Out of LA

We arrived from HNL yesterday, now follow along as we push back from gate 54B at LAX, wrap up a four day trip and return to DTW.

Now that we've moved over to the Delta gates on the south side of LAX, (which offers better culinary choices... BUT NO STARBUCKS) I have a new perspective of this historic old airfield. However, each time I've pushed back and taxied out, I've been sent over to the north complex to depart off 24L. We're on Bravo taxiway, headed west to the crossover taxiways when we site BA 747, One World.

Now on taxiway Quebec, we pass this A-380 on our way to taxiway Echo in the north complex. Present, but not visible in this shot, was another QANTAS A-380 to the left. Do you know what QANTAS means? Leave a comment.

In fact, here it is. Although I recognize it as an engineering marvel, aesthetically I don't find this airplane pleasing. Would you like a tour of this aircraft? Click here. Or, visit Chris Sloan's AIRCHIVE.COM site and go to his Inaugural A-380 commercial flight tour. Be prepared to spend time here though... but don't forget to come back!

Here's an interesting view of a United Triple 7 shortly after takeoff, in fact the gear doors are just opening to allow the mains to be safely stowed away. There's a lot of "sequencing" going on here, initiated simply by moving the gear handle into the "up" position. What I mean by that, is the gear can't begin its upward motion (or downward travel) until the gear doors are open and the path is clear. This process is accomplished with "hydraulic sequencing valves" that create an order of events. When the gear handle is moved, hydraulic pressure is applied, gear doors open, the gear over center locks break, the gear moves back and inward, locks into position and then the gear doors close. I'm unfamiliar with a B-777, but on the 757 now, we'd move the gear handle to neutral, relieving hydraulic pressure allowing the gear to suspend from the up locks. You can imagine can't you, what that gear assembly and six trucks must weigh.

Nice touch on this American 757 with the LAX control tower in the background.

Just off runway 24L we're flying the LOOP FOUR departure, an LNAV/VNAV, or in Airbus parlance, a managed departure. After reaching 5,000 feet, departure control gives us a left turn (180 degrees) direct to the LAX VOR to cross it at or above 10,000 feet and resume the SID. LAX ATC does a great job moving a lot of traffic as we approach the field climbing eastbound towards the San Gabriel Mountains, Death Valley and Las Vegas.

Overhead LAX, you have a clear view of downtown Los Angeles over the nose. Do you see the plume of smoke just ahead? Just east of the city at the base of the San Gabriel Mountains, this massive fire erupted yesterday as we circled to land on 25L. Eighteen hours later it's still raging out of control.

This area is the Angeles National Forrest, where more than 1200 firefighters and numerous air tankers and helicopters are doing battle. While waiting at our downtown hotel this morning for our limo to the airport, the acrid, pungent odor of smoke lay heavy over the city.

Our last look at the Angeles National Forrest fire as we climb above it, pass over Death Valley and turn directly to Las Vegas, Nevada.

Overhead LAS headed towards Bryce Canyon, looking from my copilots side window, we easily view Lake Mead and a small portion of the Hoover Dam. I visited the Dam about a year ago on a LAS layover and enjoyed the experience, even though I dislike Las Vegas. I've been told that Delta has greatly improved our accommodations here, which may change my viewpoint, but when we stayed at Circus Circus with NWA, it was depressing.

Just 30 miles south of Las Vegas, Lake Mead is the nations largest reservoir, created by the Hoover Dam. The white band that you see, also referred to as the "bathtub ring," indicates just how low the reservoir is.

Flying over the very northern section of the Grand Canyon by Lake Powell, the nations second largest reservoir created by the Glen Canyon Dam, we'll soon enter mountainous territory as the Rocky Mountains lie just ahead.

I have a few days off now and plan to get out and enjoy the Cub before flying an Amsterdam trip next week. As usual, thanks for following along.

Rand

MSP to MCO

When you've finished here, click over to see what Miguel has to say at his blog. He's created some great photography and commentary as well... en dos lenguas!

I recently flew a domestic trip that included a leg between Minneapolis and Orlando, (McCoy Field) continuing to Detroit the next day before heading home. Here we are in a -300 taxiing out in MSP in search of runway 30L. Some 20 NWA 757's have received the new DAL livery as we continue our march toward corporate integration. The computers are loaded, the crew briefed and we're underway; follow along as we navigate our way to Florida.

