Currently on day 2 of a 4 day. Good old La Quinta overnight.
It's a 5-2-4-3 trip. I don't care for 5 leg days but the trip is worth 22 hours (4 hours more than average)...so I kept the trip versus trading it away.
The first day was long. Two turns to the same outstation then a long flight to the overnight.
My report time was 11:40AM. Since I live very close to the airport I left home at 11:00AM and walked down the jetbridge at 11:35AM.
The first aircraft had a MEL'd (not working) left pack. The left pack supplies conditioned air to the flight deck. Outside temperature was 94 degrees.
The preconditioned air was attached and actually cool. With window shades on the front windows the flight deck was bearable. The flight was blocked for just 50 minutes.
Boarding started. I fired up the APU and turned on the right pack for the cabin. There is an interconnect that allows some cool air from the cabin to enter the pipes for the flight deck. It helped a bit.
Everything was setup 25 minutes prior to departure. The Captain arrived 15 minutes to departure. I hope to never be that kind of Captain.
I picked the first leg. As soon as we pushed out the flight deck started warming up. All the avionics and the big windows meant lots of hot air. It started to get uncomfortable and a little distracting being hot. Of course a few years ago I worked and taught in hot aircraft all the time without an issue.
Climbing out the flight deck was at 36 degrees Celsius....97 degrees Fahrenheit. The air out of the vents was cool, but no match for the warm air from the avionics fans and heat coming through the windows.
Quick flight and done. Once parked the window shades went back up and the PCA was attached. It felt great to do my post flight as it was only 91 degrees outside.
Warm flight back. The equipment coordinator sent a message to the FMS asking if we wanted to keep the same aircraft for the next turn (scheduled for a 40 minute turn). Most of the time I love keeping the same aircraft. Not yesterday. I replied with;"Noooooooooooooo. Flight deck is 97 degrees."
On landing another hot issue, inboard brake indicator spiked to the top of the caution range. It didn't set off a hot brake master caution, but it was abnormal. We called a mechanic.
We swapped. That aircraft was put out of service to be repaired.
The next aircraft had no MEL's. Same flight plan to and from.
Once back we had a two hour sit.
I enjoyed a dinner of fresh veggies I brought from home.
Long flight to the overnight. Fairly late at night. The approach controller was doing triple duty as approach controller, tower and ground. Once we picked up the airport he cleared us to land and taxi in.
On short final I heard and felt a whack...bird strike. Pretty good one as my left window was covered in blood.
Post flight found no feathers or blood elsewhere. Poor guy.
Long overnight as I don't leave the hotel until 5:30PM. Just two legs today.
Friday, July 11, 2014
Monday, July 7, 2014
Talking Hot! Hot! Hot!
Summer operations are in full effect.
My airline prefers flight crews to utilize PCA (preconditioned air) and GPU (Ground Power Units) while at the gate to reduce fuel consumption. PCA and GPU hoses are connected from the jetbridge to the aircraft. Most of the time the air coming out of the PCA hose is nice and cold and the power coming from the GPU is nice and clean. Most of the time.
There are a few gates that are notoriously shooting out bad air and power. We complain, they "get fixed"...and we complain more.
Last week I arrived about an hour early to the aircraft. The outside temp was 31 degrees Celsius. When I walked in the boarding door I was hit with a wall of hot air. After opening the flight deck door I looked at he environmental screen to see the cabin was 38 degrees Celsius and the flight deck was 39 degrees Celsius. The PCA was attached but not blowing out cool air.
After going through the bare minimum required by my airline for checking the flight deck before starting the APU, I fired it up. Once the APU stabilized I turned on both "packs". The term "packs" are aviation slang for the ACMs...which are Air Cycle Machines....which are more or less air conditioners.
I called operations to have the PCA disconnected as it wasn't helping. The reason the interior was warmer than the exterior was due to a confined metal tube. The flight deck was warmer due to all the avionics, screens and windows.
The cool air felt great. It took a solid 30 minutes to cool the cabin to a tolerable 26 degrees. If I had waited until 35 minutes prior to departure (normal time for arriving at the aircraft) the flight would have been delayed as it would have been too warm for boarding. The cabin must be fairly cool before boarding as loading up 50 warm bodies into a confined space raises the temperature quickly.
Besides warm cabins I also have to consider aircraft performance. Jet engines don't perform as well when it's hot. Takeoff distances are longer, climb rates are slower and even the landing distance must be looked at carefully. Landing distance you ask? Let me explain.
