I blame my flight attendant.
When I flew this trip two weeks ago we had weather cancellations and an aborted takeoff.
This week we had massive weather cancellations...but no aborted takeoff....yet.
All my flying on day 2 was cancelled due to weather. All day spent in the Wingate.
Today I was supposed to fly two legs...one to base and one to a different overnight.
Supposed to.
I woke up and had the same breakfast I had yesterday. If I ever need a new career I make a PERFECT Belgian waffle.
After breakfast I noticed the second leg was pulled off as weather would delay my first flight. I let my wife know I would be home tonight and could pick up my daughter from daycare. She let me daughter know the good news and both were very excited.
Originally had a 10:50AM van.
There was a huge line of weather moving across the country.
Delayed.
My Captain called and said the new van time was 11:25AM. Then later it moved to 12:10PM. Then 12:55PM. Then 1:15PM. That last one stuck.
I let my wife know I would not be able to pick up my daughter as she would be done with work before I landed.
To make matters worse the morning kick off flight was delayed due to a mechanical. The next flight was ours. The inbound plane had 2 mechanics on board to fix the issue. Lots of upset passengers waiting around.
Finally in the van. Two and a half days at the Wingate was enough. I pack a few meals and was happy to have them to avoid going out in the rain.
Fairly easy flight. Lots of constant light turbulence. Fought a 150 knot headwind. Landed 3 hours late.
Happy to be home and live in base.
My Captain commutes, he headed off to a hotel.
We all go back tomorrow for a quick 2 hour turn.
I like the Wingate...it's a decent hotel.....but I am happy my February has zero overnights at a Wingate....oh and I will have a different flight attendant too!
Wednesday, January 30, 2013
Tuesday, January 29, 2013
I can't see you.....but I know you're there
Most of the time....say around 95% of the time...I shoot a visual approach. Weather is almost always VFR.
There are times when the cloud deck or visibility is low enough to require an ILS. Even then it's normally an ILS to a visual. For example the airport is reporting 1200 OVC but 10SM visibility. I fly down the glide slope and my Captain calls the runway around 1200 feet AGL. From then on it's a visual.
Every now and then the weather is just crappy. Minimums for a normal ILS are 200 foot ceilings and 1/2 mile visibility.
In my 5 years I've only gone down to "real" minimums maybe 3 times. It's just rare that it's that crappy.
Last week on the last turn was one of those times.
Before we left our hub, the destination was reporting 200 foot overcast and 1/4 mile visibility. The previous flight was holding waiting for the weather to improve.
Due to various regulations we could launch and give it a shot. We had two alternates with the second being our departure airport.
My leg.
On the way down we kept checking the weather. Twenty minutes out they were still reporting minimums. The company flight that was holding landed at the destination. Fine.
I briefed the ILS to runway 4. The plane was fully set up.
One thing I was taught (and still teach when I instruct the ATP Regional Jet Course) is to brief the approach off the approach plate, verify the plane is set up (FMS, localizer, RADAR altimeter and such) and then put the plate away. If everything is set up properly there is no need for the approach plate for MOST approaches.
My Captain is a little old school. He clips the plate to his yoke. That would distract me, but different strokes for different folks.
After being handed off to the first approach the controller he advised RVR was down to 1300. We needed 1800. My Captain and I both sighed.
"Is it okay with you if we pull the power back as we can't shoot the approach?" My captain quiried.
"Maintain 280 knots for now, you're leading the pack." the controller replied.
Level at 11,000 feet.
Annoyed.
We pulled the ATIS again via ACARS. The ATIS was still reporting mins. No RVR reported.
The next controller stated RVR was 1800,1800,2000. Just enough.
Smooth air. Autopilot on.
Vectored around.
Finally shooting down the glide slope.
With low RVR, low clouds and low visibility it was going to be really tight.
Clearing 300 feet AGL my Captain was silent. He was leaning over in his seat looking for the approach lights.
My eyes was focused on my PFD.
