Saturday, February 22, 2014

The Mighty DC-9
The end of the line.



For the past week I've been reading of the impending, last commercial flight of a US Air Carrier owned Douglas DC-9. This will take place on 6 January 2014 as DAL 2014 from MSP to ATL. The accolade most often expressed with this event seems to be "workhorse." For a jet transport that has served continuously since 1965, it is certainly that; but this is a word, a noun reserved for detached,  earthbound reporters or airline accountants with green eyeshades, tethered to a desk, not for airman. Particularly for airman who have experienced thousands of hours in one, slid down slippery runways, skirted towering, magnificent thunderstorms and delivered families home for Christmas. I certainly don't mean to anthropomorphize this airplane, but she's far more than a reliable, old jet aircraft that has outlived its usefulness and burns too much fuel.

For both my father and me, as young men of different eras it was our first jet type rating, our first jet captaincy that would prepare us for bigger and better commands. I'd enjoyed thousands of hours in it as a First Officer before my number surfaced for a captains slot. My new category, "DC-9 Captain" realigned my perspective in ground school, simulator and aircraft training. Yes, we still did aircraft training in those days. I was no longer the back-up or "just" the FO but the man in charge, the go to guy when the chips were down and took this training far more seriously than I had before.


The Nine sported a pair of JT8D's that roared as a jet should, had leading edge as well as trailing edge flaps, had complex, yet reliable systems but no moving maps, no FMS. When a system failed it simply wasn't a matter of pulling up a page and identifying a valve that failed to operate. It required a time consuming investigative process, trial and error, isolating segments and identifying the faulty area by temperature or pressure readouts. 


There are no "top of descent" indicators to cue the pilot as to when to descend to cross ten west of Gardiner (Gahdnah, in the vernacular)  at 8,000 and 250 knots. Our present position on that murky night, during an ILS to 4R in BOS was determined by an NDB needle (located outer marker) and DME rather than a picture on a screen. Not to confuse you, there is a picture, but it was in our brain, cultivated by years of experience. My opinion is that the DC-9 created an atmosphere where a pilot is forced to have more than a vague understanding of his/her equipment and maintain his flying skills. To support my argument, I refer to numerous current articles concerning modern "glass" aircraft and the debate over diminishing pilot skills. Make no mistake, I've flown and recognize the importance of glass, but it has its inherent "reliant" side as well. 


On the other hand, I apologize in advance to current professional airman who disconnect the automation frequently and "hand fly" specifically to maintain not only the hand skills, but the "cognitive" skills as well. 

Because this is what the DC-9 and later the B-727 taught us. Not just how to fly, but how to think, think in advance of the jet. But the learning didn't stop there, the lessons would continue to unfold.

As a young DC-9 captain I learned the importance of taking care of my passengers, you know, the people who paid my salary, those who trusted that I was rested, prepared and competent. I learned to put myself in their shoes, to understand their concerns and lend a hand beyond just flying the machine. They after all were someones parents, children, brother or sister, aunt or uncle, a returning veteran lying forever silent in the forward cargo hold, to whom the best of my skills are owed. I'd as well learned the importance of taking care of your crew. I'd learned this lesson best from captains with whom I'd flown who had no concept of this thought.


For all of these experiences, I'm forever grateful and indebted to the marvelous old DC-9, as they applied to all other aircraft that followed and to my life for that matter. My familiarity with her aqua colored cockpit, the smoothness of her controls and switches made so by the touch of a thousand hands before mine will never diminish. I can close my eyes and the fragrance of her cockpit remains in my nostrils. It was a love affair of flight, in a marvelous old machine and a young man who loved what he did.

Thank-you,

Rand K. Peck
DC-9 Captain, Ret.






Wednesday, December 4, 2013

I still receive many emails asking me to keep writing my blog.

24 left and right at LAX

But my thoughts are that there are many current blogs, most very well written by active airline pilots, who are in a far better position than I to comment on the industry. I've kept my blog up though because surprisingly, it still receives as many as 100 hits per day, so someone out there is still enjoying it. 

On the other hand, where I may be able to contribute is with my photography. I've just built a new site that I've made public today. I have thousands of airline photos that many seem to enjoy, so click over and I hope that you enjoy these pics as much as I do.