My little RJ operates in and out of mostly smaller airports. Smaller airports have shorter runways. Shorter runways mean more brake usage. More brake usage means hotter brakes. Hot brakes are a no go.
Before each takeoff I verify the brake temperatures are in the safe range. They must be in this range to ensure we can have an aborted takeoff and stop safely as well as making sure they won't catch on fire.
Last week I landed on a runway that was just 6000 feet long. The outside temp was 33 degrees. To avoid overheating the brakes I relied heavily on the thrust reversers to slow the aircraft versus the brakes. On most landings I don't use thrust reverse as the brakes do just fine.
Even with the thrust reversers the brakes got a little too warm. While parked at the gate we had the PCA hoses placed near the brakes to help cool them down.
Summer has just begun.
My airline prefers flight crews to utilize PCA (preconditioned air) and GPU (Ground Power Units) while at the gate to reduce fuel consumption. PCA and GPU hoses are connected from the jetbridge to the aircraft. Most of the time the air coming out of the PCA hose is nice and cold and the power coming from the GPU is nice and clean. Most of the time.
There are a few gates that are notoriously shooting out bad air and power. We complain, they "get fixed"...and we complain more.
Last week I arrived about an hour early to the aircraft. The outside temp was 31 degrees Celsius. When I walked in the boarding door I was hit with a wall of hot air. After opening the flight deck door I looked at he environmental screen to see the cabin was 38 degrees Celsius and the flight deck was 39 degrees Celsius. The PCA was attached but not blowing out cool air.
After going through the bare minimum required by my airline for checking the flight deck before starting the APU, I fired it up. Once the APU stabilized I turned on both "packs". The term "packs" are aviation slang for the ACMs...which are Air Cycle Machines....which are more or less air conditioners.
I called operations to have the PCA disconnected as it wasn't helping. The reason the interior was warmer than the exterior was due to a confined metal tube. The flight deck was warmer due to all the avionics, screens and windows.
The cool air felt great. It took a solid 30 minutes to cool the cabin to a tolerable 26 degrees. If I had waited until 35 minutes prior to departure (normal time for arriving at the aircraft) the flight would have been delayed as it would have been too warm for boarding. The cabin must be fairly cool before boarding as loading up 50 warm bodies into a confined space raises the temperature quickly.
Besides warm cabins I also have to consider aircraft performance. Jet engines don't perform as well when it's hot. Takeoff distances are longer, climb rates are slower and even the landing distance must be looked at carefully. Landing distance you ask? Let me explain.
My little RJ operates in and out of mostly smaller airports. Smaller airports have shorter runways. Shorter runways mean more brake usage. More brake usage means hotter brakes. Hot brakes are a no go.
Before each takeoff I verify the brake temperatures are in the safe range. They must be in this range to ensure we can have an aborted takeoff and stop safely as well as making sure they won't catch on fire.
Last week I landed on a runway that was just 6000 feet long. The outside temp was 33 degrees. To avoid overheating the brakes I relied heavily on the thrust reversers to slow the aircraft versus the brakes. On most landings I don't use thrust reverse as the brakes do just fine.
Even with the thrust reversers the brakes got a little too warm. While parked at the gate we had the PCA hoses placed near the brakes to help cool them down.
Summer has just begun.
Thursday, July 3, 2014
What a difference a month makes
I saw my wife and daughter every day in June. Quite a feat for an airline pilot.
This was of course due to my schedule. I did Continuous Duty Overnights meaning I had one flight out and one flight back with a few hours in a hotel in between. I was tired every now and then but it was nice to see them.
My daughter was a little thrown off as she was to me being gone whenever I put on my uniform.
This month I will be gone more as I have three 4 day trip sequences and one 3 day trip sequence.
I loathe 4 day trips especially inefficient 4 day trips.
Here are my trips:
4 day trip starting on July 2 - Starts 11:30AM Wednesday and finishes at 4PM Saturday worth 18 hours.
4 day trip starting on July 9 - Starts at 12:40PM Wednesday and finishes at 8PM Saturday worth 22 hours.
3 day trip starting on Jul 21 - Starts at 12PM Monday and finishes at 2PM Wednesday worth 18 hours.
4 day trip starting on July 3 - Starts at 7:15AM Thursday and finishes Sunday worth 21 hours.
I consider anything under 21 hours on a 4 day inefficient. My one 3 day trip is equal to an entire 4 day trip. I would rather fly than sit in hotel rooms.
I wanted 3 day trips weekends on in July, but couldn't hold them. There weren't many lines built that way. I'm still bidding in the top 25% in base.
