TODAY IN HISTORY: 15 JULY

B-25 on display at the Pacific Aviation Museum, Ford Island, Pearl Harbor, Hawaii.

Before you start reading of my latest CQ adventures, I thought you might want to learn of a "real" adventure. My pal John Brier, Continental Airlines Ret. sent this video along and I thought you might enjoy it.

It's the 68th reunion of the Doolittle Raid, held on April 17 & 18, 2010 at the USAF Museum at Wright Field and the largest gathering of B-25's, seventeen, since WWII. Of the original 80 Doolittle Raiders who sailed into history aboard the USS Hornet (CV8) in 1942, eight are still with us and four were able to attend this reunion. My Dad flew B-25's during WWII. These men are/were Patriots, back when that word meant something and was more than just a hollow punchline in some insignificant, earmark voting politicians speech. I hope that you enjoy this video... I sure did!

Would you like to learn more about General Doolittle? He wrote an autobiography with Colonel C.V. Glines; I COULD NEVER BE SO LUCKY AGAIN. I read it a few years ago and couldn't put it down. Visit "The Raiders" site to learn more about this extraordinary American, Medal of Honer recipient and leader of men. You'll be amazed with what you learn.

Now enjoy the exhilarating sights and sounds of a

Gathering of B-25's

On to something a little more mundane.

CQ-Continuing Qualification

One more time!

Another predawn arrival to the training center in the hotel van. The birds are singing, the air is cool and dry and so is your mouth when you suddenly wonder if you've prepared sufficiently for what lies ahead, just behind those cold, dark, impersonal doors.

It's that time of year again, when I make my annual trek to MSP to see if I still have what it takes. But like this last year, much has changed with this event as well. With two training centers, one in MSP and the other in ATL, I could have been assigned either. I was just as happy to perform in MSP as it gave me some semblance of familiarity. At least I knew where the cafeteria is located.

It's 0500 as we approach what used to be known as NATCO. (Northwest Airlines Training Corporation) It looks much the same today, minus the NWA signage. Inside much has changed though. It's a ghost town. Where many were once employed to support simulator activity, they've been moved to ATL, the primary training location. My annual visits to MSP used to include socialization when I'd see old friends like Ellen, Bill and Gina, all helpful making the experience run as smoothly as possible. They're all gone now. I never realized just how much I relied upon them or how easy they made things for me until they were removed. I'd like to pass along a much belated "thank-you" and hope that you are doing well.

The 757 simulator/briefing room corridor

What was once a thriving, bee-hive of activity, is now mostly quiet as an occasional voice spills from a briefing room and echos through the hallways. "Hello, hello ello ello..." Much is going on at Delta, with expansion and cross training, it just happens to be centered down south.

Our new 757-200 briefing room wall panel layouts.

Here's the simulator that I took last years training and check ride in.

Here it is again this year. See any differences? Our LOFT Instructor Al Anderson with my sim partner Lenny Frisco, waiting for me to take my pictures so we can get under way. Al is an NWA retired 747-400 captain who now instructs in the 757 program. Al in fact was a 757 instructor at one time during his NWA career.

Lenny, who retires in two months has had a colorful career that includes service in Vietnam flying F 105 Thunderchiefs (Thuds) and flying Electra's and 727's at Eastern Airlines. "The Great Silver Fleet".

CQ includes two days of simulator training and checking. This is day two that includes the LOFT, Line Oriented Flight Training. Al, seated here in the simulator, has given Lenny and me our paperwork (release and flightplan) and allows us time to prepare the cockpit before I call for the Before Start Checklist and get underway.

Today's LOFT includes a basic departure from JFK, experiencing a hydraulic problem during the climb out, solving it as best we can, diverting to PHL and utilizing what we have for gear, flaps and brakes. I'm being judged not only on how I fly and solve the hydraulic problem, but how I utilize my FO, dispatch and ATC. Have I kept the flight attendants and passengers in the loop? Have I efficiently orchestrated a safe outcome? To do this, I simply hand the airplane and external communications over to Lenny, ask him to keep me in the loop, pull out my emergency/abnormal checklists and get to work. When ATC gives him a new heading and altitude, I pause for a moment to back him up and insure that items are set properly. Fixing a problem, such as hydraulics, pneumatics, or a failed engine is important, but FLYING THE AIRPLANE takes precedence.

