Fun With Numbers

Today I flew a "turn" to Ft. Myers Florida. Turn is short for turn around, where you fly from one point to another, and immediately return to the originating station. Since the Captain was flying the return leg, I had some time on my hands and considered crunching some numbers.

Here are some quick basics of our return flight. We had a full boat, 76 passengers and four crew. Our Zero Fuel Weight, which is the weight of the aircraft, passengers, crew and baggage was 64,700 pounds, and we were fueled with 15,400 pounds of liquid noise, giving us a ramp weight of 80,100 which is well below our maximum of 84,000 pounds. We expected to burn 300 pounds of fuel for taxi out which gave us a takeoff weight of 79,800. However, based on the current temperature (29C/84F), and the length of the available runway (12,000 feet), our maximum takeoff weight was 80,000 pounds. Not a lot of extra room.

We are scheduled to leave the gate at 1620 and actually pushed at 1612. Why stick around when we are already full, and knowing that we've got headwinds on the way home? Our wheels-up time is 1621 and our routing takes us over Orlando, Jacksonville, Spartanburg SC, Henderson WV, Pleasant Valley OH, over the western edge of Lake Erie straight to Detroit. Approximate air distance 1000 miles. Once airborne we climb to our cruise altitude of 35,000 where the flight progresses in smooth air, although we are bucking a stiff headwind.

As we proceed north, our flight computer shows the winds to be from 307 degrees at 122 knots. That equates to a headwind component of 81 knots. What this really means is that although our True Airspeed at FL350 is 469 knots, we are only moving over the ground at about 405 knots, much slower than we would like. Accordingly, the Captain pushes the profile a little, flying at an indicated airspeed of Mach 0.80 instead of the more efficient Mach 0.77 the profile calls for. At this combination of speed and altitude, each of the GE engines are burning 1830 pounds of fuel per hour.

We leave the strong headwind on the decent and touch down on runway 3R at DTW at 1852. After the long taxi via W, J, J-10, Q-1, Q to gate B3 we open the door and stop the pay clock at 1858, nineteen minutes early, thanks to leaving 8 minutes early and the Captain's extra speed. The box shows we have 5,700 pounds of fuel left, meaning we burned 9700 pounds, or roughly 1450 gallons of fuel to cover the 1000 air miles we flew. How efficient is that?

Google Maps puts the road distance between Ft Myers and Detroit airports at 1288 miles. Let's assume that instead of loading into a CRJ-900, all 80 of us loaded into 20 efficient 4-passenger cars that achieved a combined mileage of 25 MPG. These 20 cars would burn 1030 gallons of gas for this trip, or 420 gallons less than the RJ. The road trip would also take almost 20 hours instead of our 2 hour 46 minute block to block time. So it would appear that the real efficiency is that the extra 420 gallons of fuel went into saving about 1360 person-hours of time. Seems like a good trade to me.

Some other fun facts: this leg put me over 100 hours in the RJ, so I'm no longer a high-minimums FO, now being just a regular FO, still new, but not green. Total block time for today's trip was about 5 hours, or about $120 in pay, not including per-diem, which will add another $9.80 for the day. It might not seem like much, but I reflected on some things on this flight, like the fact that tomorrow is Easter Sunday, and once again Cathy and I are separated. Easter is about resurrection and new life, and I reflect on how lucky I am to have been given this opportunity. As I fly over Jamie and Brandon in Orlando, Submarine Base Kings Bay GA, my friends Jeff and Amy in SC, I am reminded about my past, different careers, different countries and cities, different challenges, but always the same love of flying. In my new life as an airline pilot, I have learned to cherish each minute I spend with Cathy, because they are few right now. I have learned to save each dollar, because they too are few. I have learned to absorb and capture each and every minute of every flight, because with the talk of potential furloughs in the air, this could be a fleeting dream that I want to remember well. And most of all, I have learned how blessed I can be in this life. Oh, and I guess I learned how loud hitting a goose can be too!

Happy Easter everyone. Go chase dreams.

Sully Only Hit Two!

Now that I’m on reserve, I was looking forward to a quiet month and the occasional flight to continue building experience. After major electrical failures on my first flight and loss of steering on one of my last flights, I was hoping for some routine uneventful trips. Thanks to a small gaggle of Canada geese, that was not to be. Call me “Black Cloud”, but my streak of excitement continues.

