilot must match the throttle position with engine output using the EPR gauge before disengagement. Now, your other question concerning the word “Hoist”, displayed on an engine cowl. This is a maintenance function Enrique, directing a mechanic to the attach points for engine removal or installation. These attach points insure that the engine will be balanced when free from its mount and that stresses won’t be exerted where they’re not supposed to be. On my ’57 Ford, I’d have wrapped a strap around the carburetor to haul the engine out, so these instructions save the engines from people like me!
Q: Captain Peck, What was the N- Number (registration number) of the Northwest airplane that was involved in the D B Cooper hijacking, and what has been done to stop that sort of thing happening again? -S. Verrinder A: Hi Scott. The aircraft involved in the D.B. Cooper case was a 727-51 (100 series) originally built for United Airlines but sold to NWA and registered as N467US on 4/22/65. It was the 137th of 1,832 727’s built, assigned construction number 18803. It was sold to Piedmont Airlines in 1978, who flew it as N838N, the Mt. Mitchell Pacemaker. It went on to United Technologies, Flight Dynamics and Key Air before being scrapped in Greenwood, Miss in 1996. The 727’s unique design incorporated a hydraulically powered rear air stair that Cooper apparently understood, lowered and jumped from. Shortly after the incident, all 727 had installed an aerodynamic lock that prevented the air stair from being lowered in flight. It was called the “Cooper Lock.”
For those who may not be aware, D.B. Cooper hijacked NWA flight 305, from Portland, OR to Seattle on 24 Nov 1971. After landing at SEA, he extorted $200,000, released the passengers and flight attendants, and forced the pilots to depart, supposedly to Mexico. From an altitude of 10,000 feet, he opened the rear air stair and parachuted into history
Q: Captain Peck, I’m a frequent flyer and have noticed that at altitude, other airliners seem closer these days. Am I imagining this, or has something changed? Wayne, Miami, FL A: Very observant Wayne. Yes, things have changed. On 20 January 2005, the FAA implemented RVSM, Reduced Vertical Separation Minimums that effects airspace between 29,000 feet and 41,000 feet or as we call it between Flight Levels 290 to 410. (Pronounced, two nine oh to four one oh.) Prior to this date, we only flew at odd flight levels, (310, 330, 350 etc.) insuring 2,000 feet of separation. Now we’re flying at every flight level, which is why you’ve noticed that other airliners seem closer. Eastbound flights utilize the odd flight levels and westbound the even, reducing vertical separation to 1,000 feet. You may be wondering, why the change? There is just so much traffic at higher altitudes, due to the proliferation of regional jets and new airlines that additional space needed to be created. Although six new “flight levels” have been created, the funnel effect comes in to play when all these airplanes descend to land!
Q: How do you know in the descent or approach, when to start deploying flaps and the landing gear? -Enrique, Tegucigalpa Honduras A: Excellent question Enrique. Let’s see, where do I start? After we’ve left altitude and arrived in an airport traffic area, approach controllers start giving us speeds to fly, to fit in with all of the other traffic. We can only fly so slow with zero flaps and once we slow below that speed we extend to the appropriate flap configuration. So, in a nutshell, diminishing airspeed governs our wing configuration. The flying pilot calls for the flap setting and the non-flying pilot moves the flap handle into position and confirms, by the flap gauge, that the flaps and slats have actually moved to the desired position. We try to maintain zero flaps for as long as possible, because once we start putting out flaps and slats (leading edge devices) drag increases and we start burning more fuel. We call this speed VZF or zero flap speed. Our normal maneuvering flaps configuration is “flaps 15” or “20.” Once established on descent, on the glideslope and approaching the final approach fix or outer marker, we’ll extend the landing gear and call for “flaps 30, landing checklist” to be on speed (V-ref) and configured for landing. Everything’s pretty much done now. So with your hands on the yolk and throttles, monitor everything, make adjustments, be ready for anything and start looking for the runway. Yeah… it’s a lot of fun! Thanks, Rand
