Airline 101: “Why couldn’t you hold the flight?”

I was standing by the gate counter yesterday, printing my flight plan and other required paperwork for my flight to San Francisco, when a pair of businessmen hustled up to the gate, out of breath.

“Tokyo? That flight departed on-time twenty minutes ago,” the agent told them.

One guy threw his bags down in disgust. The other pleaded his case. “We were late on your flight out of Chicago. You couldn’t hold the Tokyo flight for us?”

Uh-oh; I’ve heard this one a few times, and it never ends well.

“I’m sorry,” the agent answered honestly. “We had to depart on time. We’ll give you a hotel room tonight and put you on the flight tomorrow.”

Here’s where I could have explained–if it was any of my business–but I kept my yap shut, finished my flight planning and scooted down to my jet. Because I’ve learned that “why couldn’t/didn’t/can’t you hold the flight” isn’t really a question anyone who missed a flight actually wants answered. They really just want to chew the ass of anyone convenient and while I understand the passengers’ frustration, most at that point are either not listening or find little solace in the answer. But here it is.

On a DFW-Tokyo flight, the clock ticks in several significant ways and yes, fifteen or twenty minutes either way are make or break–especially on international flights. Here’s why.

I’ll start with the flight crew. The FAA limits on-duty time for pilots for one good reason: as pilots, we have to perform perfectly for every take-off and landing. The landing, in an international flight scenario, is often done upwards of 12-14 hours after your pilots started their day. That’s because Tokyo-Narita with some wind conditions pushes the flight time to that limit–there is no twenty minutes of slack to wait. Do you want your pilots at the ragged edge, sleepless in the main, for more than 14 hours before they face the delicate approach and landing through European or Asian weather? In the mountain bowl of south America after flying all night?

I hate to say it, but the same problem exists on domestic flights: your pilots may have started their day in Boston, flown to Miami, then DFW and no, they do not have 20 minutes to spare before there’s either a crew change or a cancellation on your LAX or SFO flight. And with both international and domestic flights, there are connections to consider: many on-board will miss their arrival city connection if the flight is delayed to accommodate late passengers. This is crucial–and heartbreaking–departing DFW for other gateway cities like LAX, JFK or Chicago where folks are trying to connect to an international flight. There may be other enroute or destination factors that add an inbound delay–we can’t start out behind the timeline in deference to connecting passengers already on board–and at our destination waiting on their outbound flight and downline connections.

It’s even worse on an international segment, because on a flight of 12-16 hours like Tokyo, Rio, or Delhi, a headwind even 10% greater than planned can add significant misconnect risk in the destination cities. Holding a flight “just ten or twenty minutes” is playing roulette with hundreds of other passengers’ travel plans, plus the FAA limits on flight crew on-duty times.

And here’s the final twist most passengers don’t know or probably, really don’t care about: ALTREVs.

Huh? Yes, another aviation acronym you can add to your lexicon: Altitude Reservation. The airways across the Atlantic and Pacific are crowded and every airline naturally wants the optimum, shortest, wind-friendliest flight path across the pond. Since all the jets can’t fit into that same optimum lane in the sky at the same time, flights are assigned a track time–and you’d better be there at that time.

Same factors affect that as well: greater headwinds, weather deviations, or rerouting in the 3-4 hours over the US before “coasting out” (another cool term for you, “coasting out” = “at the coast, outbound”) can play havoc with your arrival at the track entry point. Early is no problem–just slow down inbound. But late? You can be sent across at a lower, slower, longer track altitude and course which again plays havoc with arrival times, connections, and the aircraft’s outbound leg with yet another set of passengers with preset arrival times and connections on their itineraries.

So there it is: your flight is just one thread in the complex tapestry that is an airline flight with passenger connections, crew duty limits, and track times to be maintained, and each segment is part of the larger rhizome that is an airline operation: it’s all intertwined and interdependent. There’s really no way to build in enough flex time (for example, 14 hours is both the limit and the flight time on some segments and many, many crew days) to “just hold the flight.”

Yes, sometimes we can–and we sure do! That would be in the case of a destination with no connections and probably at the end of the day (who connects in Des Moines?) if the crew time was not a limiting factor.

See why I didn’t try to explain all this to the understandably distraught business guys?  But maybe they–like you–would feel a little more at ease if they understood the big picture answer to “why couldn’t you hold the flight?”