Crew Scheduling called yesterday informing me that I had been assigned a last-minute overnight trip to St Louis. That’s exactly the type of trip I hope for; simple, one leg trips, out, overnight, back in. That’s much better than sitting around hoping for flight time. I grab a quick one hour nap, shower, change into uniform and head to the airport early since I know that I have several publication changes I need to install into my manuals. While in the crew room, I meet my Captain for the flight who seems to be sharp and easy going. I head down to gate B15 early since our aircraft is there, review the maintenance log, bring power onto the aircraft, and then head out to the ramp to perform the pre-flight inspection. All is in order and the flight to STL proceeds out early with the Captain driving. All in all it was a textbook relaxing flight, and we arrived about 20 minutes early.

This morning started at 0445 with an AOV (asses on van) time of 0600. We arrive at the airport and quickly pass though security arriving at our gate exactly on time at 0615 for our 0645 push. Because this is the first flight of the day for the aircraft, I take extra time during the pre-flight inspection to open all access panels and perform the required security checks. Noting nothing amiss I return to the flight deck to set up the FMS and instrumentation for the flight back to Detroit, which will be my leg. Copy ATIS weather, call for our ATC clearance, close the passenger door 3 minutes early, call for push, and we’re on our way.

After engine start Captain Sean calls for the after start checklist, and then the before takeoff checklist as we taxi toward runway 12R. It is 4 degrees outside with light rain, so the takeoff will be conducted using both wing and engine cowl anti-ice, and full power will be used instead of the normal “flex thrust”, a procedure we typically employ which allows us to use less than full power on takeoff to minimize stress on the engines. We weigh 76,500 pounds this morning, well below the maximum takeoff weight of 84,500. Our ACARS runway data tells us to set the flaps to 20 degrees, full thrust (due to anti-ice being on), and also tells us that if we lose an engine on takeoff we should continue climbing straight out on a heading of 121 degrees, the runway heading. As we slowly taxi onto the runway, the Captain calls for the runway items checklist, the last series of checks before we transfer control and I start the takeoff roll.

Before continuing, let me describe a normal takeoff sequence, or what SHOULD have happened this morning. The final item on the runway items check is a confirmation that the compass reads the expected heading for the runway. This is a final verification that we are in fact taxiing into position for the correct runway, a check that everyone does following the fatal crash of a CRJ a while back that attempted to take off from the wrong runway at Lexington KY. Once the First Officer announces “runway items complete”, the Captain either starts the takeoff roll if it is his leg to fly, or turns control of the throttles over to the FO, announcing “your aircraft” if it is the FO’s leg. The FO then advances the throttles up to around 75% power, checks engine instruments to ensure both engines look good, and then advances the throttles to the “TAKEOFF” detent, announcing “Set Thrust”, and then takes his hands off of the throttles, placing both hands on the control column. Although the FO is performing the takeoff, the Captain still maintains control of the throttles and has the obvious authority to abort the takeoff. When the FO calls “set thrust”, the PNF (Pilot Not Flying, or in this case, the Captain) confirms that both engines are developing the appropriate power, and if so he calls “Thrust Set”, again keeping his hands on the throttles. As the PF concentrates on tracking the centerline of the runway, the PNF calls out “80 knots”, and the PF quickly checks his airspeed indicator to ensure that he sees about 80 knots and calls "checks". The PF then again shifts concentration down the runway, and the PNF calls first “V-1”, and then “Rotate”, where the PF then pulls back on the control column and lifts the aircraft from the runway. Again, this is what happens on 99.9% of takeoffs, but today Captain Sean and I joined the 0.1% Club, thanks to a gaggle of suicidal, dumb-ass geese.

The Captain calls “runway items” was we taxi onto runway 12R. I shut off the automatic fuel cross flow, ensure the transponder is on, check and clear the EICAS display, and call out the indicated runway heading and compare to the expected runway heading. The Captain says “your aircraft” and I bring the throttles up, looking down the runway, seeing nothing but open pavement. I find out later that the geese landed on the right edge of the runway as we were turning onto the runway, but I did not see them as I was running the runway items checks. The Captain did not say anything because they were clear of the runway when they landed, and were moving further away. Anyway, thrust is set and we quickly accelerate down the runway. At 80 knots I don’t hear the Captain’s call, so I look over at him and note that he’s looking down the runway with a concerned look, and he states “I hope they move”. I look and see the geese have decided to take flight, and unfortunately have decided to fly right in front of us. At this point, there is nothing you can do but maintain control of the aircraft and pray that you don’t hit any. Unfortunately we did…five in fact, with one striking the radar dome directly under our feet which made an extremely loud bang. The Captain immediately pulls the throttles back to idle and calls the abort and I immediately inform the tower that we are aborting due to multiple bird strikes, and that they should inspect the runway for bird and/or airplane parts before allowing another aircraft to takeoff or land. As soon as we taxi clear of the runway the Captain makes a PA announcement telling the passengers what has happened, both of us knowing that a high-speed abort like this is very scary to the cabin crew and passengers who have no idea what’s happening. Later we learn that no one in the cabin actually heard the strikes, and until we made the announcement and the passengers looked out their windows at the goo on the wings, they had no idea that something had happened.