I've only posted a few photos so far, but will add more weekly.

Rand

Friday, October 4, 2013

I can't believe that its been a year!


It's been quite some time now since I've updated my blog, nearly a year to be exact, but thanks to the kindness of the folks at AIRWAYS, they've allowed me to post the article that they published about my retirement flight in their February 2013 issue.

And now for the rest of the story....





I'm a year into retirement and it's proceeding nicely. Well, more or less. What it comes down to is that I ran at full speed for 38 years and then on 1 October 2012 I came to a dead stop. Not even a cool down period, but that was my choice, I elected to take the early out (18 months) and would do it again. Financially it was a sound decision.

But yes, I miss the airplanes, the people, the layovers and the overall activity that surrounded this wonderful career. Much of it was mundane but the exercising of your brain, contributing to a company and being part of a large organization was rewarding. I continue to follow Delta (among other things) every morning on my internet reading, but it's different now; I have nothing to contribute to it's future success.  

However, don't think that I've been sitting home pining away; quite the opposite it's been a very busy time. My daughter Sam and my son-in-law Blair returned to the US from three years in New Zealand and brought Sebastian (our first grandchild) with them. With Blairs new job in the US the necessary accouterments soon followed. After renting a fully furnished apartment in Boston for 9 months and determining their future, they recently purchased a restored, 1800 colonial in "old town" in Marblehead, MA. My pickup has been very busy. They're moments away from Marblehead Harbor and have chosen a wonderful location. 

Also, our son Ian, who graduated from BU Law last year earned an LLM at UC Berkeley Law (Boult) just a while ago. The proud parents  flew jetBlue nonstop from BOS to SFO for that event. I would have loved to have saved the money and flown DAL out, but that would have required a stop somewhere (JFK, DTW, MSP) and this would have compromised getting their via our new, "retired" non-rev status. 

I've also exercised one of my other passions. Antiques. Early American furniture to be exact, some dating to the mid 18th century or 1750's. We've owned two homes during our marriage, the first dated to 1840 and the present to 1790. We've tried hard to furnish them authentically with the appropriate antiques and with relatively few bills in our way have done a pretty good job. A love of history, architecture and American antiques have helped tremendously to fill the void.

To that end, to help promote business, I've created a new blog and website to market our antique business. I'm sorry, there are few airplane pictures here, but that part of my life is over and I have to move on. But I'll never forget about it!


AND


As usual, thanks very much for taking the time to read my stuff.

Rand


Saturday, November 3, 2012

I have sad news to report.

Air New England DC-3 over Nantucket 1975.

Can't you just hear those magnificent old 1830's just purrrring away as ship 654 turns and heads for Martha's Vineyard? A vast ocean, blue skies with gentle breezes and a windscreen full of white sails on a beautiful summer day in a Douglas racer. I may have retired from a 747 but my heart, forever 25, remains here on the Cape among radial engines and tailwheel airplanes. 

Nelson Lee and Joseph Whitney, aviation pioneers to whom I and many others owe much.

I have very sad news to report to my Air New England friends. On Tuesday 30 October 2012, Mr. Whitney passed away. He'd been battling cancer for some time and although he sounded very strong during our last phone conversation a month or so ago, he's now gone. For those who may not know, we lost Mr. Lee on 6 September 2012 as well.

Services will be held for Mr. Whitney at 2 p.m. on Saturday 10 November 2012 at 

St Pauls Church 
59 Court Street, 
Dedham, MA. 

Together, these fellows both veterans, founded Executive Airlines in 1964 and when forced out by new investors, founded Air New England in 1970 and put Executive out of business. They were entrepreneurial pioneers in the commuter airline industry who surrounded themselves with a dedicated team and gave hundreds of aspiring young pilots (including me) their start in the industry. 

                                   
Air New England memorabilia

If you are available and plan to attend these services, please contact Christine Hamersley at

c.hamersley52@gmail.com

or respond below in the response area and I'll pass it along to Chris.


During the early days of Executive Airlines in Florida. Probably around 1965 or so. Mr. Whitney is to the far left and Mr. Lee is to the far right standing by a Beech 99.