Q: Since you've been flying for a good while, and you also fly airliners, planes that probably have the highest technology for automation, I would like to ask you if flying is still FUN? -Matt, Vancouver, B.C. A: Hi Matt, yes, flying is still fun for me. I’ll admit to some boredom when droning out over the Pacific hour after hour, but once we get into the approach and landing mode or the takeoff mode before that, I’m in my glory. I love the view from the front office window, whether it’s a beautiful VFR sunset or a solid fog CAT III approach, I’m happy to be there. And what do I do when I get home? After recuperating, I’m off in the Cub, in search of New England country air shows and fly-in’s. Thanks, Rand
Q: Captain Peck, settle an argument for me. Northeast Airlines started business as Boston-Maine Airways…but in 1931 or 1933? James, Boston, MA A: Hello James. It depends upon your point of view. Laurence Whittemore, a B&M executive, launched service as Boston-Maine Airways in 1931 contracting with Juan Trippe at Pan American to supply aircraft and pilots. They elected to shutdown when winter arrived and Pan American was not interested in resuming the contract the following spring. Undettered, Whittemore searched again and found Paul Collins, Sam Soloman, Eugene Vidal and Amelia Earhart, commonly credited years later with founding the company. Boston-Maine launched service again in 1933 under contract with National Airways, run by those mentioned above with Stinson Trimotors. This time they were here to stay with Soloman and Collins serving the airline for many years. In 1940 they purchased their first DC-3’s, changed their name to Northeast Airlines and merged with Delta in 1971. Want more info? Purchase Captain Mudge’s book, Adventures of a Yellowbird on ebay. You’ll love it.
Q: Is there a dramatic difference between the 757-200 and -300 series? More specifically is the -300 classified as a "Heavy" and the -200 is not? -Pat Nash, Marietta Georgia A: Hello Pat. Sitting in the cockpit the differences between the –200 and –300 are minimal. However, the added 23’ 4” of the –300, very much alter the way we takeoff, land and taxi the airplane. The –300 is a long tube, in fact the longest single aisle airplane made and tailstrikes and running main gear off taxiways during tight turns is more common than in a –200. Also, it depends on which engines an airline hangs beneath the wings. Most airlines use engines that develop approximately 40,000 pounds of thrust on a –200, but only 42,000 pounds on an airplane that grosses out nearly 38,000 pounds heavier. The –200 is a powerful screaming machine, but the –300 begins to run out of steam at 20,000 feet or so where its performance becomes ordinary. Now about the “heavy” tag. A –300, for airtraffic purposes is designated as a “heavy”, not because of its weight, but to identify it to neighboring airplanes as a wake turbulance concern. To me, it’s a great airplane to fly. It’s stabile and has a wonderful mixture of analog and digital features.
Q: I WAS WONDERING IN A 757 WHERE THE FUEL STORED? -DAVID RIVERVIEW,MI A: Hello David. The 757, like most commercial aircraft, have three fuel tanks. A left wing tank, a right wing tank and a center section tank. Each wing tank holds 14,600 pounds of fuel and the center tank carries 46,200 pounds for a total of 75,400 useable pounds or 11,253 gallons. This is a lot of range and domestically, rarely do we carry this much gas. Engineers/designers incorporated engine driven fuel pumps, electrical fuel pumps, suction feed capability and cross feed connections to insure fuel delivery under a variety of situations and to insure fuel balance. Of all the airplanes that I’ve flown, it’s probably the easiest to learn, operate and monitor.
Q: Rand, I've been looking at your photography and from others as well. Cruising at 35,000 feet for instance, how far can you see? Jack, Seattle A: Hello Jack, interesting question that requires knowledge of Pythagoras's Theoram... the square of the hypotenuse equals the sum of the square of.... but I'll save you from all of that. To figure the distance to your horizon, multiply 1.17 times the square root of your altitude. In this case 1.17 X 187 = 218.79 nautical miles. This of course anticipates a clear day. At sea level, a six foot man can see 1.17 X 2.44 = 2.85 nautical miles, assuming that his eye level is six feet.