Let me digress for a moment because I've received many questions concerning the DAL/NWA integration. Personally, I think that it's going well although it's a lot of work on every ones part. The change is quite dramatic and requires effort, but those who have engineered this change and are responsible for getting it out to the troops are doing it well. The majority of change has fallen upon the former NWA pilots as we seem to have pretty much adopted DAL policies and methods. I may be wrong, but that's my perception and that's the way of the world. I'd be interested in your thoughts concerning this if you're a pre merger Delta pilot.

I prefer many of our procedures at Northwest, but need to adapt to a new corporate culture. If you followed my previous blog, you undoubtedly know that I was no fan of our corporate culture or leadership at NWA and am happy that they've moved on, although I did support Flight Operations and Training. It's really quite simple. Accept the inevitable change and move on or fight it and make yourself (and everyone around you) miserable. Unlike their counterparts at NWA, those who are running the show here appear to want to run an airline. My bottom line, like most pilots though, is to help make the corporation profitable, insure that my retirement will be there when I need it and create a solid, respectable airline.

And in that spirit, if you need to book a flight, anywhere in the world, click here to give us a try.

OK. I'll get off of my soapbox now and get back to matters at hand.

Approaching the departure end of 30L we encounter two A-320's; one in each livery. What do you think? Do you have a preference? I was never really a fan of the "bowling shoe" paint scheme, so prefer the Delta look, but the company name and widget could stand to be enlarged in my opinion.

On the other hand I prefer this NWA paint scheme to the new DAL paint. The red tail of course is historic and has been with us since 1948, but I like the bold NWA with Northwest Airlines spelled out beneath it. To my eye, this is a more dramatic display of corporate identity than the small widget. The fuselage color is a shade of silver, not white and is an attempt to show a bare fuselage. Although difficult to keep clean and avoid oxidation, American has done a great job in this area. We're still holding short of 30L as this A-320 will depart in front of us and the A-330 awaits maintenance. This shot emphasizes the NWA tails and shows an apparent discrepancy. Have you noticed it?

A close up of ship 3255 with a C-130 Hercules approaching 30R in the background. OK, "before takeoff checklist," we're almost ready to go.

Just as our dispatcher predicted, we have a small line of thunderstorms ahead that stretch southeasterly, top out above 40,000 feet and is moving at nearly 50 knots. We're southbound, they're moving to the east so we'll request deviations to the west to fly an end run around them. Choosing the westerly deviation, we'll have the winds aloft help us out and can constantly correct back to the east as we approach the line. We'll remain upwind of the blow off and never encounter any turbulence.

Here's a graphic look at our situation using our radar, superimposed over our ADI. We have traffic 1000 feet below us electing to fly an easterly route and another further out 900 feet above us flying westerly deviations. The PXV VOR (Evansville Indiana) is 105 nautical miles ahead, just beyond the first cell located 80 miles ahead of us. These are large cells. I only have one degree of downward tilt and they display most prominently. The solid line to the left is our flight plan route and as you can see would place us into the blow off of the first cell and squarely into the heart of the next. We've already spoken with ATC, disengaged LNAV by activating Heading Select and started to deviate. To fly to the east would require constant corrections to avoid danger and encounter at least moderate turbulence as the wind would be pushing this weather towards us at all times. The westerly option solves both of these problems and assures a smooth ride. It might take a little longer, but we'll request something direct once we're on the backside and make up time.

ATC gets pretty busy when the weather deteriorates and has to accommodate hundreds of airplanes trying to avoid rough rides. And this is only one storm system, there are many others out here tonight that they'll have to contend with. If I remember, we we're working with Chicago Center at this point and like most high altitude facilities, do a great job accommodating everyone and maintaining a traffic flow. Consequently, those in the low altitude, arrival and local facilities adjust to the latest conditions. It really is a large, three-dimensional puzzle that continually changes and effects flights world-wide.

This is an aspect of commercial aviation that passengers don't comprehend. The weather was good at their departure point and their Aunt Mary's cousins brother in law says it's good at his home near their destination airport. Why then are we late?? It has to do with Newton's first law of motion, something about two pieces of matter occupying the same space at the same time... or so I'm told.

The shades of light are interesting here aren't they? Down below near Evanston, nightfall has occurred, kitchen and dining room lights are turning on, car headlights and windshield wipers are selected on too, but at altitude we enjoy the last of the days light from a sun low on the horizon to our right. Like those below preparing for dinner, I too reach for my McDonald's bag to enjoy my grilled, southwest chicken salad. There are no crew meals on this leg, only what we've provided for ourselves. According to our radar, heavy rain is drenching Indiana as I open my Paul Newman's salad dressing and watch this cell illuminate with constant flashing.

Maybe just a little more to the right!