January 1975. Mr. Whitney accepting ANE's part 121 certificate from an FAA Representative. The previous small airline to receive certification was Ozark Airlines in 1950. 


Mr. Whitney just a couple of years ago at an Air New England reunion.  


An article in the Logan Airport newspaper about Mr. Whitney and ANE's newly won certification. The photo was taken on a BOS ramp.


We all think our youth will last forever and that we can put off important things until tomorrow. I never really thanked Mr. Lee or Mr. Whitney for giving me my chance in aviation, although from conversations we had, I know that they knew that I thought it. But right now though, that just doesn't seem to be enough.

Click here to visit my ANE Picasa album.

Hope to see you in Dedham on Saturday.


As a postscript, here's the ANE contingent that attended Mr. Whitney's services. I hadn't seen most of these friends in more than 30 years and it was fun to catch up. Who do you recognize?


Rand

Monday, October 1, 2012

Today is October first, the first day of the rest of my life... now, what am I going to do? Just a short report to let everyone know that I'm done and that at some time in the future may write more in depth about the day. I'm really not ready to just yet.



My last trip was a roundtrip between Detroit and Nagoya. Delta, meaning my DTW base manager Scott Harris was great and offered to secure most any trip that I wanted, including seats for my wife Linda and a water canon salute back in DTW.  I passed on this however due to logistics within my family and simply flew my last assigned trip. Frankly, I didn't want any fanfare. His offer was most generous and if I were still flying London, Paris or Frankfurt I'd have accepted his offer.


This is the cockpit crew for the first leg of this trip. Rob is sitting behind me, Jill is in the first officers seat and Paul, who will be retiring soon is behind Jill. Although I've seen Rob around the property for years, this is the first time that we'd met; he serves the pilot group as a 747 check airman as well. In fact it was my first trip with all of these pilots and they went out of there way to make this trip memorable.



This is my flight attendant crew over to Nagoya with many of the same faces returning as well. I mentioned in the brief that this may be my last trip and they went out of their way to make it a celebration. A wonderful crew, thank-you.


We're moments away from push back at Nagoya here to fly the Anjyo Reversal departure. At this point it hasn't quite penetrated my brain that this will be my last airline flight. Jill is in the right seat, Jeff is in the jump seat and the other captain, Jerry is taking the picture. Jill and I will fly the first half of the flight until passing Anchorage, when Jeff and Jerry will return to the cockpit and continue to DTW. As you might have imagined, when Jill and I returned to the cockpit just prior to the top of descent, Jerry got up and offered me his seat and the landing. Again, much appreciated.


I had very little trouble making it through the flight until the flight attendants, congregated by door two at the end of the flight, gathered round and presented me with a card that they'd purchased in Nagoya. Their kindness was overwhelming and I did my best to maintain my composure. After all, I am.... or was a Captain!

To all of you who left comments on the previous blog and sent emails, thank-you as well for your generosity and taking the time over the years to read my stuff, write and send pictures. It's been a privilege for me to spend time with you.

But now it's time to say good-bye and see what lies beyond the next horizon. I wish you all well and thank-you for your camaraderie.

Rand

Thursday, August 16, 2012

I've waited 38 years for today!
I just didn't know it.

What? What's this??

Six weeks ago, Delta offered an early out program, the third such offer in the last few years. The first two came via NWA, but this last arriving via DAL. I passed on the previous two, but they sweetened the pot a bit and with some reluctance submitted my application. The company was explicit and advised that not all those who applied would necessarily be rewarded. Easily understandable, they can't let all 747 captains or all 777 captains retire as the training requirements would be burdensome.

The application process was open for 30 days, ending on July 30. Then there was a two week revocation period that ended at midnight on 14 August for those who might get cold feet, do a little soul searching and re-think their position. They expect about a 10% revocation. I'll admit to a few sleepless nights during this time period, tossing and turning, weighing the pros and cons and building a financial spreadsheet in my mind.  It's now noon on the 15th and I've not seen the final list posted anywhere, not that there's anything I can do about it, my decision became binding last night. 

I suspect that my name will be on it but more importantly they will list the separation date for each person. That's what I really want to know. According to some, the earliest seperation date could be as soon as 1 September. Whoa.... that's only a couple of weeks away!