Q: Rand- Is it legal to use a Garmin Aviation GPS such as the 196 on a commercial flight? -Stu, Bangor, Maine A: Hi Stu, I looked into this while flying my last trip and learned that a GPS falls under the same rules as cell phones, iPods and laptops. Yes they can be used, but must be shut off for the takeoff, initial climb and descent and landing. Often, a GPS toting passenger will pass a note forward via the flight attendants, asking if we know that we are 15 or 20 degrees off course for our destination, say LAX. I respond by writing back, "We're going to LAX?"
Q: Rand, would you happen to know the name of the book that was written about Downeast Airlines and specifically about their Twin Otter crash in 1979? Captain Mike Cloutier, Delta retired. A: Hi Mike, I was flying with Air New England at that time and remember both Downeast Airlines and their Rockland, Maine accident well. I also knew Chief Pilot Jim Merryman who was a pretty nice fellow, but his boss, Robert Stenger was not. Anyway, I got some help here from retired NEA/DAL Captain Norm Houle, whom I’m sure you know. You’re looking for BLIND TRUST by John Nance, specifically chapter 2, “Downeast Minimums.” Hope to meet you at Captain Grady's fly-in this summer.
Q: What is rudder ratio? Can you fly with it inop.? -John Disa A: Rudder ratio John, is a means of protecting the vertical stabilizor (which the rudder is attached to) from too much rudder input from the pilots. Without the system, if a pilot kicked full right rudder lets say at 450 knots, the tail, or empennage as I prefer to call it, would likely break off ruining our day. The rudder ratio computer therefore, monitors and dampens pilot input based on airspeed. The faster the airplane is traveling, the less rudder authority I have. On the other hand at slow airspeeds, lets say with an engine failure when I need max rudder authority to control yaw to keep the airplane flying straight, I have nearly the full range of rudder authority at my command. Now, about flying with it inoperative. I’ll have to check the MEL (Minimum Equipment List) manual when I return to work on Thursday. We don’t commit info like this to memory. Off the top of my head I would expect that we can’t, but there may be a provision to do so but at reduced speeds or altitudes. The MEL manual will spell out exactly what I can do, how to do it, any maintenance involvement and specify exactly how long the airplane can operate in a particular condition. It’s pretty black and white. Thanks for the question John and I’ll follow up after consulting the MEL. FOLLOW UP INFO: John, sorry it took so long to get back in touch, but as I suspected, the MEL gives us no relief in this area. Either maintenance fixes the system or our crew heads back to the hotel to spend the day around the pool. Wishful thinking!!
Q: Rand, according to news articles that I’ve read, pilots are leaving the airlines in droves. Is this something that concerns you? Richard, Honolulu, Hawaii. A: Richard, you’ve touched a raw nerve here. Flying as an airline captain is the end of a long apprenticship program that continues with a command responsibility. I flew for 20 years, the last eleven of which were as a flight engineer and copilot in the equipment that I’d first fly as a captain. I learned much from my seniors, by design and was prepared for my new authority. And if I’ve done my job properly, have contributed to the education of those junior to me. According to my Flight Operatins Manual, every captain is an instructor, responsible for the education of his/her first officer. My seniority level is rapidly retiring and I’m concerned Richard about who will replace me in the Left Seat. With so many experienced first officers and junior captains leaving the industry, through furlough or by choice, due to deterioration of pay and benefits, alarms should be going off in airline safety executive’s offices. But to the MBA’s who “lead” us, who know little about high altitude jet flight and skip from company to company and industry to industry, this is not a “cost effective” matter. After all, in business, a widget is a widget, any warm body will do, so they aren’t concerened... yet. Welcome aboard!