I enjoy these exercises because it gives us the opportunity to use alternate methods to extend flaps and gear and determine if we have braking capability. After successfully landing, we had no nosewheel steering and had to be towed from the runway. Good practice!

From my archives

I knew that Al looked familiar! Here he is in Osaka a few years ago, far right, planning a -400 flight back to DTW. I'd deadheaded from DTW to NRT with this crew a day earlier. I was seated in the upper deck and Al gave me permission to shoot as much as I wanted.

Our instructor for Day 1, better known as "Maneuvers Validation", was John Rosenberg; unfortunately I'd not brought my camera with me for this event. Maneuvers Validation demonstrates proficiency in precision and non precision approaches, engine failures, stalls, wind shears, aborts, missed approaches, holding and a variety of other maneuvers that we otherwise never see during normal line operations. It's a great review and good practice.

Referring back to my opening paragraph, there was nothing "cold, dark or impersonal" about John or Al. In fact they created an excellent learning environment and as usual I absorbed much during this years event.

Something new for the NWA pilots this year was a 45 minute, aircraft systems oral. In the past, we'd accomplished an online systems test that was validated when we attended CQ. Like most pilots, I very much dislike orals; you just never know where they're going or how deep the instructor will dig if he or she detects weakness in a particular system. This was not too bad though and concentrated on NWA/DAL differences which actually helped clarify a few matters for me.

Check this out, I really hope John reads this!

From my archives

As I'd mentioned, I felt badly that I didn't have a picture of John to share, but I've searched through my very extensive archives and found this. This is a picture of John's new hire pilot class, as pictured in North Centrals employee newsletter, "THE NORTHLINER" published in October 1978. See the words INTERLINE NEWS? Look just to the left to find captain Rosenberg.

It was in this issue of THE NORTHLINER, that NCA announced its intent to merge with Atlanta based Southern Airways and form a new airline (Republic) that would serve 150 cities, in 25 states, over a 23,000 mile route structure.

I was flying as a captain at Air New England when this shot was published. Accordingly, all of these guys, most of whom I've flown with at one time or another on DC-9's, were all senior to me at REP and NWA. Many are still here at Delta today. Bob Finnegan, top row, 5th from the left, flew copilot for me at ANE and was instrumental in getting me hired at REP. Robin Mangold's dad flew for Eastern Airlines and lived just down the street from my parents when they moved to NH. Pictures like this, people like these, will give you a little more insight to why I love flying for the airlines.

North Central Airlines Convair 580

Both Al and John started their airline carriers as Convair 580 copilots with NCA, Al in 1968 and John in 1978.

Bear with me, I'm doing this from memory

North Central started life as Wisconsin Central in '46 and merged with Southern Airways in '79 to create Republic Airlines. In '80 Republic merged with Hughes Air West, formally Air West, made up from a three way merger in '68 between Pacific Airlines, Bonanza Airlines and West Coast Airlines. In '86 REP and Northwest Airlines (formed in '26) merged to form Northwest Airlines. In 2009 NWA and Delta merged to form the worlds largest airline. Delta, formed in '28 merged with Chicago and Southern in '53, Northeast Airlines in '72 and Western Airlines in '86. Do you know Phil Mickelson? His dad was an Air West captain who flew for Republic and I think retired from Northwest. I love our history and am fascinated by those who came before and built these and other airlines.

And finally, Len and I outside the simulator after convincing Al and John that we know what we're doing. I'm good for another year, but Len leaves us on August 1 to join the ranks of our retired alumni.

As usual, thanks for reading. I'm working on a post concerning my first long-haul 767-300ER flight from Beijing to Seattle and our visits to the Great Wall of China and the Forbidden City.

