One opportunity I have is to fly with and meet lots of celebrities. Some of them I get to talk with, some I take a picture with and many I don't recognize. Usually when I do recognize them they see it in my face. By their reaction to my reaction I determine if I should say anything.
I was standing on the jet bridge when I saw Eddie George. I smiled and he smiled back and I said "man you were one of my best fantasy football players. I made lots of money with you!!". His response "where's my cut dawg!"
Ollie North came up to the cockpit and we shook hands. When he found out I was a fellow Marine Officer he hugged me. We took a picture together. I was moved by his sincere appreciation of me and his love of our country and the beloved Corps. Robert Wuhl comedian came up during a ground delay. Very nice guy. We talked for 15 minutes. He was coming from media day at the dallas Super Bowl. Eva Longoria came up a few minutes into it. Sorry I didn't know who she was until afterwards but she was excited to know I had lived in her hometown of corpus Christi. The funniest exchange was meeting Marcia Clark, prosecutor in the OJ Simpson murder trial. Very warm, very engaging and frankly down right flirtatious. She looked great and she felt great about herself. She was fun. We talked 5-10 minutes and I really liked her. Wearing a pilot uniform in an airport is disarming to people including celebs.
Sherman Hensley aka George Jefferson sat aisle seat in first class looking into everyone's face as Rey boarded to see who recognized him. I did immediately. He smiled ear to ear and gave me the head nod which I returned.
Here's a list of who I can remember. I'm sure there are more but sitting here trying to remember is not easy.
Eric Dampere NBA
Deion (prime time) Sanders NFL
Ed too tall Jones NFL
Eddie George NFL.
George Jefferson (Sherman Hemsley)
Vickie Lawrence Actress
Cedric the entertainer
Robin Roberts (female sportscaster)
Ollie North
Vanessa Williams
Marcia Clark
Jim Thome MLB
Robert Wuhl actor/talk show host
Eva Longoria
Karl Rove
Adrien Peterson NFL
Robert Redford
Bill Cower (NFL Coach)
The Crickets (rock band)
Igor orchansky NFL
James Megellas WW2 hero and author
Hanson brothers band members
As I remember more I'll write them down.
Wednesday, June 13, 2012
Saturday, May 26, 2012
26 may 2012
OMA DFW MCI DFW ABQ. Van picked us up at 1000, take off 1110. Land ABQ 2100 (mountain time). 12 hour day. Ok back to the checklist.
I've included pics of the mechanical checklist, the paperwork, takeoff data, and load close out.
Ok kids follow me closely here. The "experts" tell me when I teach something technical teach it as simply as I can but don't dumb it down. The audience wont appreciate it if i do. Here goes.. When we take off we never just use max power. We use only enough power to safely takeoff. Why? Because the engines wear out faster, we use more fuel and the added stress on the engines make them fail more often. So we de-rate or use partial power whenever able. Using all the power is called a max thrust takeoff. Derating or using less power is called a standard power takeoff. On the mechanical you see takeoff data and bugs. Here I cross check three documents attempting to mathematically prove that we are able to perform the takeoff using standard power settings. Close out, ATIS and airport analysis or takeoff data page. Something like 98% of all engine failures occur while using max power on takeoff. See the importance? I make sure the weights are acceptable The load close out weight has to be at least lower than the ATOW. Assumed takeoff weight is simply planned takeoff weight (PTOW) plus a fudge factor of 2000 pounds. As long as my final weight is lower than this number (ATOW) then the runway and climb out weights are fine. Secondly I look at the ATIS for wind component. Basically we cannot have a tailwind component to perform a standard power takeoff. Thirdly I compare the planned temperature from the takeoff data page with the actual temp from the ATIS. The temp can be higher than planned so long as its lower than the max standard temp MTS. Here's where it gets complicated. There is a computer program loaded with data from every runway of every airport we fly to. And that data tells us what the maximum weight and temperature we can have and still safely takeoff using standard thrust from a particular runway. So if the actual temp is 26 and the max standard temp is 43, we trick the engines and tell them the actual temp is 43. And it only produces standard power. Max is available for an emergency if we need it. We just run the thrust levers full forward and the computer realizes what's up. If actual temp equals max standard temp, then we are doing a max power takeoff anyway, because thats all the power available. Jet engines prefer cold, thick, dry air. Short runways like LGA require max power.