Rejected takeoff checklist complete. After landing checklist complete. Operations clears gate A3 for us and we taxi in, allowing the passengers to disembark and hopefully catch another flight to Detroit. The STL contract maintenance guy (that’s right…only one person on duty today) performs a complete rejected takeoff and birdstrike inspection. The crew spends the next 5 hours at the airport, answering questions and performing post-inspection engine checks. We find out from Maintenance and from STL Airport Operations that a total of five dead geese were recovered from the runway, which checks with the visible tally; one on the radar dome, one on the nose gear, one on the right wing, and two on the left wing. We’re finally cleared to return the aircraft to Detroit, where my phone rings and Crew Scheduling tells me that they have another “quick” overnight trip to Buffalo NY for me in a couple of hours. Not even off of the airplane yet, I assist the Captain in terminating the aircraft, pack up my bags, and head to Gate B15 for my Buffalo flight. Gate B15, where the adventure started less than 24 hours ago as I headed off to STL. Again I think of my reasoning in deciding to become an airline pilot, which is to gain experience. God only knows how much more experience I can take!

Fly safe and watch those damn geese!

Back in the Saddle

First of all, I apologize for the long hiatus, but until I had something to write about I figured that silence was golden. In any case, I'm back, and have a few things I can share with you, namely that the incident review is complete and I'm back on flying status.


As mentioned in the last post, I was a crew member on an aircraft that was involved in an "incident". An incident differs from an accident in that an accident is fully defined by the Federal Aviation Administration and requires specific reporting. An incident is simply something out of the ordinary. Basically, if something happens that damages the aircraft of property, or someone is injured or dies, that's an accident. Anything from a blown tire to turning the wrong way could be an incident.

When an incident occurs, as long as no Federal Aviation Regulations were violated, the depth of the investigation is up to the company. Naturally any good company would want to thoroughly investigate any incident for a number of reasons, not the least of which is to obtain an understanding of what went wrong so that repeat occurrences can be avoided. Having now been through such a review, I can tell you first-hand that my company investigates incidents VERY thoroughly.

The first step for a crew involved in an incident involves submitting an ASAP, or Aviation Safety Action Partnership, report. This, along with a NASA Aviation Safety Reporting System report does two things: the report gives the company a starting report for the incident review, and it provides some protection against fines and license revocations from the FAA, UNLESS the violation was willful. For example, let's say an aircraft was given a specific taxi instruction to turn left at an intersection, and then aircraft turned right instead. That potentially is a violation of an ATC instruction, so an incident has occurred, and the aircrew will file the ASAP and NASA ASRS reports. During the incident review let's say that the cockpit voice recorder shows that the aircrew heard the instruction to turn left, but said "screw that, let's turn right because this is a shorter route". That is obviously a willful violation and regardless of the filed reports, no protection against fines or license revocation is provided. However, if the cockpit voice recorder proves that the aircrew simply misunderstood the instruction and did not willfully turn the wrong way, than the aircrew can rest assured that their license (and careers) are not in jeopardy, so they are more likely to completely cooperate with the investigation. The ASAP and NASA ASRS programs have really done a lot to help improve aviation safety over the years.

In my case, the incident involved the loss of of nosewheel steering system at a critical phase of flight, landing. Once the aircraft touches down while rolling faster than about 80 knots, the rudder is effective and even if the nosewheel steering does not work, you can still maintain directional control to keep the aircraft heading straight down the runway. Once the aircraft slows below 80 knots, the Captain must take control of steering using the tiller control on his side of the cockpit. If nosewheel steering is not available then the aircraft is not going to track straight and will be influenced by wind direction and speed, runway conditions, differences in braking pressure, differential thrust from the engines, etc. Once you get stopped, you are also not going anywhere since you can't control steering, and will likely have to be towed unless you can get the steering system to reset.

As I mentioned, the company investigated this incident very thoroughly, taking about three weeks. During this time the flight data recorder was analyzed to determine if we flew the aircraft properly within limits and according to Standard Operating Procedure (SOP). The cockpit voice recorder was analyzed to see if we were making calls and coordinating flight deck actions as required by SOP. Again, had the CVR indicated we had said something like "gee, let's disable the steering and see how the landing goes", I'd likely be starting a new blog titled "Fledgling Ditch Digging". In this instance the investigation showed that we were operating the aircraft according to SOP and within limits, so the real issue was why did the steering fail. Unfortunately the jury is still out on that one.