The RADAR altimeter readout is at the base of the artificial horizon.
Passing 250 feet AGL my hands gripped the yoke and thrust levers. My pinky and thumb hovered over the go around buttons.
At 600 feet per minute there was just 5 seconds for him to say "Approach lights in sight, continue". If I heard nothing I would go around.
I inched the thrust levers up and prepared to go around. My right thumb hovered over the autopilot disconnect in case he did call the lights.
He quickly stated "Approach lights in sight continue!" at the same time "Minimums! Minimums!" came through my ears from the GPWS.
I clicked the autopilot off and kept my head down. We had another 10 seconds to descend to 100 feet above touch down zone elevation. He would have to call the runway or we'd be going around.
My eyes were still inside. The RADAR altimeter was still in my scan.
Passing 150 feet....nothing.
Around 120 feet "runway in sight, 12 o'clock." said my Captain.
I looked up and quickly had to refocus from looking just a foot or so away to looking far out to a stream of runway lights.
"Going visual, landing." I stated.
Just 10 seconds later we were on the ground.
That was the tightest approach I have shot to date. My Captain remarked he hasn't had one that close in a long time as well.
The last leg was his. By the time we left clouds came up to 500 AGL and the visibility was 1 SM.
Again that was last week.
Right now I'm on day 2 of a 4 day. Same 4 day from the last two weeks.
Just like the first week, today is a cluster due to weather.
I was supposed to have 4 legs worth 7.5 hours.
My first leg out cancelled. Overnight extended.
Now flying just 3.5 hours.
When looking for an airline it's important to go to one with a good contract. I have a buddy that works for another regional that does not have as good of a contract. If a flight cancels his pay check is docked...even if it's beyond the crews control. I've had over 20 hours of cancelled flights this month. That would be over $850 out of my pocket if I didn't have pay protection for cancelled flights.
Just something to think about.
There are times when the cloud deck or visibility is low enough to require an ILS. Even then it's normally an ILS to a visual. For example the airport is reporting 1200 OVC but 10SM visibility. I fly down the glide slope and my Captain calls the runway around 1200 feet AGL. From then on it's a visual.
Every now and then the weather is just crappy. Minimums for a normal ILS are 200 foot ceilings and 1/2 mile visibility.
In my 5 years I've only gone down to "real" minimums maybe 3 times. It's just rare that it's that crappy.
Last week on the last turn was one of those times.
Before we left our hub, the destination was reporting 200 foot overcast and 1/4 mile visibility. The previous flight was holding waiting for the weather to improve.
Due to various regulations we could launch and give it a shot. We had two alternates with the second being our departure airport.
My leg.
On the way down we kept checking the weather. Twenty minutes out they were still reporting minimums. The company flight that was holding landed at the destination. Fine.
I briefed the ILS to runway 4. The plane was fully set up.
One thing I was taught (and still teach when I instruct the ATP Regional Jet Course) is to brief the approach off the approach plate, verify the plane is set up (FMS, localizer, RADAR altimeter and such) and then put the plate away. If everything is set up properly there is no need for the approach plate for MOST approaches.
My Captain is a little old school. He clips the plate to his yoke. That would distract me, but different strokes for different folks.
After being handed off to the first approach the controller he advised RVR was down to 1300. We needed 1800. My Captain and I both sighed.
"Is it okay with you if we pull the power back as we can't shoot the approach?" My captain quiried.
"Maintain 280 knots for now, you're leading the pack." the controller replied.
Level at 11,000 feet.
Annoyed.
We pulled the ATIS again via ACARS. The ATIS was still reporting mins. No RVR reported.
The next controller stated RVR was 1800,1800,2000. Just enough.
Smooth air. Autopilot on.
Vectored around.
Finally shooting down the glide slope.
With low RVR, low clouds and low visibility it was going to be really tight.
Clearing 300 feet AGL my Captain was silent. He was leaning over in his seat looking for the approach lights.