So I make my comparisons. Are we heavier than planned but lighter than assumed weight? Do we have anything other than a tailwind? Is the temp at or below Max standard temp? If yes and the runway length allows for standard then I'll brief it like this. "we closed out at a 133,700 pounds. That's 600 above planned but 1400 pounds below assumed weights so we're good on weights. Wind is 200 at 15 knotts so that's a headwind component from runway 22L. Temperatures they planned it for 26, ATIS says its 28 but that's below the max standard temp of 43 so we're good on the temps. So the weights, winds and temps all support a standard power takeoff from runway 22L full length, flaps at 8 flexing to 43." Mouthful! And that's how we determine what power setting to use. That's all I'll say on this. There's more to flap settings etc but it's inundating at this point and not necessary. What I will say is this all falls under the category of performance and it's a ginormous class in ground school lasting a solid week and we review it every recurrent training. Every American airlines pilot must master the math, the theory and the practical application of performance or you simply don't make it through training. Sp we run the remainder of the checklists and get to the runway, switch to tower freq and when cleared we take off Uneventful hopefully!
I've included pics of the mechanical checklist, the paperwork, takeoff data, and load close out.
Ok kids follow me closely here. The "experts" tell me when I teach something technical teach it as simply as I can but don't dumb it down. The audience wont appreciate it if i do. Here goes.. When we take off we never just use max power. We use only enough power to safely takeoff. Why? Because the engines wear out faster, we use more fuel and the added stress on the engines make them fail more often. So we de-rate or use partial power whenever able. Using all the power is called a max thrust takeoff. Derating or using less power is called a standard power takeoff. On the mechanical you see takeoff data and bugs. Here I cross check three documents attempting to mathematically prove that we are able to perform the takeoff using standard power settings. Close out, ATIS and airport analysis or takeoff data page. Something like 98% of all engine failures occur while using max power on takeoff. See the importance? I make sure the weights are acceptable The load close out weight has to be at least lower than the ATOW. Assumed takeoff weight is simply planned takeoff weight (PTOW) plus a fudge factor of 2000 pounds. As long as my final weight is lower than this number (ATOW) then the runway and climb out weights are fine. Secondly I look at the ATIS for wind component. Basically we cannot have a tailwind component to perform a standard power takeoff. Thirdly I compare the planned temperature from the takeoff data page with the actual temp from the ATIS. The temp can be higher than planned so long as its lower than the max standard temp MTS. Here's where it gets complicated. There is a computer program loaded with data from every runway of every airport we fly to. And that data tells us what the maximum weight and temperature we can have and still safely takeoff using standard thrust from a particular runway. So if the actual temp is 26 and the max standard temp is 43, we trick the engines and tell them the actual temp is 43. And it only produces standard power. Max is available for an emergency if we need it. We just run the thrust levers full forward and the computer realizes what's up. If actual temp equals max standard temp, then we are doing a max power takeoff anyway, because thats all the power available. Jet engines prefer cold, thick, dry air. Short runways like LGA require max power.
So I make my comparisons. Are we heavier than planned but lighter than assumed weight? Do we have anything other than a tailwind? Is the temp at or below Max standard temp? If yes and the runway length allows for standard then I'll brief it like this. "we closed out at a 133,700 pounds. That's 600 above planned but 1400 pounds below assumed weights so we're good on weights. Wind is 200 at 15 knotts so that's a headwind component from runway 22L. Temperatures they planned it for 26, ATIS says its 28 but that's below the max standard temp of 43 so we're good on the temps. So the weights, winds and temps all support a standard power takeoff from runway 22L full length, flaps at 8 flexing to 43." Mouthful! And that's how we determine what power setting to use. That's all I'll say on this. There's more to flap settings etc but it's inundating at this point and not necessary. What I will say is this all falls under the category of performance and it's a ginormous class in ground school lasting a solid week and we review it every recurrent training. Every American airlines pilot must master the math, the theory and the practical application of performance or you simply don't make it through training. Sp we run the remainder of the checklists and get to the runway, switch to tower freq and when cleared we take off Uneventful hopefully!