Until later,

Rand

I almost forgot. The August issue of AIRWAYS just came out and you may be interested to read Jeff Kriendler's take on the DELTA/NORTHWEST merger. Jeff's article is well written and researched, but the best part is the magazines cover shot! OK, yes...I took the shot, but it's my first magazine cover shot ever!

Konnichiwa (Greetings) from the Pacific Rim

ASIAN UPDATE

06/13/10

Before departing Beijing for Seattle, John, Sherry, Stephanie and I visited the Great Wall of China. (Pictured above.)Located about an hour and a half outside the city, we hired a driver who spent the day with us. The rest of the day was spent exploring the Forbidden City, the Pearl Market and Tienanmen Square.

B-767-300ER at Narita

John, pictured above in the header shot, and I arrived in Narita early this morning from Saipan and leave in just a couple of hours for Beijing in a 767-300ER. It's the first trip to Beijing for both of us and we hopefully plan to contract a private tour to see the Great Wall, Tiananmen Square and the Forbidden City. After a 36 hour layover, we'll depart Beijing at 0855 on 13 June, span Russian Airspace and 4,800 miles and 10:45 later land in Seattle.

Posted from the Guam Hilton

Northern Mariana Islands

Philippine Sea

Micronesia

N13 29.0 E144 47.8

Clear skies, light winds, 90F/32C

Just another beautiful day here!

View from my room at the Guam Hilton

We'd departed Guam at 0630 into a brilliant, sun drenched summer sky, punctuated by small, low lying clouds. Our bright silver pathway ahead illuminates our course, but we'll rely rather on our dispatchers carefully constructed flight-plan, via airways B586, A1 and G597. Captain Musik and his contemporaries would have marveled at our Flight Management System and its accuracy I suspect, as we pass 18,000 feet and set our altimeters to 29.92 inches. I marvel at it too, but am inwardly envious of his experience in Flying Boats flying with the "Chosen Instrument."

"Delta, turn left on course, direct to TOESS, climb maintain flight level 350," we heard from Agana Tower as we completed the After Takeoff Checklist. The gear, flaps and APU are secured, packs operating, anti-ice off and we'll signal our Flight Attendants when climbing through 10,000 feet. It's been a while now, but I'm still not completely accustomed to my new call-sign. Old habits die hard but change is driven by economics. I understand this.

The Pacific sky is smooth and clear this morning as we pass just southwest of Anderson AFB and start our three hour, fourteen minute flight towards Tokyo and Narita International Airport. The cockpit is cool and quiet, our passengers are mostly sleeping as our gracefully beautiful B-757 carries us towards central Japan.

JEPPESEN

FAR EAST

HIGH/LOW ALTITUDE ENROUTE CHART 7/8

- FLIGHT PLAN -

PGUM-RJAA

DIRECT TOESS B586 BAFFY A1 ORGAN G597 VENUS VENUSS RJAA

3:14, 1,389 nautical miles, TO weight 200,810 pounds, Landing weight 177,315, Fuel Load 35,300 pounds, ZFW 166,070 pounds. Destination Alternate HND Haneda and OKO Yokota.

We're approaching VASKO, (N25E142) still 218 miles south on B586 and will cross it at 2229.5Z. Notice RJAW to the left of our course. Unfortunately, when we flew abeam RJAW, Mt Suribachi on Iwo Jima was obscured in cloud. I find it interesting that we're flying past Iwo Jima on 6 June. Today is the 66th anniversary of Operation Overlord, known more widely as the D Day landing on Normandy.

Over VASKO, north of the Oakland Oceanic FIR, John prepares his Oceanic, HF position report with Tokyo Radio on primary frequency 6739. Remember, the lower the sun the lower the frequency.

Our crew after arriving in Narita.

Holding short of 16R, the "A" runway at Narita.

We've experienced a lot of new "firsts" since our merger. In a few days I'll visit Beijing for the first time (where I hope to visit the Great Wall, the Forbidden City and Tienanmen Square) and then fly non-stop from Beijing to SEA over the North Pacific in a B-767-300ER. I'm accustomed to flying from HNL to the west coast but this flight will be more than double that distance consuming nearly 11 flight hours.