My eyes was focused on my PFD.
The RADAR altimeter readout is at the base of the artificial horizon.
Passing 250 feet AGL my hands gripped the yoke and thrust levers. My pinky and thumb hovered over the go around buttons.
At 600 feet per minute there was just 5 seconds for him to say "Approach lights in sight, continue". If I heard nothing I would go around.
I inched the thrust levers up and prepared to go around. My right thumb hovered over the autopilot disconnect in case he did call the lights.
He quickly stated "Approach lights in sight continue!" at the same time "Minimums! Minimums!" came through my ears from the GPWS.
I clicked the autopilot off and kept my head down. We had another 10 seconds to descend to 100 feet above touch down zone elevation. He would have to call the runway or we'd be going around.
My eyes were still inside. The RADAR altimeter was still in my scan.
Passing 150 feet....nothing.
Around 120 feet "runway in sight, 12 o'clock." said my Captain.
I looked up and quickly had to refocus from looking just a foot or so away to looking far out to a stream of runway lights.
"Going visual, landing." I stated.
Just 10 seconds later we were on the ground.
That was the tightest approach I have shot to date. My Captain remarked he hasn't had one that close in a long time as well.
The last leg was his. By the time we left clouds came up to 500 AGL and the visibility was 1 SM.
Again that was last week.
Right now I'm on day 2 of a 4 day. Same 4 day from the last two weeks.
Just like the first week, today is a cluster due to weather.
I was supposed to have 4 legs worth 7.5 hours.
My first leg out cancelled. Overnight extended.
Now flying just 3.5 hours.
When looking for an airline it's important to go to one with a good contract. I have a buddy that works for another regional that does not have as good of a contract. If a flight cancels his pay check is docked...even if it's beyond the crews control. I've had over 20 hours of cancelled flights this month. That would be over $850 out of my pocket if I didn't have pay protection for cancelled flights.
Just something to think about.
Friday, January 25, 2013
Pilot Humor
A Captain I used to fly with posted this on Facebook. He's in the top 2% company wide. I joked that he told me something similar the first time I flew with him. Ha!
Many years ago on a long transatlantic flight, an elderly lady asked
if she could visit the cockpit.
When she got up there, she found four crewmen. She asked the first
what he did, and he explained that he was the navigator and what his
responsibilities were.
She turned to next one and asked what he did. He explained that he was
the engineer and his job was to monitor and troubleshoot any system
problems to keep the flight operating smoothly.
She turned to the next one and asked what he did. He explained that as
the captain he was responsible for everything on the airplane and the
functioning of the crew. She turned to the first officer and asked
"Well young man, what is your job?"
He replied "Ma'am, I am the captain's sexual advisor."
Somewhat shocked, she said "I beg your pardon, but what do you mean by that?"
"Very simple ma'am. The captain has told me that when he wants my
fucking advice, he'll ask me.
Many years ago on a long transatlantic flight, an elderly lady asked
if she could visit the cockpit.
When she got up there, she found four crewmen. She asked the first
what he did, and he explained that he was the navigator and what his
responsibilities were.
She turned to next one and asked what he did. He explained that he was
the engineer and his job was to monitor and troubleshoot any system
problems to keep the flight operating smoothly.
She turned to the next one and asked what he did. He explained that as
the captain he was responsible for everything on the airplane and the
functioning of the crew. She turned to the first officer and asked
"Well young man, what is your job?"
He replied "Ma'am, I am the captain's sexual advisor."
Somewhat shocked, she said "I beg your pardon, but what do you mean by that?"
"Very simple ma'am. The captain has told me that when he wants my
fucking advice, he'll ask me.
Wednesday, January 23, 2013
Well that could have been embarassing
Same 4 day as last week. Different cabin crew...same Captain.
Nothing exciting...which is good.
I took the first leg out. The "really long" 88 NM flight. Beautiful VFR weather.