For 38 years I've been flying airliners and have a heck of a collection of uniforms in my closet, but today I'm sitting here on pins and needles wondering if that run is about to close. I'll write about it when it happens.



16 August 2012 @ 1200

Well, the list just came out, I'm on it and my separation or retirement date is 1 October. Let me say that again so it sinks into my brain... I retire on 1 October. As I approached 60 a few years ago, I just wasn't ready to retire and my "luck of the Irish" kicked in and the FAA changed the mandatory retirement age to 65. I lucked out big time. But now at 63.5, spending more time commuting to short call reserve than actually flying, the time has arrived. I'm mentally prepared and ready to pass the baton. So too are those younger than I who have waited patiently for my seat. I leave the responsibility that that seat represents in excellent hands.

As anyone who reads my blog knows, I've loved this job with a passion, even during the bad times when we suffered strikes, furloughs, mergers, pay cuts and other catastrophes. But they've all worked out, the good has far outweighed the bad and in the immortal words of Lou Gerhig, "Today, I'm the luckiest man in the world." I mean really, how many people get to experience flying a Boeing 747? And a 767, 757, 727, A320 and a DC-9 before that.

But please let me leave by clarifying my position to the many who read my blog and want to pursue this career. As good as it has been for me, keep in mind that you are working for a large corporation who really doesn't have your best interests in mind. This is not meant as criticism, it's simply a fact, just like your highest priority is your family, not your employer. Their obligations, any corporation's for that matter, lie with their share holders, this is a LEGAL obligation and they will do what ever is in their interests. Hopefully, we as employees will benefit as well. For the most part, over the last 38 years I have. I've written extensively in the past about having a back up plan when times are less than good. That's enough about that.

So, I have about 45 days remaining and expect to squeeze in a "last flight" somewhere along the line and will certainly chronicle it.

Thanks,

Rand


My father and me on the morning of his retirement flight. January 1980, 32 years ago. He arrived at Delta via the Northeast Airlines merger in 1972, while I arrived at Delta via the Northwest merger in 2008.


This is Tom and me standing in flight ops at JFK. Tom had just returned from Tel Aviv and I was leaving for Tel Aviv. Tom's an ANE buddy and he just retired on the same early out program that I did as a 747-400 captain.


This is Sydney, Tom's wife and another Air New England refugee. She's an A-330 captain and took the early out program too.


Wes and me in a 727 from many years ago. Wes, yes... another ANE pal, isn't leaving but as a result of the early out program, will be replacing Tom and me in the 747-400. Currently he's a JFK 767-400ER captain. 

Tom, Syd and Wes all left ANE for MSP based North Central Airlines and have experienced several mergers now. They merged with Southern Airways to form Republic Airlines, then they brought Hughes Airwest into the fold, then merged with Northwest Airlines and now will retire from Delta. Let this be an example that the airline that first hires you may have little to do with whom you retire from.

And yet another ANE friend Tony Q who took the last buy out and has been retired now for nearly a year.

A few days have passed since I was awarded my retirement date and its begun to sink in that my time here is finite.

Tuesday, July 17, 2012

Just a quick note before I get into the blog.

I'd like to thank whom ever found my 747 book and very kindly brought it back to DTW and put it in my mailbox. Thank-you.

I carry a note book, full of hard to find information for quick reference. As you know I fly only rarely, so I keep copious notes that help with uncommon procedures. It's my own personal "How To Fly a 747, Volume 1." I left this aboard a flight recently and someone not only found it, but then had to carry it around for a while until returning to DTW. And then, rather than running to catch a commuter flight or going directly home, diverted to Flight Ops to put the book in my mailbox. Very thoughtful and much appreciated.

*     *     *

I recently commuted out to DTW for a day of "short call" reserve, which means that I have to be within two hours of the airport. The function of the short call reserve pilot (among others) is to be able to fill in immediately if another pilot calls in sick at the last minute or if a weather delay or mechanical event causes a crew to exceed FAR time restrictions. The consequences of delaying 400 passengers or pushing them back until the next day, when those flights are already full are significant.   