More on this later!

Just arrived home from CQ

I just arrived home from my latest annual training event, or CQ (Continuing Qualification) as we call it. As soon as I can I'll post pictures and a few comments. But until that time, I'm posting headline photo's of airline crews at work and play. In the meanwhile, for all of you who subscribe or read AIRWAYS magazine here's an interesting shot.

From left to right we have Clay Taylor, who writes BOTH SIDES, a monthly column that appears in Airways. Next are John and Seija Wegg, the Editor in Chief and Publisher of the magazine and myself. We all just happened to be in HNL at the same time and enjoyed lunch together. And by coincidence, I just missed John at SLC when I flew my first 767 trip from HNL.

My first 767 trip

I recently completed my first 767 trip.... thanks very much to a very attentive crew who helped me through a new and very enjoyable experience.

Delta is the only airline to have flown all of Boeing's 767 passenger models; the 200, 300, 300ER and 400ER. The 200's however, have been retired since 2006. The 767's maiden flight occurred on 26 September 1981, just three years prior to the last passenger 727 airframe to roll of the assembly line, destined for US Air. DAL started flying the 767 shortly thereafter in 1982. The picture above, from a Boeing employee newsletter, shows the airline receiving their 10th 767, the 50th to have been produced by Boeing Commercial Airplane Company.

Sarah? Forget it, it's too easy.

My first flight in this type left HNL at 2115, a little dark to get good pictures, so these two shots of a -300 from my archives will have to suffice. (Any guesses?) I was also a little busy acclimating to a new aircraft to take the time to take pre-departure pictures.

???

Some one-thousand 767's have been constructed and the assembly line, started in 1981 is still open. This is the most popular aircraft across the Atlantic between North America and Europe.

OK, were airborne out of HNL at FL330, established on R465, the "Charlie" track. This is a 300 model, or in Boeing terms a 332. Are you aware of Boeing's customer numbering system? The first number identifies the model and the last two numbers identify the airline. Delta's customer number is 32. Northwest's was 51, so our 757-300's were 757-351's in Boeing parlance. This number follows the airplane regardless of who operates it through the industry's ups and downs.

Ours tonight is a straight, 180 ETOPS model 332, not a 332ER. I'm told that this was a domestic 767 that was modified to meet "180 ETOPS" criteria for Pacific flights to HNL.

David Lamb, my First Officer makes an Oceanic position report with San Francisco AIRINC aboard aircraft 140LL, constructed in 1993. As you can tell by this photo, the resemblance to our 757's is remarkable, thus the dual type rating. The 300 evolved from the 200 model with a 21' 1" plug that lengthened it to 176' 1". Interestingly, our 757-351's are longer than these 767-332's by 2' 6". All 767's are considered "heavy" by ATC and just recently, the "heavy" moniker has been dropped on the 757-300.

As usual, we're enjoying a smooth ride across the Pacific tonight, due in large part to the efforts of our dispatcher. They do a great job balancing economics and ergonomics in search of comfort and economy. For those who think that the airlines are only interested in dollars saved (which they are, after all this is a business) I've seen dispatchers choose a lower altitude with a diminished tail wind, because that altitude is reporting smoother conditions than a more economically favorable one. Really! As pilots, we're always listening to others "ride reports" and are continually requesting ride information from ATC. If the flight is bumpy and ATC can accommodate us, (don't forget, there's a lot of traffic out here) we'll seek different altitudes in search of a better ride, regardless of economics.

Contemplating life at FL330 out over a dark Pacific.

As David said when we entered the cockpit in HNL tonight, "now I know why you wanted to fly the first leg of this trip." Yup... guilty! It's because it would be my turn to fly this leg to SLC in the 767. Frankly, other than sitting a little higher above the ground, there are few clues that this is a 767. The hydraulic panel layout is a little different, the side panel is further away, the cockpit entrance door is offset to the left and the jumpseat looks more comfortable... that's about it. I hope that I remember that "higher part" when it comes to flaring in SLC. Also, the last time that I'd visited SLC was some 15 years ago in a 727. Not that it makes any difference; pull out the plate and make the approach! The hard part is always taxiing and finding the gate.