Picked the airport up 20 miles out. Cleared for the visual to runway 4. I had the GPS approach loaded up as a backup. On base I realized I was 4 miles out and still 2000 AGL. Hmmm...
The runway was almost directly out the left window.
"You gonna make it?" asked my Captain.
I was already slowed with the gear and half flaps extended.
"Yeah, should be all right." I replied and arrested my descent and began a turn.
"Flaps 45, before landing checklist" I said.
Engines idled. I was 15 knots above approach speed when I began my turn.
As the flaps extended I pitched for my airspeed. Over shot the runway just slightly. Decent landing.
It's nice to be very comfortable with my aircraft. I know what it will do, can do and most important...won't do. I likely would not have attempted it this time last year when I had barely 100 hours in the plane.
Captain took the leg back to base. Plane swap.
There was a paperwork issue with the next plane. Nothing major, just a wrong date.
When a Captain accepts an aircraft he is stating the flight release and logbook are in proper order. If he flies the plane and the next day someone else finds a paperwork issue, he (and because I'm also on the release) and I are on the hook.
Took a while to get it fixed by maintenance. Blocked out a few minutes late. Flew fast, arrived on time.
Day 2 was also standard fare....until the last leg.
After a plane swap between the 3rd and 4th leg, we were sitting on the flight deck and were happy to have a plane with no issues.
Light load. He started the APU and I turned on the packs. Everything seemed normal. The ground crew disconnected the ground power. All was well.
Ten minutes to departure.
"Hey something is wrong with my coffee maker, it won't turn on." said the cabin crew.
There is a knob that, under particular electrical configurations, disables some electrical loads including the coffee maker.
We quickly checked the electrical synopsis page....the APU wasn't putting out any voltage...we were running the entire plane on batteries.
I quickly sprang from my seat and had the ground crew re-connect the ground power.
We then had to write up the APU for not providing voltage. It was busy as my Captain talked to company while I finished up the pre-flight task of loading up the FMS, verifying performance, fuel and passenger counts.
Between the two of us we dotted the I's and crossed the T's and blocked out just 4 minutes late. Not too shabby at all.
With the APU not providing voltage we had to do an external power start, not a big deal.
Short overnight at 9 hours. One perk of short overnights at small cities, we bring in the same aircraft we are taking out inthe morning. Helps to know the plane.
Today, day 3, was 4 legs. First two were mine.
On leg 2 we were brought in a little high. I misjudged how close I was and fully configured the plane....6 miles out. Yep...flaps 45....6 miles out....in VFR conditions. I felt a little silly....eh...whatever.
During the approach to leg 4 the Captain was flying. We were about 10 miles out when he chuckled and said, "Hey you think I should go to flaps 45, I mean we are only 10 miles out."
I laughed.
Tomorrow is day 4....just 3 legs. Same trip next week.
Nothing exciting...which is good.
I took the first leg out. The "really long" 88 NM flight. Beautiful VFR weather.
Picked the airport up 20 miles out. Cleared for the visual to runway 4. I had the GPS approach loaded up as a backup. On base I realized I was 4 miles out and still 2000 AGL. Hmmm...
The runway was almost directly out the left window.
"You gonna make it?" asked my Captain.
I was already slowed with the gear and half flaps extended.
"Yeah, should be all right." I replied and arrested my descent and began a turn.
"Flaps 45, before landing checklist" I said.
Engines idled. I was 15 knots above approach speed when I began my turn.
As the flaps extended I pitched for my airspeed. Over shot the runway just slightly. Decent landing.
It's nice to be very comfortable with my aircraft. I know what it will do, can do and most important...won't do. I likely would not have attempted it this time last year when I had barely 100 hours in the plane.
Captain took the leg back to base. Plane swap.
There was a paperwork issue with the next plane. Nothing major, just a wrong date.
When a Captain accepts an aircraft he is stating the flight release and logbook are in proper order. If he flies the plane and the next day someone else finds a paperwork issue, he (and because I'm also on the release) and I are on the hook.