Friday, May 25, 2012
25 May 2012
No matter how long I'm off work, it always ends and I have to leave home again. Day 1 of a 4 day trip. Dfw to STL to DFW to OMA to DFW to OMA. Ok back to the checklist. After we push out and start the engines we run the "before taxi checklist" where we lower the flaps, check all the flight controls (ailerons, rudder, and elevator). Depending which airport we're at I'll have to contact as many as 3 more controllers just to get take off clearance. At Chicago I'll get clearance to push off the gate with ramp frequency. Then request initial taxi out of the alley with them. They'll have me contact metering and metering will switch me over to ground frequency once they see my clearance pop up on their screen. Ground will issue taxi instructions to the runway. LISTEN CLOSELY AND FAST because if you miss it, you will get ignored for 15 minutes until he gets back to you at which time you'll be chastised, yelled at and generally humiliated. Here's an example of the sequence from ramp to taxi out:
"ramp American 123 ready to push off "kilo 12A".
"American 123 cleared to push tail south please"
"American 123 roger tail south"
..after pushing, starting both engines and the pretaxi checklist
"ramp American 123 ready to taxi"
"American 123 south line out switch to metering please have a great day"
"American 123 roger"
"metering American 123 off Kilo 12A with ATIS information foxtrot".
"American 123 roger monitor ground on 121.75"
"American 123 wilco"
.. Here I have my pen and paper out ready to write fast. Ground is talking to 100 airplanes and the freq is a zoo.
"American 123 runway 22L via alpha Alpha 17 Bravo, Bravo 16 Juliet left to whiskey, through the de ice pad and let the united airbus in front of you. Follow him the rest of the way.
He reads this faster than I can write and without break immediately is on to the next aircraft so that his transmission is one continuous blurb lasting 10-20 airplanes. DON'T MISS IT!
The taxi out is whacky. It's a maze of taxi ways, cut offs, medians, pads and ramps leading to a myriad of runways. We each have an airport diagram in our issued pubs. Most pilot mistakes happen now. While one pilot has his head down running the rest of the checklists the other one makes a wrong turn, crosses accidentally onto an active taxi way or runway and both pilots find themselves at the end of a large table defending themselves against an FAA team of cutthroats trying to take their pilot license's away.
So on the taxi out is where the real fun begins because that's likely the first time we can get into trouble and well, frankly, the thrill is fun.
The mechanical checklist is mounted on the center console and has about 10 items which are deemed most important for takeoff. This is where I will compare all the information from the airport analysis page which was downloaded as part of the "paperwork", and compare it with current weather, close out weight&balance numbers and runway information. Remember the paperwork is the plan, but now based on actual numbers I have to determine if the plan was close enough to the actual finished close out numbers for us to be able to take off and climb out safely. The annuls of aviation history are full of airplane crashes caused from taking off too heavy, underpowered, on too short of a runway or without the ability to climb over an obstacle. It's my job to check and cross check this data to ensure we can safely take off. All of these are variables and change with temperature, pressure altitude, humidity, headwind/tailwind component, runway condition/contamination, flap setting, and actual aircraft weight. I'll demonstrate how I do all that in the next blog...
"ramp American 123 ready to push off "kilo 12A".
"American 123 cleared to push tail south please"
"American 123 roger tail south"
..after pushing, starting both engines and the pretaxi checklist
"ramp American 123 ready to taxi"
"American 123 south line out switch to metering please have a great day"
"American 123 roger"
"metering American 123 off Kilo 12A with ATIS information foxtrot".
"American 123 roger monitor ground on 121.75"
"American 123 wilco"
.. Here I have my pen and paper out ready to write fast. Ground is talking to 100 airplanes and the freq is a zoo.
"American 123 runway 22L via alpha Alpha 17 Bravo, Bravo 16 Juliet left to whiskey, through the de ice pad and let the united airbus in front of you. Follow him the rest of the way.
He reads this faster than I can write and without break immediately is on to the next aircraft so that his transmission is one continuous blurb lasting 10-20 airplanes. DON'T MISS IT!