My wife is a little happy with me being gone a little more as she had her own routine while I was on a trip. Since I was home everyday it through her off. With me being gone she can keep the house a little more organized.
Beyond that everything is status quo. We did get a new car over the weekend. A Nissan Leaf for the wife. My electric car (BMW I3) is still on order. The Geek in me can't wait.
This was of course due to my schedule. I did Continuous Duty Overnights meaning I had one flight out and one flight back with a few hours in a hotel in between. I was tired every now and then but it was nice to see them.
My daughter was a little thrown off as she was to me being gone whenever I put on my uniform.
This month I will be gone more as I have three 4 day trip sequences and one 3 day trip sequence.
I loathe 4 day trips especially inefficient 4 day trips.
Here are my trips:
4 day trip starting on July 2 - Starts 11:30AM Wednesday and finishes at 4PM Saturday worth 18 hours.
4 day trip starting on July 9 - Starts at 12:40PM Wednesday and finishes at 8PM Saturday worth 22 hours.
3 day trip starting on Jul 21 - Starts at 12PM Monday and finishes at 2PM Wednesday worth 18 hours.
4 day trip starting on July 3 - Starts at 7:15AM Thursday and finishes Sunday worth 21 hours.
I consider anything under 21 hours on a 4 day inefficient. My one 3 day trip is equal to an entire 4 day trip. I would rather fly than sit in hotel rooms.
I wanted 3 day trips weekends on in July, but couldn't hold them. There weren't many lines built that way. I'm still bidding in the top 25% in base.
My wife is a little happy with me being gone a little more as she had her own routine while I was on a trip. Since I was home everyday it through her off. With me being gone she can keep the house a little more organized.
Beyond that everything is status quo. We did get a new car over the weekend. A Nissan Leaf for the wife. My electric car (BMW I3) is still on order. The Geek in me can't wait.
Thursday, June 26, 2014
Call me Maybe
Relaxing before a 5 hour day trip on overtime. Crappy weather over most of the United States today with the potential for convective activity. I'm betting my trip will be more than 5 hours.
There are several ways to get extra flying (at the overtime rate) at my airline. As a reserve pilot I had to bid for extra flying. Many times before my bid would be processed a line holder would pick it up through the automated process or a more senior pilot would be bidding for the same trip. The bidding process is all seniority based. Beyond bidding the only way for a reserve to get extra flying was to be junior manned or volunteer for extra flying.
As a line holder I can pick up extra flying on days off through an automated system. I can also add on flying to my existing trips through the bidding process and of course be junior manned. Finally I too can put my name on the volunteer list for extra flying.
I've covered junior manning in the past. The volunteer thing has not been discussed.
If I have a day off and would like to fly (but there are no open trips I like or no open trips period), I can put my name on the volunteer list.
On the day my name is on the list I will be called before any reserves are used. Trips assigned to volunteer pilots are paid at 150% of the hourly rate. If I am called I am under no obligation to take the trip and have no penalty if I decline. It's a pretty safe bet.
This morning I was called at 5AM for a trip worth a whole 1 hour and 20 minutes. The trip left at 9:20AM. My assigned trip for the day departs at 1:45PM. This meant I'd have a 3 hour or so sit after the 1 hour 20 minute turn. No thanks. Even at 150% pay it's worth about $85. It's extra money of course, but the sitting around the airport for 3 hours is fatiguing. It sounds odd to those who have never done it, but trust me sitting around in a plastic chair for 3 hours in a noisy environment is fatiguing.
I stated I was called, but my phone never rang. I used Google Voice for all phone calls. When scheduling calls it goes straight to voice mail with a dedicated greeting for them. I was notified via text message that they had called. I read the Google transcription and decided to stay in bed.
If the trip had been longer (say 2 hours) and the sit had been shorter (say 90 minutes) I would have done it.
For now I will relax....and maybe go for a bike ride.
There are several ways to get extra flying (at the overtime rate) at my airline. As a reserve pilot I had to bid for extra flying. Many times before my bid would be processed a line holder would pick it up through the automated process or a more senior pilot would be bidding for the same trip. The bidding process is all seniority based. Beyond bidding the only way for a reserve to get extra flying was to be junior manned or volunteer for extra flying.
As a line holder I can pick up extra flying on days off through an automated system. I can also add on flying to my existing trips through the bidding process and of course be junior manned. Finally I too can put my name on the volunteer list for extra flying.
I've covered junior manning in the past. The volunteer thing has not been discussed.