Took a while to get it fixed by maintenance. Blocked out a few minutes late. Flew fast, arrived on time.
Day 2 was also standard fare....until the last leg.
After a plane swap between the 3rd and 4th leg, we were sitting on the flight deck and were happy to have a plane with no issues.
Light load. He started the APU and I turned on the packs. Everything seemed normal. The ground crew disconnected the ground power. All was well.
Ten minutes to departure.
"Hey something is wrong with my coffee maker, it won't turn on." said the cabin crew.
There is a knob that, under particular electrical configurations, disables some electrical loads including the coffee maker.
We quickly checked the electrical synopsis page....the APU wasn't putting out any voltage...we were running the entire plane on batteries.
I quickly sprang from my seat and had the ground crew re-connect the ground power.
We then had to write up the APU for not providing voltage. It was busy as my Captain talked to company while I finished up the pre-flight task of loading up the FMS, verifying performance, fuel and passenger counts.
Between the two of us we dotted the I's and crossed the T's and blocked out just 4 minutes late. Not too shabby at all.
With the APU not providing voltage we had to do an external power start, not a big deal.
Short overnight at 9 hours. One perk of short overnights at small cities, we bring in the same aircraft we are taking out inthe morning. Helps to know the plane.
Today, day 3, was 4 legs. First two were mine.
On leg 2 we were brought in a little high. I misjudged how close I was and fully configured the plane....6 miles out. Yep...flaps 45....6 miles out....in VFR conditions. I felt a little silly....eh...whatever.
During the approach to leg 4 the Captain was flying. We were about 10 miles out when he chuckled and said, "Hey you think I should go to flaps 45, I mean we are only 10 miles out."
I laughed.
Tomorrow is day 4....just 3 legs. Same trip next week.
Saturday, January 19, 2013
Questions Answered: How much does a regional First Officer make after 5 years?
Well I have my 2012 W-2 form.
In Box 1...for Wages, tip and other compensation I have $38,098.91.
Box 12 Code L is for my "expenses" AKA per diem I have $5209.56.
Box 12 Code D is for my simple 401K paid to me by my employer - $793.53.
Box 12 Code AA is for my Roth 401K paid to me by my employer(I switched from regular to a Roth)-$1674.28.
Box 12 Code DD is interesting as it's "health insurance paid by employer" - $13009.41...wow!
So total money in my pocket (simple wages + per diem) = $43,308.47
Including the 401K money = $45,776.28
I flew 790 hours last year. Dividing $38,098.91 by 790 hours equals an effective pay rate of $48.22. I didn't pick up much extra flying as I like my time off. I flew just 14 hours in September due to training and vacation. I really earn closer to $42 an hour.
All in all I am content. Do I want more money...sure. Do I need it? Not really.
My wife and I live under our means. We are happy. I have all the tech toys I want. I've taken my daughter to all 4 corners of the United States including Hawaii. She's also been to Germany.
The pay is what it is. I should be a Captain within the next 18 months.
And with that is my annual , "How much does a regional First Officer make?" post.
In Box 1...for Wages, tip and other compensation I have $38,098.91.
Box 12 Code L is for my "expenses" AKA per diem I have $5209.56.
Box 12 Code D is for my simple 401K paid to me by my employer - $793.53.
Box 12 Code AA is for my Roth 401K paid to me by my employer(I switched from regular to a Roth)-$1674.28.
Box 12 Code DD is interesting as it's "health insurance paid by employer" - $13009.41...wow!
So total money in my pocket (simple wages + per diem) = $43,308.47
Including the 401K money = $45,776.28
I flew 790 hours last year. Dividing $38,098.91 by 790 hours equals an effective pay rate of $48.22. I didn't pick up much extra flying as I like my time off. I flew just 14 hours in September due to training and vacation. I really earn closer to $42 an hour.
All in all I am content. Do I want more money...sure. Do I need it? Not really.