The taxi out is whacky. It's a maze of taxi ways, cut offs, medians, pads and ramps leading to a myriad of runways. We each have an airport diagram in our issued pubs. Most pilot mistakes happen now. While one pilot has his head down running the rest of the checklists the other one makes a wrong turn, crosses accidentally onto an active taxi way or runway and both pilots find themselves at the end of a large table defending themselves against an FAA team of cutthroats trying to take their pilot license's away.
So on the taxi out is where the real fun begins because that's likely the first time we can get into trouble and well, frankly, the thrill is fun.
The mechanical checklist is mounted on the center console and has about 10 items which are deemed most important for takeoff. This is where I will compare all the information from the airport analysis page which was downloaded as part of the "paperwork", and compare it with current weather, close out weight&balance numbers and runway information. Remember the paperwork is the plan, but now based on actual numbers I have to determine if the plan was close enough to the actual finished close out numbers for us to be able to take off and climb out safely. The annuls of aviation history are full of airplane crashes caused from taking off too heavy, underpowered, on too short of a runway or without the ability to climb over an obstacle. It's my job to check and cross check this data to ensure we can safely take off. All of these are variables and change with temperature, pressure altitude, humidity, headwind/tailwind component, runway condition/contamination, flap setting, and actual aircraft weight. I'll demonstrate how I do all that in the next blog...
Tuesday, May 15, 2012
15 May 2012
I'm writing this blog from the comfort of my own bed! After being gone on a long four day trip I finally arrived back home at midnight. I'm off for a few days and I sure need it. I feel completely ran down. My work days are average of 12-13 hours from the time the van picks us up in the morning until I close the door of my hotel room that night. Lots of work in between.
People probably have very little idea what goes in to getting a jetliner off the ground safely so I thought I would take the time to tell you.
We are supposed to sign in on the computer 60 minutes prior to the first flight of the day. So we do some quick mental gymnastics the night before and figure out what time we need to leave the hotel the next day to get to the gate on time. If the airport is huge and the distance from drop off to the gate is great, add more time. Are we close to the airport or across town? Traffic? The van driver can tell us how long it will take at that particular time of day. Also add some time for getting through security. Average is about 1:15 minutes before takeoff, we depart the hotel.
We show up at the gate. One pilot pulls up the "paperwork" on the computer which includes all the calculated takeoff data we need. This was done by a geek, and a computer program back at HQ in Dallas. It also includes route of flight, fuel loads, weights, altitudes, speeds, turbulence, and check points. And lots of other route related info. And the "paperwork" includes notices to airmen, problems and hazards along the route of flight including at the destination airport, runway/taxiway closures and constructions, general notes to us air-crewman and airplane specific information such as any mechanical deficiencies with the airplane. A weather synopsis is also provided. The captain signs this paperwork signifying the pilots have reviewed everything and approve it. The paper work is about 25 pages long.
While one pilot pulls paperwork the other pilots does the preflight walk around and cockpit preflight safety checks. The walk around consists of checking tires, brakes and struts, wing surfaces, panels and general condition of the airplane. The Cockpit Preflight safety check Can be thought of in the following steps:
1. Flip the switch which allows ground external power to power the systems of the airplane or perform a fire safety check then start the Aircrafts own auxiliary power unit
2. Do a cockpit sweep checking each system's test function and ensuring each switch is in the desired position.
By now the gate agents are loading passengers on the airplane, And it's time to run the before starting engines checklist, 10 minutes prior checklist and the just prior to engine start or pushback checklist aka the "JP's".
These checklists are read in a challenge and response format. Meaning one guy reads the other performs the operation and responds. For example: oxygen switch ON etc
I included a picture of the entire checklists we run. There is another checklist located on the center console called the mechanical checklist which we run during taxi out and before landing. As you can see I'm pretty busy right before push back and I refer to the time right before I begin as me getting my game face on. More to follow on the next post
People probably have very little idea what goes in to getting a jetliner off the ground safely so I thought I would take the time to tell you.
We are supposed to sign in on the computer 60 minutes prior to the first flight of the day. So we do some quick mental gymnastics the night before and figure out what time we need to leave the hotel the next day to get to the gate on time. If the airport is huge and the distance from drop off to the gate is great, add more time. Are we close to the airport or across town? Traffic? The van driver can tell us how long it will take at that particular time of day. Also add some time for getting through security. Average is about 1:15 minutes before takeoff, we depart the hotel.