Long call reserve on the other hand is far more flexible. As you're aware, the airline has a "plan" for each and every day, but unlike many businesses, those plans change regularly as global conditions shift. A typhoon in Japan can cause 747 crew problems in Tel Aviv, or an airplane that just came out of heavy maintenance needs to be ferried into position. So for a little longer range problem solving, long call reserve pilots have a 12 hour call out window. The system works well and each fleet has it's own pilots standing by to insure as smooth an operation as possible.

There's a formula that crew sched uses to determine who will be on either short or long call reserve for a particular day. It factors in previous short calls, vacation, if trips have been flown already and seniority, but I'm not sure that anyone really understands it though. I'm liable for six short call assignments a month but have rarely been called in for more than two. Short calls are posted on the computer the day ahead.

- PART I -

Flight 629
DTW to NGO
19 June 2012
1550 local  1950Z

Our reflection at gate 38 in DTW in aircraft 6313 (constructed Aug 1999) awaiting pushback.

I'd just finished my short call assignment and was heading to the gate to catch my commuter flight back to BOS when my cell phone rang and displayed the familiar "404" area code. Crew scheduling in Atlanta is looking for me! "Rand, you're flying sequence 3001 tomorrow to Nagoya, leaving DTW at 1550 local."

Sequence 3001 is a "devised" or "made up " pairing that crew scheduling created to work around weather problems in Asia. This particular headache for crew scheds, known as "Typhoon Guchol," was located southwest of Japan in the East China Sea. Moving towards Japan and South Korea at 65 kilometers per hour, it dropped heavy rain and had sustained winds of 150 kilometers per hour. About the same ferocity as a level 3 hurricane. JAL and ANA would eventually cancel some 500 flights between them as the massive storm moved over Japan. I know that it's not always apparent, but when problems arise, whether you're in Topeka or Shanghai, central planning is always searching for alternatives to move you safely and efficiently from Point A to B. Really!

Typhon Guchol's position the day before I arrived in Nagoya.

During weather delays I've had passengers come up to me and say, "I just called my Aunt Jane, and she said that her cousins, dentist (who flies a Cessna) said that the weather near Denver looks pretty good to him."  Unfortunately we don't land at the dentists office!

Sequence 3001 was a six day trip that looked like this: Day 1. Flt 629 DTW-NGO 13:05,  Day 3. Flt 629 NGO-MNL 3:55,  Day 5. Flt 630 MNL-NGO 4:00 and Day 6. Flt 630 NGO-DTW 12:05. (NGO = Nagoya,  MNL = Manila) Nagoya is a port city located 175 kilometers southwest of Tokyo.

Brad, a former USAF C141 Commander/Instructor

Flight 629 today would cover 5,720 nautical miles in 12 hours 21 minutes, therefore two flight deck crews are assigned. Brad, seen here checking to insure that I've loaded the flight plan properly, and I would make the takeoff and fly to a point beyond Anchorage and then retire to the bunkroom as Captain Les Gorden and his FO would fly the remainder of the flight and land in Nagoya.

I was on a mission though and that was to fly as many takeoffs and landings as I could during this trip to avoid having to trek out to MSP and jump into the simulator to maintain currency. As you know, we have to perform three takeoffs and landings within a running 90 day period to remain legal and current. If you're a domestic pilot flying an 80 hour month you're probably scratching your head in disbelief.  I know, but satisfying this FAR on long haul flights with two crews, particularly as a reserve pilot is difficult. Fortunately all the pilots with whom I flew on this trip were "block holders" with few impediments to this rule. They took pity on this "reservist" and helped me out. I satisfied the FAR with four days to spare.

Looking north on uniform taxiway on the A Terminal ramp.

"Brakes released, cleared to push, tail south," I relate to our pushback crew as Brad and I finish our Before Start Checklist and I turn on the rotating beacon. During the push we're cleared to start as Brad reaches up and starts engines 3 and 4 simultaniously. When stabilized he'll then start 1 and 2 which is where we are now as I set the brakes and call for the After Start Check. Our procedure is to utilize all four engines for the taxi out, so we'll shut the APU down as soon as it's gone through a cooling cycle.