My wife and I live under our means. We are happy. I have all the tech toys I want. I've taken my daughter to all 4 corners of the United States including Hawaii. She's also been to Germany.
The pay is what it is. I should be a Captain within the next 18 months.
And with that is my annual , "How much does a regional First Officer make?" post.
What are the odds?
Bids closed for February. I have the same Captain again. Kinda odd as there are over 200+ Captains in my base. I guess the odds are good as I put in my preferences for the same kind of line as this month.
First I wanted 3 day trips. Didn't get one.
Then I wanted a 4 day trip that started after 4:30PM on and finished before 6PM...weekends off...like my current line.
That's what I got.
The 4:30PM start allows my wife to work a full work day before I start work. This way we save on daycare.
First I wanted 3 day trips. Didn't get one.
Then I wanted a 4 day trip that started after 4:30PM on and finished before 6PM...weekends off...like my current line.
That's what I got.
The 4:30PM start allows my wife to work a full work day before I start work. This way we save on daycare.
Thursday, January 17, 2013
Abort! Abort! Abort!....ok a little over dramatic eh?
Day 4...go home day. Just three flights between me and going home.
Day 3 was easy, three legs. Got to the overnight at 2:30PM. After an early dinner I went to bed a 6PM. I wanted a GREAT night of rest, not just a good one.
Hopped in the hotel van at 5:30AM.
By 5:50AM I was pre-flighting a glycol soaked airplane.
Except for a missing static wick (which was already noted), everything was in order.
We boarded up 39 passengers and closed the door. I then over heard a flight attendant make the following announcement:
"Welcome aboard our flight this morning. Your Captains name is Michael, your First Officers name is Jon and my name is Henry. Now that you know our names, let's take a moment and go down the aisle and state your name so we all get to know each other."
I literally laughed out loud. I love working with people who love their jobs.
My leg. Uncontrolled airport.
I made all the normal position announcements. Nearing the runway I called center to get our clearance.
Clearance copied we were released.
My Captain turned the corner and I finished up the checklist.
"Your aircraft" he stated.
"My aircraft." I replied.
The nose was slightly off center so I applied left rudder pressure (I have 7 degrees each side of center for nose wheel steering with rudder pedals) to steer the plane toward center while bringing the power towards takeoff thrust. I've done this countless times.
I'm pretty sure I had released rudder pressure when I said, "Set thrust."
Right then the dark serene flight deck was interrupted with a Master Caution light flashing right in front of me. A rudder fault had been detected.
"Abort! Abort! Abort! Traffic 9830 is aborting on the runway."
We were only going maybe 20 knots. The airspeed had not registered yet.
When the power was brought down the message went away, too late it was already recorded.
Back to the gate.
This airport only has two departures per day. The employees are all contract. I imagine a few were on their way out the door when I called them on the radio.
Parked. Deplaned. Frustrated.
We figured we were dead until the next flight came in...at 2:30PM. This was a very small airport where we are the only airline. We would have to wait for a company mechanic to be flown in or hope for a local mechanic. What are the odds of a local mechanic being available and have the know how?
Odds are great actually.
The local mechanic used to work for a regional airline as a mechanic. It took a few minutes for things to be done and people to be called.
Mechanic was on board at 7:45AM. He found the error in the diagnostic computer. His diagnosis was it was a timing issue with a sensor that could be related to the plane having been bathed in glycol. Next step was to do a high speed taxi run.
Being a small airport the passengers were just a few feet away inside the terminal. Many watched as we closed the boarding door, turned on the lights and taxied away.
We lined up on the runway and my Captain set the takeoff power....albeit slowly. No errors. Away we went. He briefed me on a new 50 knot call as that's when he wanted to abort.
I called it, he aborted and we were both happy with the plane again.
All the passenger bags were still on board. We boarded up the passengers, fueled up the tanks (My Captain asked for 800 pounds over the original release), got a new flight release and left the gate again at 8:28AM.
I took control of the aircraft and slowly added takeoff power. Away we went.