If I have a day off and would like to fly (but there are no open trips I like or no open trips period), I can put my name on the volunteer list.
On the day my name is on the list I will be called before any reserves are used. Trips assigned to volunteer pilots are paid at 150% of the hourly rate. If I am called I am under no obligation to take the trip and have no penalty if I decline. It's a pretty safe bet.
This morning I was called at 5AM for a trip worth a whole 1 hour and 20 minutes. The trip left at 9:20AM. My assigned trip for the day departs at 1:45PM. This meant I'd have a 3 hour or so sit after the 1 hour 20 minute turn. No thanks. Even at 150% pay it's worth about $85. It's extra money of course, but the sitting around the airport for 3 hours is fatiguing. It sounds odd to those who have never done it, but trust me sitting around in a plastic chair for 3 hours in a noisy environment is fatiguing.
I stated I was called, but my phone never rang. I used Google Voice for all phone calls. When scheduling calls it goes straight to voice mail with a dedicated greeting for them. I was notified via text message that they had called. I read the Google transcription and decided to stay in bed.
If the trip had been longer (say 2 hours) and the sit had been shorter (say 90 minutes) I would have done it.
For now I will relax....and maybe go for a bike ride.
Sunday, June 22, 2014
Getting paid to commute home
Last week was tiring.
Monday I had a 2 day trip worth 12 hours 15 minutes. It was to be a trip of musical Captains.
For the first turn I had Captain 'A' whom was reassigned to do a simple 2 hour 40 minute turn versus a much longer overnight. He gets paid for the overnight even though he flew much less as its part of the contract. He was reassigned as there were no other Captains available.
That 2 hour 40 minute turn spawned into 3 hours twenty minutes as we had a small delay on the outbound but a major delay on the inbound. We landed 10 minutes early...and then waited 30 additional minutes for a gate to open.
The next flight was the overnight flight. The Captain assigned to the flight had changed 3 times that day. Forty minutes to departure it was showing unfilled. No Captains available. Thirty five minutes prior a very senior Captain (call him Captain 'B') was assigned to the flight. It appeared to be a Junior Man. I thought for sure he wasn't going to show up.
To my surprise he was at the gate before me. He was HAPPY to be flying the trip. Reason? He was commuting home anyway in the back as a passenger. When he saw there was no Captain he called scheduling and volunteered. At his pay rate he was paid $450 to fly the trip. Four hundred and fifty dollars to fly home. Well played. Captain 'B' had no desire to fly back to base the next day.
My flight attendant and I went to the hotel and Captain 'B' went home.
The next day I met Captain 'C' on the flight deck. She was a very junior Captain whom I'd never met. She had been deadheaded out to fly back with me. Meanwhile the First Officer that flew the aircraft out was deadheading back. Very odd.
Full flight. We had a 777 Captain from our mainline partner in the jump seat. He'd never been on a RJ jump seat before. He was out visiting family and was headed home. He asked quite a few questions about my aircraft and was interested in the differences between the two. The 777 Captain is in the top 1% seniority. I did some quick math and said , "Ya know you make more money taxiing to the runway than the both of us make combined for an hour flight." We all laughed as it was meant to be light hearted. It was eye opening though.
Once in base Captain 'C' went home. I then met up with Captain 'D'. Long turn. Once back in base we had another 35 minute wait for a gate to open. All in all my 12 hour 15 minute two day trip ballooned into a 13 hour 45 minute trip. Wow.
I then had two CDO's in a row. Same one as last week. Same Captain even.
Next month I am back to 4 day trips. I didn't preference CDOs and could not hold 3 day trips. I despise 4 day trips, but it is what it is.
Four Captains for 6 legs. My airline cancels an average of 10 flights a day for lack of crew. There is no pilot shortage right?
Monday I had a 2 day trip worth 12 hours 15 minutes. It was to be a trip of musical Captains.
For the first turn I had Captain 'A' whom was reassigned to do a simple 2 hour 40 minute turn versus a much longer overnight. He gets paid for the overnight even though he flew much less as its part of the contract. He was reassigned as there were no other Captains available.
That 2 hour 40 minute turn spawned into 3 hours twenty minutes as we had a small delay on the outbound but a major delay on the inbound. We landed 10 minutes early...and then waited 30 additional minutes for a gate to open.
The next flight was the overnight flight. The Captain assigned to the flight had changed 3 times that day. Forty minutes to departure it was showing unfilled. No Captains available. Thirty five minutes prior a very senior Captain (call him Captain 'B') was assigned to the flight. It appeared to be a Junior Man. I thought for sure he wasn't going to show up.