Once the investigation is complete you are not simply sent back to work with the wave of a magic wand. Number one you have been sitting at home next to the phone for three weeks biting your finger nails and number two, you were involved in an incident which involved some abnormal occurrence that could potentially happen again in the future. Both of these dictate that some time in the simulator would be prudent. When you only have 70 hours in this aircraft as I do, three weeks sitting idle leads to a lot of rust, so the simulator training was very welcome. Additionally, loss of nosewheel steering on landing is not something that the training department normally trains crews for, so the training session gives the training folks the opportunity to recreate the exact wind and runway conditions and simulate this incident, not only with the crew involved in the incident, but in future sessions with other crews. I can tell you after having experienced this failure in real life and many times in the simulator that you have only a very few seconds to react. Depending on the wind and runway conditions, even if the crew takes the proper actions immediately there is simply no guarantee that you are going to get the aircraft stopped near the centerline of the runway. That being said I know of one aircrew that is now VERY prepared should this occur again!

So, having been through this event I now have a greater respect for the incident review process and the depth in which each incident is reviewed. I also have a very great appreciation for how well the company understands the emotions involved when a crew experiences something like this, and how they take care to ensure that you are fully prepared prior to returning you to flying status. Once the investigation was complete I thought I was completely ready to kick the tires, light the fires, jump back in the right seat and "get her done", but the company was smart enough to know that I would very likely still be a little shaken on my first few flights, so they paired me with a very experienced, calm and understanding line check airman. Sure enough, I was more nervous than I would have thought, and initially found myself second guessing myself a lot and simply not flying as well as I should. After eight legs in two days of flying, that's behind me now and I feel ready to get back to learning, put the incident behind me while chalking up what I've learned from having been through the experience. Experience is why I wanted to join this profession, but not all experiences are good. As my mentor Gene once told me, I will gain more experience and see more sky in a few months with an airline than many pilots will experience in a lifetime. That truth of that prediction has become abundantly clear in the two months of my airline flying career, making me wonder what the next year or two will bring. Strap in, stay tuned, and come along with me as I find out.

Travel safe.

Why The Silence!?

I know that many of the followers of the Fledgling Flier have been wondering why the silence, so although I can't post a lot of details, I can at least tell you why things have been so quiet for a while.




About a week and a half ago I was a crew member on a flight that experienced an incident. Note that I said incident and not accident. There was no damage to property or to the aircraft, and there were no passenger or crew injuries. However, as with any accident or incident, this instance is being fully investigated and reviewed, and during this time I am not free to disclose any details of the incident. Also during this time the flight crew has been removed from flying duties, so for the time being, no flying for me.

I have been told to expect resultion sometime this week, so hopefully I will soon be able to fill everyone in. Until then, please stand by and stay tuned!

Blessings!

A Dose of Reality, Hold the Glamor

When I started this blog it was to help detail what my experiences were like flying as a regional airline pilot. For those who have been following for a while, you know that I've completed training, Initial Operating Experience, and am now working to obtain 100 hours of flight time in the CRJ-900, so that I will no longer be considered "green" or inexperienced. As of today I have 50 hours, and I can think of no better day than today to help me truly explain what this life is like. Today I played in the Big Show, and made a hundred bucks.


The only thing unusual about today was that the day started with Cathy by my side. Because I over-nighted at O'Hare last night Cathy and I were able to spend our Anniversary together, and although we were both under the weather, the crew van was very late getting us to the hotel, and the pizza did not arrive until 10:45, we managed to have a very nice evening together. Back to today. Up at 0630, check the weather, shower and dress and pack. Because Cathy drove to the hotel I did not take the crew bus, instead having Cathy drop me off at O'Hare at 0745. Through security and at the gate at 0800 for a 0903 departure, early because there was a maintenance request. Arriving I discover the cowling on #2 engine open, and the gate agent notifies me that Maintenance wants to perform a post-maintenance run on the engine before we can be released. I head out on the ramp to perform the first-flight-of-the-day security checks where I open every door and hatch on the aircraft to see if anyone may have put something there that goes "boom". Captain and crew arrive at about 0815, still no Maintenance folks. With less than 45 minutes before departure we ask for departure paperwork, but no one knows why it is not available, until Dispatch notifies us that until they know the maintenance job is complete they won't file our paperwork. Still no Maintenance. At 0830, Maintenance arrives and tells us that because we were late (!), they now have to go perform maintenance on a Northwest aircraft, and that we'll have to wait.