Q: Captain Peck, in several stories you refer to mach 80 or 80% of the speed of sound. For the rest of us, just how fast are we traveling here? Tom, Pittsburgh A: Great question Tom, thanks for asking for clarification. At sea level on a standard day (59°F, 29.92 inHg) the speed of sound is 1,116 feet per second, or 761 mph. This speed decreases as altitude increases and temperature decreases. At 35,000 traveling at 80% of the speed of sound we figure on a true airspeed of 450 knots or 530 miles per hour. Not to confuse matters, but this is airspeed. Our groundspeed, or rate of speed over the earth is this speed plus/minus wind. If we’re traveling at 530 mph with a 100 mph headwind, our groundspeed is 430 mph. I Hope that this clarifies speed for you.
Q: Rand, glad to see that you’ve returned home, I’m enjoying your Asian photography. Any surprises while flying throughout the Far East? Ted, Los Angeles. A: Hi Ted, thanks. It was a great experience, but yes there are differences to learn. It took me several days to acclimate to radio communications, particularly when the controllers would speak in Japanese. This made it difficult to form a picture in your mind as to your surroundings. In China, they specify altitude by meters rather than feet. We used a conversion chart which I found cumbersome. But after a few days of exposure, I felt comfortable and very much enjoyed the experience, except for the two 13 hour commutes back and forth to the assignment.
Q: Captain Peck, I'm a private pilot and a frequent airline flyer. I understand VHF communications, but how and with whom do you communicate, when crossing the Pacific and out of VHF radio range. Bill. Chicago, IL. A: Great question Bill, I'll be as concise as possible. As you know, VHF is "line of sight" and even at high altitude, weakens and runs out in about 200 miles or so. Periodically, along the Pacific track at designated points, we give position, weather and ride reports to San Francisco Radio, an AIRINC (Aeronautical Radio Inc) facility on a preassigned HF (High Frequency) frequency. They pass the information along to our dispatchers and the FAA who monitors everyones progress and spacing. HF frequencies, used for long distance communications, are atmospherically affected, so we use a primary and backup frequency to insure contact. Because of constant static, we don't monitor these frequencies as we do with VHF. If San Francisco Radio needs to speak with us, they SELCAL (Selective Calling) us or "chime" us to return their call. That's it in a nutshell Bill and the next time you're on an airliner, be sure to stop up and say hello to the pilots.
Q: I was bumped off of a commuter airline flight several years ago due to density altitude. What's the story? -Samual, Denver, CO A: Hello Samual. As altitude, air temperature or moisture content increase, air becomes less dense. What this means to an airplane wing is, that as the air becomes less dense, it's ability to lift a load diminishes. So at a high altitude airport like DIA, the warmer or more humid it is, the more restricted it will be. Density altitude affects all aircraft, but large passenger jets have larger, more powerful engines and can configure a higher lift wing than small commuter aircraft to compensate. Regardless of the type of aircraft though, as density altitude increases, it requires more runway to produce the lift necessary to achieve flight. Be glad that the airline pays attention to such things!
Q: Rand, as a passenger, I've been looking out the window now for a few years at these new "winglets." Just what do they do? - Jim, Amherst, NH A: Jim, the airlines are always in search of ways to save money and that's exactly what these little devices do. The air that goes over the wing creates lift by developing a low pressure area, but as this air leaves the wingtip, it creates vortices or horizontal tornados. These vortices create drag, which take power and fuel to overcome. The winglet reduces the size of the vortice, thus making the wing more efficient, by producing less drag. Less drag means less fuel burned and reduced costs per available seat miles.
Q: Captain Peck, tell me about the formation of contrails and why some last longer than others. Ray, Cleveland, OH A: Ray, I got a little help here from Airline Meteorologists Tom Fahey and Bob Lattery. I know the concept but these fellows were able to assign numbers to the process. Contrails occur when hot engine exhaust cools, condenses, freezes into ice crystals and forms the "cloud" that we see from the ground. For this to occur the OAT, outside air temperature, must be colder than -35 degrees centigrade, which generally occurs above 29,000 feet. It's duration is dependent upon the atmospheres humidity. The more moisture in the air the longer it will linger for us to enjoy, but on dry, windy days aloft, they evaporate more quickly.