I felt bad having the passengers so delayed so I flew a good deal faster than planned.
The flight was blocked for 1 hour 40 minutes. We blocked into the gate in 1 hour 15 minutes. Not too shabby.
Since we were so late we lost our last turn.
My 4 day trip was originally worth 19 hours 10 minutes. With the weather cancellations and mechanical issues I only flew 9 hours....over 4 days. Once again I'm happy for cancellation pay!
Off for 3 whole days. I planned on hitting the autoshow in Detroit...but the kiddo is sick. Maybe next weekend.
Day 3 was easy, three legs. Got to the overnight at 2:30PM. After an early dinner I went to bed a 6PM. I wanted a GREAT night of rest, not just a good one.
Hopped in the hotel van at 5:30AM.
By 5:50AM I was pre-flighting a glycol soaked airplane.
Except for a missing static wick (which was already noted), everything was in order.
We boarded up 39 passengers and closed the door. I then over heard a flight attendant make the following announcement:
"Welcome aboard our flight this morning. Your Captains name is Michael, your First Officers name is Jon and my name is Henry. Now that you know our names, let's take a moment and go down the aisle and state your name so we all get to know each other."
I literally laughed out loud. I love working with people who love their jobs.
My leg. Uncontrolled airport.
I made all the normal position announcements. Nearing the runway I called center to get our clearance.
Clearance copied we were released.
My Captain turned the corner and I finished up the checklist.
"Your aircraft" he stated.
"My aircraft." I replied.
The nose was slightly off center so I applied left rudder pressure (I have 7 degrees each side of center for nose wheel steering with rudder pedals) to steer the plane toward center while bringing the power towards takeoff thrust. I've done this countless times.
I'm pretty sure I had released rudder pressure when I said, "Set thrust."
Right then the dark serene flight deck was interrupted with a Master Caution light flashing right in front of me. A rudder fault had been detected.
"Abort! Abort! Abort! Traffic 9830 is aborting on the runway."
We were only going maybe 20 knots. The airspeed had not registered yet.
When the power was brought down the message went away, too late it was already recorded.
Back to the gate.
This airport only has two departures per day. The employees are all contract. I imagine a few were on their way out the door when I called them on the radio.
Parked. Deplaned. Frustrated.
We figured we were dead until the next flight came in...at 2:30PM. This was a very small airport where we are the only airline. We would have to wait for a company mechanic to be flown in or hope for a local mechanic. What are the odds of a local mechanic being available and have the know how?
Odds are great actually.
The local mechanic used to work for a regional airline as a mechanic. It took a few minutes for things to be done and people to be called.
Mechanic was on board at 7:45AM. He found the error in the diagnostic computer. His diagnosis was it was a timing issue with a sensor that could be related to the plane having been bathed in glycol. Next step was to do a high speed taxi run.
Being a small airport the passengers were just a few feet away inside the terminal. Many watched as we closed the boarding door, turned on the lights and taxied away.
We lined up on the runway and my Captain set the takeoff power....albeit slowly. No errors. Away we went. He briefed me on a new 50 knot call as that's when he wanted to abort.
I called it, he aborted and we were both happy with the plane again.
All the passenger bags were still on board. We boarded up the passengers, fueled up the tanks (My Captain asked for 800 pounds over the original release), got a new flight release and left the gate again at 8:28AM.
I took control of the aircraft and slowly added takeoff power. Away we went.
I felt bad having the passengers so delayed so I flew a good deal faster than planned.
The flight was blocked for 1 hour 40 minutes. We blocked into the gate in 1 hour 15 minutes. Not too shabby.
Since we were so late we lost our last turn.
My 4 day trip was originally worth 19 hours 10 minutes. With the weather cancellations and mechanical issues I only flew 9 hours....over 4 days. Once again I'm happy for cancellation pay!
Off for 3 whole days. I planned on hitting the autoshow in Detroit...but the kiddo is sick. Maybe next weekend.
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