This is a beautiful view of nature as this large moisture mass continually explodes from within providing us with a spectacular light show. This is one of 16 million lightening storms that will occur over our planet this year.

We've rounded the first two cells that you saw on radar, now here's the largest of the three as we continue our turn to the east towards our destination. There are more cells in this line, but by the time we pass this one, we'll be south of the line and will no longer concern ourselves with it. This is a text book cell with a near perfect anvil head. It's easy navigating around these aerial monsters with daylight, but a bit more challenging after dark.

In the 727 days before moving maps and superimposed radar, navigating a line of storms was a rather complex mental puzzle to solve. Older radar units only painted the storm directly ahead and couldn't see the next cell until you were around the first. In your mind, you needed to visualize where you were, where you wanted to go, what the line looked like and what the wind was doing. With today's technology it's simply a matter of looking at a big picture and weaving your way through the sky. When I first started flying commercially, we had no radar in our Twin Otters, Beech-99's and DC-3's and simply tuned our ADF to a weak station. When a cell discharged, the needle would point in that direction. We'd make mental notes of their locations and fly accordingly. It worked rather well!

This is difficult to describe, but when lightening isn't occurring within this behemoth, it simply appears as a big old cloud. But when it's flashing like this, it takes on a majestic appearance of grandeur. In my mind I'm listening to The Ride of the Valkyres from Wagner's Die Walkure.

This very large mass of moving moisture and electricity is a flashing beacon of light, warning me to keep my distance, pay my respects and and continue on my way. I may have two powerful jet engines and magnificent silver wings, but they are no match for the strength hidden deep within this towering force. It's nearing maturity, but still has much rain to drop and noise to make as it sweeps it's way southeasterly towards Atlanta. Our Dispatchers will be busy tonight and the delays costly, but be assured that you'll arrive safely!

Normally, from the ground, you'll observe cloud to ground or cloud to cloud lightening, but up here tonight this is intra-cloud or sheet lightening that you can observe from within the cell. It's interesting because you know that it's extraordinarily powerful, but there is no thunder associated with it. We can only see its strength from inside our cockpit but cannot hear its roar.

It was a short layover here in Orlando, but that's fine because we're on our way home today. I've just picked up my paperwork in Flight Operations and pause for a moment to snap this shot of a DC-9 as it pulls into its gate. It's hot and muggy here today, ideal conditions for another round of afternoon thunderstorms.

All of our checklists are complete, we're ready to go and as soon as the Bus completes its push back, the fellows over there in Orlando Tower will clear us to do the same.

We're airborne off MCO, only 844 nautical miles to go. I may have mentioned this a time or two... but what a beautiful airplane.

So long,

Rand

JFK... in good and bad weather.

I really have little to say with regard to these pictures. I'd planned to just portray taxiing an airplane around a major airport in both good and bad weather. I like good weather when I'm home playing with the Cub or working around the house, but when I'm out and about in the 757, I prefer inclement weather. It's more interesting. It's more fun, but you decide. When you finish here, click on over to see what Mark Lawrence is up to and read his thoughts on aviation photography. In the meanwhile in about an hour or so, United Van Lines will be here to move Linda and me to our new home, so it's time to pull the plug on my computer and move along. I don't know how long I'll be off line, but I hope to see you soon. And congratulations to Sarah for identifying the first header shot to this post. She's "exactly" right.

Before we get into it, let me give you an overview of JFK. Located in Queens, construction started in 1943 on what would be known s Idlewild Airfield. Renamed JFK in 1963, this busy airfield serves nearly 48 million passengers annually. Now on vectors, we've made a climbing left turn towards Montauk at the end of Long Island. OK, let's slow to VZF, put the gear down, extend the flaps, land and look around the airport for a while.

I love my vantage point, as we fall in behind a Lufthansa 747-400 destined for Frankfurt, Germany. We'll be behind them for some time until we enter the North Atlantic Oceanic Track System.

Founded in 1961 with four Cessna 180's, TAM Linhas Aereas, flies 133 jet aircraft from it's home base in Sao Paulo, Brazil.

We'll be airborne shortly as we watch a Delta 737 land past Lufthansa.

Now, to the inclement weather!

Thanks to dedicated ground crews, who perform in rain, sleet, snow or scorching conditions, we've pushed back on schedule and will deliver our passengers as advertised at AMS.

Singapore, taxiing past the 320 foot JFK control tower, completed in 1992.

V1, rotate as this World Airways MD-11F departs JFK. Built in 1995, N275WA is one of 109 aircraft owned by International Lease Corporation.