We show up at the gate. One pilot pulls up the "paperwork" on the computer which includes all the calculated takeoff data we need. This was done by a geek, and a computer program back at HQ in Dallas. It also includes route of flight, fuel loads, weights, altitudes, speeds, turbulence, and check points. And lots of other route related info. And the "paperwork" includes notices to airmen, problems and hazards along the route of flight including at the destination airport, runway/taxiway closures and constructions, general notes to us air-crewman and airplane specific information such as any mechanical deficiencies with the airplane. A weather synopsis is also provided. The captain signs this paperwork signifying the pilots have reviewed everything and approve it. The paper work is about 25 pages long.
While one pilot pulls paperwork the other pilots does the preflight walk around and cockpit preflight safety checks. The walk around consists of checking tires, brakes and struts, wing surfaces, panels and general condition of the airplane. The Cockpit Preflight safety check Can be thought of in the following steps:
1. Flip the switch which allows ground external power to power the systems of the airplane or perform a fire safety check then start the Aircrafts own auxiliary power unit
2. Do a cockpit sweep checking each system's test function and ensuring each switch is in the desired position.
By now the gate agents are loading passengers on the airplane, And it's time to run the before starting engines checklist, 10 minutes prior checklist and the just prior to engine start or pushback checklist aka the "JP's".
These checklists are read in a challenge and response format. Meaning one guy reads the other performs the operation and responds. For example: oxygen switch ON etc
I included a picture of the entire checklists we run. There is another checklist located on the center console called the mechanical checklist which we run during taxi out and before landing. As you can see I'm pretty busy right before push back and I refer to the time right before I begin as me getting my game face on. More to follow on the next post
Sunday, May 13, 2012
12 may 2012
Long day. Austin- DFW-Phoenix-DFW-Atlanta. At least the weather wasn't too bad. Except for early morning rain in dfw and skirting thunderstorms enroute to Atlanta. One thing I like to do once we get to level off is work the USA Today crossword puzzle. But they don't have a weekend edition so when I fly on the weekends I don't have the luxury of a new one each day. Reading is another popular level off past time. I haven't started another book since I finished "Killing Lincoln". Just not motivated. I would love to find another book just as good to get in to. I got on topic last year when I read "Man Hunt, the 12 day search for Lincoln's Killer". Another really good read. The downside of reading a really good book is when you don't have anyone who's also read it to discuss it with. That's probably why they have book clubs. Pretty nerdy though. So Leesa, Matthew, and Finn left Saturday morning for Ardmore. Matthew got into the car barefoot and totally forgot shoes. Can you believe that? He took no shoes with him. :-D.
Sitting here in Atlanta looking out the windows I can't help but imagine this place 148 years ago when General Sherman came marching through burning everything that stood. This fertile, economically booming land was laid waste to fire, death and destruction. His tactics are known today as "principles of all out war". Destroy all infrastructure, and industry but most importantly, destroy the enemies will to fight. He burnt crops, homes, factories, offices, churches and anything else which stood.
Sitting here in Atlanta looking out the windows I can't help but imagine this place 148 years ago when General Sherman came marching through burning everything that stood. This fertile, economically booming land was laid waste to fire, death and destruction. His tactics are known today as "principles of all out war". Destroy all infrastructure, and industry but most importantly, destroy the enemies will to fight. He burnt crops, homes, factories, offices, churches and anything else which stood.
Saturday, May 12, 2012
11 may 2012
Day 1 of a 4 day trip. STL TO LAX TO AUS. first leg from Stl to lax we had Vanessa Williams on board. She's a musician/actress/former Ms America. Sat in 3A Kept to herself. The flight attendant told me she asked for cereal but all the FA had left was an omelet. She ate the omelet and half a biscuit. Left the potatoes. Guess she watches her carbs. Matthew had his first day of sacking groceries last night. I can't wait to hear all about it.