And now you do, so share that with others who might need to know–I’ll be down at the jet pre-flighting, because we really need to depart on time, don’t we?

Bee Haydu, WWII Pilot

Like thousands of other pioneering women, Bee Haydu flew as a pilot for the US military in WWII.

Hear her story, in her own words:

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To purchase Bee Haydu’s book “WASP Letters Home,” click here.

So Where Are You Now?

It’s always the same: long, snakey boarding line, tall, short, fat, thin; tickets in hand, bags slung over shoulders and arms, dragged, carried; shuffle aboard. All going somewhere, and “there” is what matters, to you–I understand that. Why else would you be flying?

For you, here is no more than partway “there,” and I understand that too. I’m up front, plotting your escape, ensuring the hundreds of details so you don’t have to worry about the thousands of pounds of fuel and steel you’re going to ride in the sky like a broad winged condor rather than creep across the surface of the earth like ant. The litany of escape that is the pre-departure checklist: verify those waypoints loaded in the flight guidance system; the fuel burn, the departure sequence, speeds, climb, GPS departure track, enroute fuel burn, winds aloft–everything I need to have settled in my mind and cast in stone before I commit us all to flight.

But that doesn’t mean I don’t remember you–in fact, I do, and I wonder where you are now, after I left you with both feet on the ground whatever thousands of miles forever ago. Sure, there are many I remember, and some I can’t forget.

You were down in Houston. With your mother, for months. The Shriner’s burn ward. You couldn’t have been more than ten years old, a full body wrap, burned over most of your body, but finally well enough to travel, to go home and resume the life of a fourth grade girl somewhere in the midwest. I felt for you because I knew you were in such pain, the body wrap making you hot on top of third degree burns, as the agent told me; maybe not well enough for this trip but needing to go home, and pain medication wearing off.

Then the delays–thunderstorms; sorry, honey, it’s not safe for us to take off yet. I watched the radar, waiting for the storm to march by and I felt for you, way in back–I can see the cabin temp climbing there in the July sun roasting our aluminum tube bogged down on the Houston ramp. I cock the jet sideways so as not to blow any smaller aircraft off the tarmac, then push up the right throttle–we’ll deal with the fuel imbalance later–adding bleed air to force the max cooling out of the cabin air conditioning, never mind ours up front. The First Officer gave me an “are you nuts” look, and I shot one back that said don’t say one word. You needed that air; you get it.

I want to know that now, years later, you’re healed, you’re well, you’re not in pain, you’re flying comfortably to a bright future. Where are you now?

And you were the young man with the panic in his eyes, standing in the forward entry door with his fiance giving him a look that could bend a spoon. The agent was on her cell phone, calling the hotel van driver who’d brought them to the airport. No luck. The groom had left his wedding suit on the van which was now heading to another city.

You don’t have time to get back through security if he brings it to the curb she tells him, in her mind’s eye watching the dream wedding somewhere in Mexico crumbling into chaos. He’s like a deer in headlights, letting her down instead of making her dreams come true.

“I can go get it,” I assure them, “If you can get the van driver to turn around.” Even if I really can’t get back though security by departure time, the jet’s not leaving without me. But no dice: the hotel can’t reach the van driver. No wedding suit.

The agent and I exchange glances, both stifling a smile: they’ll get it, eventually. Golden plans, platinum dreams, bronze reality but forging a future of hearty, burnished metal that will weld them strongly nonetheless. Got to close the door now; it’s time to go.

And you were the elderly man wearing his natty suit, in the wheel chair. Cane in hand, eyes looking miles and miles away. Leaving Florida and most of his life too: his wife was down below, in the cargo hold. He was taking her home, one last time. The agents fussed over him, keeping him close. But there was really nothing to be done besides just plain old caring, seeing in him the path of loss and leaving. He seemed calm; sad, distant, but some peace from somewhere, wherever his distant eyes focused, somehow sustained him. Because he knew.

He knew that like him, we were all headed west to where the sun eventually sets. Some at the start of the inevitable trip, not yet even far enough down the road to be able to look back much less laugh about the wedding suit that had to be bought in Cabo to replace the one that drove itself to Tulsa.