To my surprise he was at the gate before me. He was HAPPY to be flying the trip. Reason? He was commuting home anyway in the back as a passenger. When he saw there was no Captain he called scheduling and volunteered. At his pay rate he was paid $450 to fly the trip. Four hundred and fifty dollars to fly home. Well played. Captain 'B' had no desire to fly back to base the next day.
My flight attendant and I went to the hotel and Captain 'B' went home.
The next day I met Captain 'C' on the flight deck. She was a very junior Captain whom I'd never met. She had been deadheaded out to fly back with me. Meanwhile the First Officer that flew the aircraft out was deadheading back. Very odd.
Full flight. We had a 777 Captain from our mainline partner in the jump seat. He'd never been on a RJ jump seat before. He was out visiting family and was headed home. He asked quite a few questions about my aircraft and was interested in the differences between the two. The 777 Captain is in the top 1% seniority. I did some quick math and said , "Ya know you make more money taxiing to the runway than the both of us make combined for an hour flight." We all laughed as it was meant to be light hearted. It was eye opening though.
Once in base Captain 'C' went home. I then met up with Captain 'D'. Long turn. Once back in base we had another 35 minute wait for a gate to open. All in all my 12 hour 15 minute two day trip ballooned into a 13 hour 45 minute trip. Wow.
I then had two CDO's in a row. Same one as last week. Same Captain even.
Next month I am back to 4 day trips. I didn't preference CDOs and could not hold 3 day trips. I despise 4 day trips, but it is what it is.
Four Captains for 6 legs. My airline cancels an average of 10 flights a day for lack of crew. There is no pilot shortage right?
Friday, June 20, 2014
Busy week
Two CDOs plus a crazy Two Day Trip makes for a tired pilot.
Going to rest...should have a write up on Sunday.
Took this as I headed home from my CDO this morning. It was quite odd to be heading home at 7:20AM while most airport employees were headed into work.
Going to rest...should have a write up on Sunday.
Took this as I headed home from my CDO this morning. It was quite odd to be heading home at 7:20AM while most airport employees were headed into work.
Monday, June 16, 2014
Papa's got a reskinned bag
I bought my current Strong Bag over 3 years ago. It's held up very well overall. I did have to replace the J-hook once under warranty and my tote was replaced by my own expense after I overstuffed it one to many times and really damaged the zipper.
The actual Strong Bag was fine until once again while on a 4 day two months ago, with really long overnights, I overpacked and.........damaged a zipper. The seams of the zipper had come apart. I sewed it back up. Then the track became damaged. It was time to put in a permanent fix.
I ordered a new skin for the bag.
The Strong Bag comes with a 3 year warranty. I am out of warranty. I did however purchase the Strong Bag with my American Express. Amex gives an extra year of warranty coverage for free. Of course I remembered this after I ordered a new skin. Amex approved the claim and refunded the entire purchase price of the original bag so I can buy it again (this is how they've handled all the claims I've made, full refund.) Since I had already ordered a skin I figured I would try that first.
Taking the skin off wasn't easy as it's a very well made bag. It took about 2 hours to get the skin off and new skin on. Over the years more than one ramper has manhandled my bag as the frame was slightly concave. A few whacks with a rubber mallet straightened it out. The original bag would still be 100% fine if I didn't overpack. The new skin should carry me at least another 3 years.
Time to pack for my 2 day trip.
The actual Strong Bag was fine until once again while on a 4 day two months ago, with really long overnights, I overpacked and.........damaged a zipper. The seams of the zipper had come apart. I sewed it back up. Then the track became damaged. It was time to put in a permanent fix.
I ordered a new skin for the bag.
The Strong Bag comes with a 3 year warranty. I am out of warranty. I did however purchase the Strong Bag with my American Express. Amex gives an extra year of warranty coverage for free. Of course I remembered this after I ordered a new skin. Amex approved the claim and refunded the entire purchase price of the original bag so I can buy it again (this is how they've handled all the claims I've made, full refund.) Since I had already ordered a skin I figured I would try that first.
Taking the skin off wasn't easy as it's a very well made bag. It took about 2 hours to get the skin off and new skin on. Over the years more than one ramper has manhandled my bag as the frame was slightly concave. A few whacks with a rubber mallet straightened it out. The original bag would still be 100% fine if I didn't overpack. The new skin should carry me at least another 3 years.
Time to pack for my 2 day trip.
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