At first glance I thought that this American jet was a B-767, but closer inspection revealed that it's an A-300. Years ago I flew on an Eastern Airlines A-300 jumpseat from BOS to someplace aboard an early, three man crew version of this airplane. This -600 is far more advanced and supports a two man crew. As he's been cleared for takeoff, exterior lights illuminate, engine power advances and she starts to rumble.

We're number three in line now to depart on 4L, as this DAL 767 emerges from a heavy, moisture laden, grey overcast to finish their day in New York. There really is nothing quite like maneuvering an airplane, configuring it in a timely fashion and breaking out at minimums, on course and on speed. This is a lot of fun!

Here she is over the fence. Although not as sleek and beautiful as a 757, she's a magnificent looking airplane. I've been told to expect to attend 767 transition training this winter, probably my last great airliner adventure. I don't particularly care for this tail design, but I prefer the old style or pre-merger Delta widget displayed here... what do you think?

jetBlue touching down on 4L

Para mi amigo Miguel quien es con Mexicana en la ciudad de Mexico.

4L at JFK. Next stop.... Amsterdam!

Just a few miles away, runway 4 at LGA

Do you crave more aviation photography? Click over to see what Phil and Matt are up to at NYC AVIATION. Another great site that I'm sure you'll enjoy! As usual, thanks for following along, hopefully I'll have my computers up and running soon. Looking at the rats nest of wires beneath my desk sends a chill down my spine. Will I ever get these things back to normal?

Built in 1780, the new world headquarters of A LIFE ALOFT. Yes, it does have electricity and running water.

Flyboy80, aqui es la pictura con el gato!

Returning to JFK from Schiphol (AMS)

John, Corinne and I had a wonderful day in Amsterdam. It was one of the first warm, sunny days after an extended period of rain, drizzle and fog and everyone was out walking and enjoying the pubs. We enjoyed a huge rack of ribs and Heineken at O'Reilly's Irish pub, dining at long tables shared with other patrons. And of course we ran into other airline crews from around the world including an NWA MSP A330 crew.

We've just pushed back here and have been cleared by ramp control to contact ground control. Do you see the three KLM tails? Have you noticed that one is different? Do you know why? Two tails display a crown and the third says KLM Asia without a crown. Here's the story from my sources. Japan, which has royalty, won't let another "crown" be displayed within their country; so if KLM wants to fly in Japan, they have to replace the crown with something else. If you have another version, let us know in the comments section.

Taxiway Bravo is just ahead as we fall in behind this NWA/DAL A-330 destined for Seattle. The ramps and taxiways at AMS are directionally specific, so attention to detail when examining the Jepp taxi diagram is in order.

This KLM 737 just pulled into this gate ahead of us and disgorges its passengers.

We've been cleared into position and hold on 36C while this British Airways Airbus is cleared to takeoff in front of us. Procedures vary worldwide and after repeated exposure you grow accustomed to them. This is one procedure though that I'm really not crazy about as the lead aircraft advances to takeoff power only yards ahead of us. It's another beautiful day here in AMS, but I'm anxious to return to JFK, estimated time of arrival is 1030 Eastern, where I plan to walk over to jetBlue, request a jumpseat to Boston and head home.

We've just departed AMS and climb out over the North Sea headed for Norwich in the UK. Suddenly we spy this wind farm consisting of neat rows of windmills. Comparatively, this is a small operation as I've seen many that are much larger.

After Norwich we'll fly over Wales, the Irish Sea, pass south of Dublin, head over Shannon and go feet wet over Dingle Bay in County Kerry. If I remember, Dingle Bay is very near where Charles Lindbergh made landfall in 1927 over the Valentia Peninsula.

"When Irish eyes are smiling, sure tis like a morn in spring. In the lilt of Irish laughter you can hear the angels sing. When Irish hearts are happy, all the world seems bright and gay. And when Irish eyes are smiling, Sure they'll steal your heart away." (pub. 1912, the same year that the Titanic sank and Fenway Park in Boston opened.)

At 51N 012W we'll pass GIPER, fly direct to DINIM, enter the North Atlantic Oceanic Track System and make our first HF position report to Shanwick. The chart above was prepared by John and Corinne back in KLM flight operations using our Flight Release, Flight Plan and Oceanic Track Message. Our Flight Plan is our primary tool as we cross the Atlantic, but this gives us a visual reference as we head westward towards landfall in Labrador; some four and a half hours away.