Some healing from the cruelty visited out of nowhere, a branding undeserved, a childhood hell unforeseen–but I needed to know, surmounted. Where are you now, all of you? Maybe east of me, and I’m east of the dignified gentlemen late in his journey; the young couple a distance behind but really, not so much.

Maybe that’s what the widower knew that we’d all learn: we’re all headed west. Sooner, later–but west. What matters most is not the journey, but the caring along the way. For a while, when we flew together, I did just that. And wherever you are, you should know: I still do.

We talk one on one with WWII Pilot Bee Haydu, one of a small number

of women pilots serving in the AAF during wartime.

April 8th–don’t miss it!

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Fearful Flyer? Here’s Help.

For many travelers, flying is stressful, even fearful, largely due to the uncertainty and unfamiliarity of the flight environment.

JetHead Live! presents a thorough discussion of those factors that will help ease a traveler’s mind. We talk with musician Art Hays, a professional who has traveled the world touring with Matchbox 20 and continues traveling on other gigs. But he, like many other uncomfortable flyers, has questions about flying–and we have the answers to put him at ease :

This podcast and all past JetHead Live! episodes are available free on iTunes. Just click on the iTunes logo below.

She was a military pilot in WWII. Hear Bee Haydu’s story in her own words.

April 4th on JetHeadLive!

Food Porn: Pie in the Sky.

Two flight conditions in the cockpit combine to produce an interesting result: boredom and hunger. The natural remedy is something to eat, which in turn is also something to do. Kills two birds with one stone.

Boredom, however, can extend to the food as well, as many passengers who fly the same routes often begin to notice. Since pilots fly the same flight segments sometimes for the whole month, the same entree does become a little monotonous.

“Tastes just like chicken,” like rattlesnake and alligator, because it is chicken. Not that it’s all bad, because sometimes there are items that you can’t refuse even though you probably should. But again, there’s the aspect of “something to do” that overrides that aspect of caloric discipline. I mean, there flight might be four hours, maybe five. What are we going to do?

I’ll tell you what: you’re going to stuff this into your pie-hole (where else would it go?) and not think twice afterwards. Pie in the sky is not to be questioned but, it is never a given. It kind of shows up here and there, but normally, the longer the flight the better the chance of running across some version.

Now, a side note to all of my flight attendant friends who groan and say, “Ewww, you eat that stuff?” Let me just say, don’t “ewww” me: we see you in the galley stuffing all of it, especially sundaes, into your faces, standing up, of course, and wiping your hands on the galley curtains. If there’s any “eww” factor–you get credit for an equal dose.

Meanwhile, speaking of stuffing face, here’s the rare and exotic flying lemon cream with crumb topping, normally seen on transcons, but it has been spotted enroute to Seattle lately:

There are circumstances, however, when you might want to pass on the full tray and just go for the bookends, appetizer and dessert:

That would be on the occasion where you knew that there was decent food at your next stop, like my all-time favorite in the San Francisco International Terminal: Tyler Florence’s Carry-Out inside Napa Grocery. The best deal going (literally, carry-out) is his side-special:

My three favorite sides are his famous macaroni-and-cheese (you’ve probably seen him make it on Food TV), grilled asparagus, and potato salad. That’s going to get you through a couple thousand air miles with no chance of hunger pangs.

For the quick-turn, there’s nothing better than a quick “Big Dawg” in Santa Ana’s John Wayne Orange County airport:

And speaking of dogs, I never pass up “Good Dog-Bad Dog” in the Portland Airport–no matter what hour of the day. Here’s a breed of dog you might not have ever considered, but it’s perfect, and perfectly portable: the breakfast dog, topped with scrambled eggs and sauteed onions:

Going for a little lighter fare? One of my all-time favorites is Matasuki in the Washington-Reagan Airport in DC, where the shrimp dumplings and miso soup will take the chill off of a day at altitude:

And speaking of noodles, the best on the planet are in Seattle at The Noodle Shop, a small Vietnamese kitchen with huge flavor:

Takes the damp chill off of a Pacific Northwest day in nothing flat.,

And finally, for those big jobs, like from New York to Seattle, there is the Weapon of Mass Destruction, the Hot Pastrami and Provolone Hero from the LaGarbage Employee Deli:

Afterward, you will not be hungry until somewhere over the Dakotas, at the earliest, and that slight hunger pang can be dispatched quickly with something small, like the cherry cheesecake:

Then once you’re safely on the ground in Seattle and finally at the hotel, there’s bound to be room for a bowl of clam chowder across the street at Roasters:

Go ahead, enjoy–you have at least twelve hours off after that long inbound flight. As I said, this is not only about hunger, it’s something to do as well. Never mind nutrition–that’s for a life at sea level. If you’re going to fly, you’re going to have to eat–it’s kind of the tradition in the airline pilot ranks.