Q: Rand, I know that fuel is stored in the wings and that it can be very cold out there for long periods of time. Is the fuel heated in the wing or before being burned? Mike, Atlanta, GA A: Hi Mike. Jet-A fuel, basically a kerosene product is a pretty amazing fluid. It freezes at -40C and has a flashpoint just slightly higher. The flashpoint is the lowest temperature that its fuel/air mixture will ignite. But no, the fuel isn't heated while stored in the wings. However, aircraft system designers found something useful to do with this cold fluid. It's used as a "heat exchanger." Through plumbing, it's used to cool hot engine oil and hydraulic fluid as they flow from their reservoirs, to user units and back. On most jet engines, the oil cooler is located just prior to (upstream) to when the fuel is burned, thus having a small effect upon raising its temperature before entering the "burner can" for combustion.
Q: Rand, I just started my private pilot training and I get to log each flight into my logbook. I am curious how airline pilots log their hours. -Mike, Westfield, MA A: Hello Mike. Congratulations on choosing to fly and striving to earn your private certificate. Many enjoyable adventures lie ahead. The airline keeps these records for me. When the forward cabin door is closed and the brakes released, an electronic “out time” is automatically sent to crew schedualing and payroll. Later, an “in time” is sent when the door is reopened. These are the same statistics that determine an airlines “on time” performance. A Crew Scheduling computer monitors this data for legalities and my pay records are generated from these numbers too. Monthly, the payroll department provides me with a printed “activity report” summarizing the previous month in detail. Most pilots save these printouts, collate them to a binder and we now have a logbook. Although I don’t, many pilots also record this info themselves at the end of each flight, into a shirt pocket sized log. My records tell me that I’ve recently passed the 25,000-hour mark. I can't believe it!
Q: Rand, I’ve been following your website and have noticed that you’ve flown both older generation jets and the newer “glass jets.” Which do you prefer? Ben, Wallingford, CT. A: Hi Ben…tough question! I enjoy old airplanes and more than any other airplane, I loved the 727, because of its history, flying characteristics and three-person cockpit. The only on board computer available, was the one between our ears and we learned how to use it pretty well. Alas though, I’ve become accustomed to “glass” and automation in the A-320 and 757. Both of these airplanes offer comfort and informational display far beyond what was available in the old “three holer” and I’ve succumbed. The peril with this automation however, is complacency. You become reliant upon it because it always works…right up to the time it doesn’t, and you’d better be alert, recognize it and be ready to take over. I try to fly these newer airplanes just like I did the older ones, by continuing to try to mentally stay ahead of it. I’ve learned to enjoy all the “gee whiz” stuff in the 757, but continue to hand fly her up to 18,000 feet though. She flies great!
Q: Hi Rand, I'm interested in the guidlines airlines follow on low approaches. I'm a frequent flyer and often wonder when the weather gets low, is the plane coupled to the autopilot or being hand flown? Thanks! -Gary Dallas, PA A: Hi Gary, interesting question. All airlines require that there pilots us all available navigational aids. So even in clear conditions when utilizing visual approaches, if a runway has an ILS, we use its guidance but not necessarily with the autopilot coupled. We are not required to use the autopilot for a (Category) CAT I approach (200’ ceiling 1/2 mile vis) either, but most of us do until we are at least established on the approach and configured, or until we have the runway in sight. For CAT II and III approaches, weather below 200’ and a half-mile, it’s mandatory to have the autopilot coupled and flying the airplane. This allows us to better monitor the entire environment, rather than fixating on the localizer, glide slope and airspeed, while stealing glances out the window for the approach lights. CAT II and III approaches are highly choreographed, right down to what we say and when we say it.