We're on the Charlie Track as this B-767 flies past us. We give our position reports on HF frequencies, thus freeing up our VHF radios. Procedurally, we tune one VHF to the guard frequency and the other on a "chat" frequency so we can share weather and ride information among ourselves. Or in this case, just shoot the breeze with this crew as they're bound for JFK too.

I've just returned from my break as Corinne heads back to Business Class. Meet John, as we arrive over land and approach the coast of Newfoundland. Back in VHF communications now, we'll fly directly over Goose Bay, Labrador at the western end of Lake Melville at about 53 degrees north latitude. It's desolate up here with a stark beauty that's difficult to describe.

Strategically located, Goose Bay played a significant role during WWII and later as well during the Cold War. A separate entity, Newfoundland became Canada's 10th province in March 1949. NASA has designated its 11,000 foot runway as a space shuttle alternate landing site.

Buzz Aldrin, the second man to walk on the moon (1969, in fact forty years ago today, 20 July) described his impression of the moon as "magnificent desolation." I never really understood what he meant by that; the terms seemed incongruous to me. But now, after a few years of flying over Greenland and Labrador, I'm beginning to understand the Colonel's thoughts.

How's this for "magnificent desolation?"

Perhaps this photo that I took at 61 degrees north latitude over Greenland, will better define how I interpret Colonel Aldrin's comment.

We're well into our descent into JFK as we're south of Boston and pass over my cousin Jan's home on Narragansett Bay. You should see their place; she and her husband Alan painstakingly resurrected an old "painted lady" into a show piece with an ocean view. That sandy spot before us is Quonset Point, home to the old Quonset Naval Air Station, while Providence's T.F. Green Airport is just off our right. I've spent many enjoyable hours as a DC-9 captain and FO dining at the Blue Grotto and Casserino's Restaurant on Federal Hill. Founded in 1636 by Roger Williams, this is New England's third largest city.

Possibly you're familiar with Newport, RI or Block Island just off shore, north of Montauk Point on Long Island. Not so far from Nantucket, Martha's Vineyard, Buzzards Bay, Cuttyhunk and the Elizabeth Island chain, all created by the retreat of the last great ice age, (10,000 years ago) this is one of the most beautiful spots in America. The exploration opportunities via sailboat, heeling, or running downwind in a stiff downeast breeze are endless and breathtaking.

In fact, while I'm writing, the Tall Ships are in Boston. As much as I love airplanes, the sight of a large vessel under sail, her sheets taut at the best possible angle, coordinated by a captain barking orders to a trained crew is a sight to behold. Mach .80 at 39,000 feet is marvelous, but a mere 10 or 12 knots through choppy seas is an exhilarating experience that will put a smile on your face. The geometry of it all captures my imagination as our old wooden hull creaks and groans, twists and torques through water first navigated in the late 1500's. But then I'm a New Englander who loves his home so take my meandering with a grain of salt; that same salt that the Great North Atlantic has coated your lips with and shaped my soul.

"Kennedy Approach, good morning, Northwest 53 with you out of 10 for eight thousand."

Our descent and approach checklists have been completed as we slow to 250 knots approaching 10,000 feet over Long Island. New York City lies straight ahead as we view the Fire Island National Seashore and Great South Bay over Patchogue. We're early this morning, it's only 0945, the winds over the North Atlantic were light and I'll have no difficulty catching a flight home today. Getting back to reality though, ATIS advises that we'll be making a VOR-DME approach to 22L. A VOR approach! What the.... I can't remember the last time I flew a non-precision approach, but what the heck... it's John's leg anyway! After a quick review of non -precision approaches, we're all in the loop and proceeding towards 22L.

In fact here it is, I knew that we could do it!

As we approach terminal four, here's a DAL 767 with winglets. I didn't know that such a configuration existed.

And finally, parked at gate 21, I pack up my flightbag and head for customs.

Thanks again to my new friends at jetBlue who quickly processed my jumpseat request and put me on an even earlier flight to BOS than I'd planned.

The gear handle has been placed to the up position, hydraulic pressure (3000 psi) from the "green" system, powered from the left engine, directs the sequence valves to operate and the landing gear will be stowed away, safely, for an hour or so until we approach BOS. The handle will be moved down then, the sequence valves will choreograph the fine timing between the doors and wheels and I'll arrive home yet again, thanks to my friends at jetBlue.

Yes... I love the internet! I just found, strictly by chance, a 1953 BMW R25/2 motorcycle for sale in Mexico. It's owned and offered by FLYBOY80, a Falcon 50 pilot who also writes a blog. If you're interested in motorcycles, particularly classics, you may want to click here. Cuanto questa por favor?

And as a final note: The era is ending!