At about 0915, Maintenance shows up and tells us that they need us to start up and run #2 engine for 2 minutes, which we do without issue. They then reopen the cowl for inspection, close it back up, then inform us that it will be 15 minutes while they prepare the paperwork. I leave the flightdeck to go take another look at the aircraft and to ensure that the cowl is buttoned up, which it is. Maintenance paperwork arrives, Captain notices it is incomplete, sends it back. I'm begging for departure paperwork with which I can program the FMS system, no joy. Phone calls to Dispatch yields promises that paperwork is on the way. Departure paperwork shows up, incorrectly showing the problems that Maintenance just fixed. Phone call to Dispatch to get amendment to paperwork indicating fixes performed. Maintenance paperwork shows up corrected, amended paperwork in hand I program the FMS, now being told that all of our passengers have been re-booked and that we are going to ferry the plane sans passengers. Quickly program weight and balance, routing, run checklist, call for clearance, and close the passenger door. The time is now 1024, two and a half hours after I arrived at the airport, busting hump the entire time, and I have just now started earning pay.

Welcome to the Big Show. O'Hare ground operations and departures are not for the feint of heart; you'd better damn well know what you are doing, know to keep your eyes and ears open, and for the most part, your mouth shut. This is my departure, O'Hare-3 radar vectors to Petty, and I'm up for it. Seven minutes from engine crank to liftoff, things happen quickly and in no time a VERY light CRJ-900 jumps skyward and heads toward Detroit at 23,000 feet, limited to 25K because one of our air conditioning packs is out of service (this bird seems to be a hanger-queen). Speed 310, ATC helps with a few shortcuts, and we're at the gate in DTW at 1254 local time. Great flight, super landing, no time to bathe in the limelight of success since we only have 30 minutes before we leave again. Please note this...30 minutes from the time the door is opened, we load passengers, close the door, and we're off again as flight 3621 service to Chicago Midway. Yep, Midway, still in the Big Show. No deice this time, but we have a short hold waiting on ATC release which leaves me plenty of time to get the boxes programmed while we taxi to runway 4R. Position and hold, cleared for takeoff, and Captain Doug flies this one toward Chicago. We push the speed profile a little and make up a little more time, landing at Midway at 1332 which is less than one hour behind the scheduled arrival of 1242. Not bad considering we started the day hours behind.

Open door, start programming for flight 3518 back to Detroit, and before you know it we're out at 1358, only 25 minutes behind the original schedule. My leg to fly, push the speed profile again, another super landing (I'm starting to get the feel of the CRJ), and our passengers are stepping off the plane at 1600, only 4 minutes later that the original schedule. Since strapping into the right-hand seat this morning at O'Hare, I've not once taken my seat belt off to stand up. We started out with a complete cluster F%#k, and ended up the day getting our customers back on schedule. My reward? 3 hours, 40 minutes of total pay at $24 per hour. But wait, the fun is still afoot.

My day starts tomorrow at Montreal Canada, with a 0600 departure time, so my crew gets to "dead-head" to Montreal. This means we gather our chart and suit cases, run from DTW terminal B to terminal A gate 57 and board a Northwest Airlines flight and fly as passengers to Montreal. Good side - leave the driving to someone else. Bad side - only get $12 per hour for the 1.5 hour flight. I'd rather fly myself anyway, as would the rest of the crew. At Montreal it is off through customs, to the shuttle bus and to the Hilton. Crew muster is at 0445 tomorrow morning, so no time for dinner, just enough time to talk to Cathy and capture these thoughts. With less than 7 hours available to sleep, I'm going to wrap this up now.

Three legs today. Some unhappy late passengers, some happy on-time passengers. 3.6 hours additional flight experience. Compliments from Captain Doug on how I'm progressing, and more importantly, no significant mistakes. $106 of earned gross pay, minus taxes, FICA, uniform deduction, and President Obama's pension fund, and I'll bank enough to pay for the Internet connection at the Montreal Hilton tonight. BUT...today I got the "look". A small boy, maybe 5, holding his Mom's hand walking through the DTW terminal. As I pass I smile and nod a greeting, and watch as the little boy slows and stares. I hear his Mom say "Sean, that's a PILOT. He's going to fly an airplane like what we're flying on". I stop and talk to Sean and his Mom, discovering that they're off to Florida. Mom thanks me and says I'm made Sean's day, but little does she know that he's made mine. The "look" is damn well worth a lot more than $106, and it is what keeps some of us in the Big Show.

Thanks for the "look" kids. Safe skies.