During the pushback we received our WDR (Weight Data Record... we have an acronym for everything!) or takeoff numbers. Brad rips it off the printer and hands it to me for my inspection. The second crew prints a copy as well and back me up to insure that I've chosen the correct numbers out of the many possible combinations. I check for the appropriate runway, temperature and power settings, then look for our ramp weight, stab setting and V speeds as I call them off and Brad enters them into the computer. Runway 21R, Detroit's longest is closed today so we'll use the shorter 22R which creates problems, because we're very heavy today at 817,904 pounds. We're too heavy to use this runway, but, according to the WDR we can accept it if we have at least an 8 knot headwind. We're saved, towers calling the wind 210 at 10.


With this task complete, as well as the After Start Checklist and the Performance Checklist, I call for "flaps 20 taxi clearance" as Brad calls the ramp tower and selects and verifies that the flaps have traveled to 20 degrees. Ramp tower is controlled by Delta personnel and replies with "629, taxi north on uniform, contact ground at 3 north."

We're underway only 12 plus hours to go!


We're approaching Yellowknife (YZF) in the Northwest Territories at 62 North 114 West, home to Buffalo Airways made famous by the TV show ICE PILOTS. Owning a Delta or Northwest Airlines cap is good, but if you want to be really cool you need to visit BuffaloAirWear and purchase one of theirs.  

ANE DC-3 on the BOS ramp in 1974

I have some DC-3 experience, a lot of tailwheel time, much radial engine experience too and would love to fly for Buffalo Airways after retirement. If I showed up in their hangar with my resume full of jet experience though, Buffalo Joe McBryan, his son Mikey and former Chief Pilot Arnie Schreder would laugh me out of the hangar. Though no where near as rugged, this reminds me of my early days flying in northern New England at Air New England. I'm sorry to learn that Arnie has recently died, but suspected problems when he retired from Buffalo in a recent episode.


We're now passing over Kotzebue (OTZ) just above the Arctic Circle before stepping out over the Bering Straits into Russian airspace. But look south by the crease and you'll see Unakleet, home to Jim Tweto and family of FLYING WILD ALASKA fame. I want to fly here too. Jim, I can bring my own Cub!!


Jim, just in case you're looking, I'm here on the ground... or more accurately, on Lake Winnipesaukee in NH with two Luscombes and my Cessna 140. Note the ice and vast amount of snow. Don't be fooled by the blue sky though, it was snowing and blowing heavily just this morning and we flew down a valley with poor visibility to find Alton Bay. I'm available to relocate to Alaska in April of 2014.

Sincerely,


Rand


We've switched now from a Jeppesen Chart to a DELTA N. PACIFIC, CANADA ORIENTATION CHART. This can be confusing at first glance. Note that land is shown in blue and water is white. I'd prefer to see this depicted just the opposite. We depart OTZ on B244 over Kotzebue Sound. We're flying far to the north today, you can see the majority of tracks that lead to Japan below.


Two of the charts that we've used for reference through Canada, Alaska and along the track through Russian airspace.


The Flight Release for 629 today from DTW to NGO or RJGG as it's depicted here. Just about everything that you need to know is shown on this document. Tim, this is a release that I referred to in the last comment section. It displays the most pertinent information and is at the beginning of all of our flight paperwork.


(Above and below) Views from the cockpit as we step out over the Bering Straits. We're at 67 degrees north latitude and this is what it looks like on 19 June. It's still very ice choked, can you imagine what it's like in December or January? Moments after I took this shot the other crew returned to the cockpit from their break and I briefed Les concerning our position, fuel state, progress, and maintenance. Actually, we have a briefing card that you refer to so as to not miss any vital items during the crew change over. Then Brad and I retire to the bunk room for the next six hours.



I've posted this picture before but is just about the best shot I've been able to get of the bunk room. Located directly behind the cockpit you need a "special" key to gain entry. Yup... I have one. Our linens; a blanket, pillow and sheet, cleaned and wrapped in plastic are put in here before each flight. Extras packages are included as well so those of us who use two pillows and an extra blanket to make the bunk softer are available. You can barely discern the 'bunk curtain" on the lower unit that you pull closed once in position. It's very private, cool and dark in here; perfect for sleeping. Each bunk is furnished with a reading light and gasper outlet for air flow. The wall, just out of view to the left has hangers where we can hang our uniforms. I've tried leaving my shoes just outside the door, as we used to do in Europe, to see if someone will shine them. It's never happened!