Spicy tofu carry-out at O'Hare will set your hair on fire.

Well, there you have it: flying and food, a natural combination. Actually, there’s so much more food strategically located at airports around the country and whether you’re in the cockpit or the cabin, your mission ought to be to stay calorized in flight. Judging by the food offerings at airports coast-to-coast, I can tell you that if you find yourself hungry at 35,000 feet–it’s really your own fault.

Bon Apetit, and may god have mercy on whoever has to sit next to you, cockpit, cabin–or anywhere else.

Air Travel and Sundae Prayers.

There are things we expect, things we ask for, and things that drop in our lap. The hard part is knowing the difference and at the same time, appreciating our own good fortune without any further questions. But that’s just not human nature–gratitude and minimal expectations–is it?

Let me start with myself, for the sake of full disclosure–and don’t worry, I’ll get to you as well.

I’ve been flying jets long enough to be Category 3 qualified, which in my jet means I’m certified to hand-fly down to fifty feet above the runway in dense fog or obscured skies, day or night, to land if it looks to me to be prudent.

And yet, having done this for most of my life, that’s not where the extraordinary satisfaction of the workday comes from. Maybe it’s intangible, or more accurately, a tacit reward you get out of the blue (pun intended), and maybe even that itself seems pretty mundane compared to what you’d think would matter about driving eighty tons of pig iron around the sky.  But here it is:

“Sundaes,” I was told by a very wise senior flight attendant when I was a very junior airline pilot, “are like a blowjob: if offered, you take it–but you never ask.” Maybe that’s why it’s special when that offer comes. But throughout the years, I never ask. Which is why this is more the norm:

Don’t get me wrong–I love flying one of the most advanced technology birds in the sky, I thrive on the challenges and the minute demands inherent in every flight. But I’m way beyond anyone’s stereotype of this job, and more like the stereotype of every job.

I have little or no patience for other than the essentials of flight. I’ll say up front that I’ll do anything to help the very young, the very old, those who don’t speak the language and those with special needs. But other than that, I do my best to remain invisible. Because overall, like you, I’m just trying to get through the workday without hassles or repercussions.

Now, shall we move on, and in fact, move back?

These are my colleagues on the far side of that armored and thank God, bolted shut flight deck door. They have to deal with hundreds–you read that right–hundreds of passengers a day. Yes, that’s their job, and they’re damn good at it, better than I’d ever dream of being (see above). But there’s more to it than meets your eye.

He or she has been working nonstop for several days by the time you board, in many cases. That includes the hassles of hotels and transportation, little sleep or food due to schedule constraints, and throw on the added stress of increased hours and decreased pay, the industry standard, and the end result is predictable if you put yourself into the situation. Flashback–here’s me meeting The Missuz after one of her 3-day death marches, particularly when she was on callout reserve:

Probably will be no “sundaes” in the near future in this typical scenario, not that I’d ask. Because she, like most flight attendants in the sky, has just spent several days being deliberately nice to many people who don’t know the meaning of the word. So, you get the point: for all of the good parts about a flexible schedule, travel privileges (a cruel hoax, I say, but that’s another subject) and escape from any kind of office-bound (ugh) or desk-bound (yikes) work day, there is as you have to expect the grind-aspect of any job.

Now, let’s get to “the traveling public,” or as we like to say, “the pax.” I believe that there may be a common preconception among a large portion of “the pax” that may be less than accurate:

And the major contrast between the visualization–actually, the idealization–of air travel like this is not all on the crew side of the daydream. Rather, some of the dreamers show up out of costume for their own daydream:

No sundaes for you, probably ever–not that you’d need one, but you probably would ask. But the point is this: we’re all big on aspirations, but how about the follow-through? We’re certainly all human, but where’s the balance between expectations and obligations? Is there any connection between the way we act and what we get in return?