Note the half David Clark headset to my left. I feel like I'm back in a Cessna 170 or 180 with this monster though. Looks like I'll have to spring for my own Telex headset.

OK, here are the particulars concerning flight 1104 from HNL to SLC.

This is our new Delta release, a little different from the NWA World Flight release that you've seen here before. Basically the same information displayed in a little different format. In a nutshell a 349,200 pound takeoff with 262 passengers, 77,500 pounds of fuel and 5 hours 42 minutes to cover 2,634 nautical miles. As our weight diminished, the flight plan directs us to climb twice, once to FL 350 and then to FL 370 approximately an hour and a half before starting our descent into SLC. Over the Pacific out of VHF range, using HF procedures, this is a time consuming exercise coordinating with AIRINC and the FAA. Remember, there's no radar out here so this is all coordinated manually. Its taken me a little while to become comfortable with the new flight release, flight plan and winds format, but as my exposure increases so does my comfort level. Their weight & balance system is more complex than it needs to be, but we're figuring that out too.

Dinner across the Pacific. Frankly I expected more than a burrito and a bag of chips! Here's the good news though, Delta has kept the Dancing Deer Brownies. I'll talk about this more in the View From the Cockpit column in the August issue of AIRWAYS MAGAZINE. Which of course you'll want to buy to read Jeff Kriendlers forth coming article concerning the NWA/DAL merger.

And finally thanks very much to our new colleagues, a pre-merger Delta flight attendant crew, wonderfully represented by; Patti, Cindy, (FO Dave) Vince, Patricia, Doug and Caron who missed this photo because she had to run to catch her commuter flight home. Speaking of which... I need to run too and catch the next flight to BOS. Today is Mothers Day and Cindy brought this Bird of Paradise from HNL for her mother. And for my mother, Happy Mothers Day Mom, thanks for always being there!

Rand

Congratulations Bob!!

I'm on the road. Arrived in LAX last night and leave for HNL later today. For some reason, I'm unable to make a comment on my present posting, so will make a new post to offer a hearty congratulations to Bob for identifying Nantucket Harbor beneath our beloved ANE DC-3. Send me a mailing address Bob and a size ( L or XL, they're 100% cotton) and I'll send your T-shirt on its way.

Thanks everyone for participating in the "where am I" shot postings; I'm utterly amazed at everyone's ability to identify some very odd locations.

When I return from HNL to the mainland on Sunday, it will be my first experience flying a 767 and to SLC to boot. Haven't been there since my 727 days. "Let's see... how do we start this thing???"

Rand

THE LAST PHOTO CONTEST!!

This will be my my last "Guess where I am photo." The winner will win a Flying with Rand T-shirt. Sorry, a little late because I was mowing the lawn before I go back to work tomorrow.

Rand

Yet another angle

As usual, I'm amazed! I shouldn't be probably, but I am. Yes, it's MSP as Joe said between the F and E concourses. They used to go by colors too; I think that these were the gold and red concourses, but I've forgotten. Mark, I easily see how you could have thought MEM as the streetside approach to MEM has a similar look. The DC-9 is a -50 series or specifically a -51, the last of the DC-9's before the Mad Dog (MD) series took flight. This aircraft 770NC was delivered new to North Central Airlines in March of 1977 and is no longer with the airline, although we have some 40 -50's still flying. After proudly displaying "Herman" on its tail, it went on to serve Republic and Northwest Airlines, but I'm unsure if it ever wore a Delta livery. I have many hours logged in this aircraft and like Bob, can faintly see a faded Herman through the now Red Tail. Sarah was correct in her aircraft assessment and as Devan pointed out, the easiest way to identify a -51 is by the strake located beneath the Captains and FO's windows. I think the MD's have these strakes too, but earlier DC-9's don't.

By the way, I didn't know about the font here and its connection with Lincoln Int'l in the movie AIRPORT. I'll have to watch for that the next time that I see it. Thanks.

Nice work!

Rand