We'll be in here today for 6 hours before returning to the cockpit for the descent and landing. You may have heard the term "dozing for dollars." It came about because of this room. I have no problem sleeping in here but some do and will seek out a first class seat to watch a movie or read or eat their crew meal. If not too tired I'll get up and stroll around the airplane for a short while to stretch and visit with the rest of the crew.

My normal routine is to climb into the top bunk with what ever book I'm reading. Presently I'm enjoying and learning much from Milton and Rose Friedman's book, FREE TO CHOOSE, read for an hour or so, shut off the light and quickly drift off. When our break is over, the pilots in the cockpit ring our alarm to awaken us and we simply bang on the wall to let them know we're awake.

Les made an uneventful landing in NGO, just rolled it on as we cleared customs and headed downtown for our layover. It's a 45 minute ride into town.


- PART II -

Flight 630
MNL to NGO
23 June 2012
0630 local  1530Z


After about a 30 hour layover in Manila, where I enjoy probably one of the best breakfast buffets in the system, Brad and I shove off to return to Nagoya. One day I'll bring my camera into the buffet and share that with you, but I'd look like such a tourist.


This is the high altitude chart that we used to navigate back to NRT and you can see that we'll be flying directly over Okinawa. I've flown here before but this is the first time that I'll be able to see it. Located about 400 miles south of the main island, it's the fifth largest in the chain and site to the 82 day "Battle of Okinawa," also known as Operation Iceberg that was fought from April - June 1945.


There it is over our nose


and as it passes beneath our left wing.


This is an older shot that I took from the jumpseat some time ago. The airport at Nagoya (Chubu Centrair)  is a single runway located on a man made island specifically for this purpose. Opened in 2005, this is the third of five offshore airports in Japan. We fly from here to Guam, Saipan, Manila, Detroit and Honolulu.

- PART III -
FLIGHT 630 
NGO - DTW
24 June 2012
1315 Local  0415 Z



The release for DAL 630 from NGO back to DTW


We've left NGO for DTW and I took this shot just east of Anchorage at 0200 local on 23 June, just two days after the summer solstice or the longest day of the year. We'd been watching the sun descend to set for a while, but just as it touched the horizon it started back up.


It's late June and this very remote Canadian area is still full of snow.


We're flying on NCA 13 just past Yeska to Whitehorse (YXY) as we enjoy a moderate tailwind delivering a groundspeed of 532 knots. Jagit is located right on the US - Canadian border as we'll soon be in Canadian airspace. 


This is what it looks like out the window however with very tall mountains and glaciers. Beautiful isn't it?


Ho hum... more mountains and glaciers. Truthfully though, this is a sight that I never tire of.

This brings up an interesting point though. If we were to experience a pressurization failure, our procedure is to descend to 10,000 feet. What do you think? You're right, that just wouldn't work here due to the snow covered granite. Our dispatcher has identified what we call Critical Terrain Routes that allow us to descend to a safe altitude and fly towards a prearranged alternate airport. It's a little complicated, but we enter the route into the FMC under Route 2. We're flying via Route 1, but if needed we'd switch to Route 2 and descend on the profile towards our alternate. There's always a plan!!


Brian, who has more than 10 years experience in the 747-400. At least once every hour I get out of my seat to stretch, move about and take a photo or two.


Presently we're burning from "Tank to Engine" having exhausted the fuel in both the center and stab fuel tanks. Main tanks 1 through 4 are all just about even with each supplying its own engine. We have 64,100 pounds of fuel remaining, but we're only 860 miles west of DTW and will be there in no time, landing at 1601Z, five minutes early with 37,200 pounds of fuel remaining.


Before I leave, I'd like to introduce you to the folks at the Stop Over Store in DTW. Elizabeth, Greg and Katherine run the shop and offer excellent service. This is where I bought my "tough" Purdy Neat Stuff roll around bag twenty years ago and it's still in great shape. If you need just about anything airline related click on their site and enjoy shopping. Just before I started this trip I had a zipper failure on my bag  that would have cost me serious storage space on a ten day trip. Greg dropped everything and fixed my bag while I was in flight planning with the rest of my crew. Thank-you Greg!

Once again, thanks very much for following along.

Rand 


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