Q: Captain, How do you know you are established on the localizer with the FMC? -Jeffrey W. Roberts A: Hello Jeff. As on the older style analog equipment, we have a visual display of the glideslope and localizer and a "V" bar display as well that gives us excellent situational awareness. But we know that we've "captured" both the localizer and glideslope when the words LOC and GS turn from white to green. White indicates "armed" while green indicates "captured."
Q: I've read several articles in the Wall Street Journal that refers to "Pilot Scope Clause." Exactly what is this? Tom, New York. A: Tom, the scope clause is in our written contract with our management. This clause spells out exactly who will fly what equipment and under what conditions, between an airline and its pilots. Although syntax varies slightly between companies, it states that all flying for that company, will be accomplished only by pilots whose names appear on the approved master pilot seniority list with certain exceptions. Then the exceptions, such as aircraft ferrying and maintenance flights are narrowly defined. This is of extreme importance to the pilot group, to avoid having their jobs farmed out to other sources.
Q: Rand, what is a "glass" airplane? Ian, San Francisco, CA A: The term "glass" Ian, refers to newer generation, computerized aircraft. Older jetliners like the DC-9 and 727 have round dial gauges, that are heavy, require more maintenance and generate heat that needs to be removed. Newer jets like the Airbus A-320 family and Boeing 747-400 through 787 equipment, have flat panel screens that more efficiently display all of this information and much more. Moving maps, system schematics, company communications, navigational information and warnings can all be displayed on these "glass" screens.
Q: I was on an overseas flight recently that cancelled. They told us that they had no other "ETOPS" aircraft to replace ours with. What does ETOPS mean. Samantha, Boston, MA A: Samantha, ETOPS is an acronym for "Extended Range Twin Engine Operations." Years ago, only three and four engine passenger jets flew the Atlantic and Pacific. In todays environment, twin engine, or two engine jets are now flying these routes regularly. But, with only two engines, in the case of an engine failure, these two engine jets must stay within certain time distances from an available airfield. ETOPS defines these restrictions and equipment capabilities. Many airlines currently fly narrowbody 757 aircraft on oceanic routes, but not all of their 757's are necessarily ETOPS qualified. So, just because there's a 757 sitting unused at the adjoining gate, doesn't mean it is usable for that mission.
Q: Rand, I enjoy looking through your airline photography, both on line and at Airways Magazine. What type camera are you using and do you lug a tripod around on your trips for your low light and night shots? Rick, Worcester, MA A: Thanks for looking Rick. My primary camera, that I have with me at all times, is a digital Nikon Coolpix 7900 (7.1 megapixel) that I have set for high resolution. It's small, easy to use, very portable and three batteries easily see me through a six day trip. Occasionally, I carry my digital SLR Nikon D7, but only when I have a specific layover project in mind. My airline shots are taken on ramps during walk around inspections or from my cockpit seat, right through the windscreen. My goal is to portray the job as I see it, when out and about. The night shots are stabilized with a monopod, while I hold my breath and use the selftimer! It's alot of fun.
Q: Is the cabin air freshened during a flight? I'm concerned about germs. Thank you captain. -Linda Kingston Holliston, MA A: I just returned home from a four day trip Linda, where I spent time researching your question. Thanks by the way. There is no simple answer though. In older airplanes like the 727 and DC-9, the cabin air was changed or recycled every 15 minutes or so. New air would enter the cabin from the engine driven compressors and the old air would exit through the outflow valve, thus maintaining a positive cabin pressurization and new air. This process cost fuel to accomplish because the compressors are constantly working. On current airplanes though, the old air, rather than being completely expelled, is filtered/scrubbed, mixed with new air and recycled. The compressors do less work now, thus less fuel is burned. Therefore, the cabin never receives completely "new" air. The cockpit is a different story though, where in a 757, due to plumbing, we receive new air continuously.