Thursday, May 10, 2012
10 may 2012
I watched a performance of Linda Perry singing the song "letter to God".
http://www.youtube.com/watch?v=1YkbA1TxfeQ&feature=youtube_gdata_player
It's incredibly moving. She's an accomplished song writer for artists such as Pink, Christina Aguilera, and Courtney Love. She was also the lead singer of 4 non blondes. Tell me what you think of the song and her performance.
Matthew and Finn are grinding out the last couple of weeks of school. Open campus for lunch for Matthew this week so he's been loading his truck up with lots of kids each day. No room or desire to have dad tag along :-(.
http://www.youtube.com/watch?v=1YkbA1TxfeQ&feature=youtube_gdata_player
It's incredibly moving. She's an accomplished song writer for artists such as Pink, Christina Aguilera, and Courtney Love. She was also the lead singer of 4 non blondes. Tell me what you think of the song and her performance.
Matthew and Finn are grinding out the last couple of weeks of school. Open campus for lunch for Matthew this week so he's been loading his truck up with lots of kids each day. No room or desire to have dad tag along :-(.
Monday, May 7, 2012
7 may 2012
Went for a run today. From my house to the hospital. I haven't ran this distance since injuring my quadricep 17 march. Anyway it's about 4.5 miles. I get Leesa's truck and drive home, shower and go get her for lunch. I thought I was running much faster but the timer proved otherwise. Guess the layoff was a little harder on me than I thought. Matthew had his orientation today for his job at united. We're proud for him and he's pretty pumped about working there. Ashley took her last final today. Another semester in the books. I'm proud of her too. IFinn and I worked out this evening at the wellness center.
Saturday, May 5, 2012
5-6 may 2012
We had a great day! After a long 4 day trip it's good to be back home. Cooked chicken fajita's on the grill and had fun with everyone. Matthew and Finn had two yards to mow so we all pitched in and got it done quickly. Then watched UFC fights. I love being home. Matthew and Finn both had friends over and they all stayed up until 5 am. Soooooo, I woke them all up at 9:30 and fixed them breakfast and made them go to church with us! They're all asleep now (4:07pm).
Friday, May 4, 2012
4 May 2012
This morning at 0700 EDST 19 years ago, my life changed forever and for the better. Ashley was born!
I was a student naval aviator in the instrument phase of helicopter training in Pensacola, FL at the time. I came home from a simulator flight the night of the 3rd and a few hours later we scrambled to Pensacola naval hospital. Happy birthday baby girl!
Speaking of reminiscing, as I was walking through the airport at Dfw last night I heard someone call my name. I looked up to see Mike Piirto, Mike and I were squadron mates from 95-98 at HMM-265 in Okinawa, Japan. Crazy small world. His youngest son is 2 weeks younger than my son Matthew. Sadly, Mikes wife Brenda past away last year of kidney cancer. She live nearly 12 years after being diagnosed. She was a Godly woman and a great mother to Hope, Faith and David, and a great wife.
I was a student naval aviator in the instrument phase of helicopter training in Pensacola, FL at the time. I came home from a simulator flight the night of the 3rd and a few hours later we scrambled to Pensacola naval hospital. Happy birthday baby girl!
Speaking of reminiscing, as I was walking through the airport at Dfw last night I heard someone call my name. I looked up to see Mike Piirto, Mike and I were squadron mates from 95-98 at HMM-265 in Okinawa, Japan. Crazy small world. His youngest son is 2 weeks younger than my son Matthew. Sadly, Mikes wife Brenda past away last year of kidney cancer. She live nearly 12 years after being diagnosed. She was a Godly woman and a great mother to Hope, Faith and David, and a great wife.
3 May 2012
I'm starting a blog. I won't write everyday but I'll write as often as I have something to say. Primarily as a tool for my family and specifically my kids. I'm always running into celebs, seeing unusual people or things or participating in interesting events and I want to document a history for them. Just in case someday they find any of this stuff the least bit interesting. Although my Facebook isn't open to the public, it just isn't intimate enough to record my ramblings intended solely for my close family and friends. Hopefully everyone understands. I'll do the majority of my typing on my iPhone meaning I'll type with my thumbs so errors are a given. Feel free to comment, suggest or offer reflection on any posts or just be a silent reader, your choice.
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