I’d like to think too that some of the behavior we see in the travel arena is different than what you’d see at the homes of everyone on the plane, but I guess I shouldn’t assume that. Regardless, the point is this: we all have expectations that rely on others, but sometimes it’s hard to remember that others have expectations of us as well. Pilots, flight attendants, passengers–we all tend to forget that.

But if you forget, the results are predictable. Which is why, as the senior flight attendant explained to me, when it comes to sundaes or anything else of a special nature in the air travel realm: if it’s offered, take it; otherwise, just don’t ask.

Airline 101: Anatomy of a “Go-Around.”

The engines were still growling down when the agent popped open the forward cabin door and reached for the P.A. handset to welcome the passengers to John Wayne Orange County Airport just south of Los Angeles. I shot the gap between her and the door and escaped up the jetbridge so as not to encounter what I knew a large percentage of the deplaning passengers were going to say or do on their way  out.

Why?

I’ll rewind a bit. On approach at about 3 miles from touchdown and at a thousand feet, I told the First Officer, who was flying the approach, “Go around.” He looked at me once to be sure he’d heard me correctly, then he executed the maneuver; he knew if he didn’t, I’d take control of the aircraft and do it myself. That works both ways: if I’m flying and the F/O says “go-around,” I’ll initiate the procedure immediately and ask any questions after landing.

We followed the litany and procedures to transition from a descent to a climb, then around the traffic pattern for another approach and landing. That’s what “go-around” means: “go around the traffic pattern one more time for landing.”

No big deal. Right?

If you don’t agree, don’t bother reading any further. You’re the type who needs to have an embellished horror story to tell your friends; you’re the one I avoid by heading up the jetbridge before you deplane–and I dodge you at social gatherings for the same reason: a go-around really is no big deal, and I hate having to play along with the growing mythology of your near death experience.

But if you’re not the hysterical type, and if you’d like to know what goes on beyond the cockpit door so you can better understand go-arounds and take the maneuver in stride like a seasoned traveler rather than as one who doesn’t fly much–read on.

At a thousand feet, we must be in landing configuration, stable at approach speed with a normal descent rate–or a go-around is required. Besides common sense, that’s our standard procedure–and it’s set in stone.

There are different kinds of go-arounds, and I’ll explain those too. But first, the reasons. Usually, it’s a spacing issue. That is, there’s not enough time for you to land given that another aircraft is still on the runway either for take-off or landing. That can be caused by a number of factors, but the simplest is just spacing: the aircraft on the runway took longer to start its take-off roll, or the landing aircraft took longer than planned to exit the runway. That too can have several “no big deal” causes: the aircraft on take-off roll may have discovered a problem that needed momentary attention; the landing aircraft might not have achieved deceleration as planned for an upfield exit.

Or, in instrument conditions, we might not have satisfied the approach requirements for seeing the runway for landing at the lowest allowable descent altitude, in which case we immediately execute the missed approach procedure.

Finally, as in our case, we were not “in the slot” with the specs I mentioned above–so we go-around. Why weren’t we “in the slot?” Lots of factors can cause that, like a tailwind or a speed or altitude restriction or tight vector by air traffic control; the point is, like at any busy intersection on the ground, spacing requires analysis and conservative thinking–you just don’t plunge ahead regardless.

Now, we didn’t “abort the landing” as the uninformed, yarn-spinning passenger might say. “Aborted landing” is actually the term for when you’ve touched down on the runway, then decide for another set of good reasons, that you must take off again. In twenty-six years of airline piloting, I’ve never encountered this–quite possibly due to the conservative “go-around” parameters I already mentioned.

Now, for the three types of go-arounds.

When we were at 1,000 feet, the maneuver can be done less aggressively than if it occurs at our lowest descent altitude, which for a pilot with my qualifications is 50 feet. You can see why, right? I mean a thousand feet is plenty of margin for safety between us and the ground. If however, I don’t see the runway by fifty feet (the first officer’s eyeballs are locked on the navigation displays inside), we will without hesitation go to the full go-around procedure to maximize ground separation as quickly as possible.

That’s two types, and the third is when we’re somewhere in between those two extremes. For that, we just need a deliberate go-around.

Now, the dynamics of the go-around and why that seems more extreme from the cabin than it is.

First, on approach you are at a relatively slow speed–as a wag, say 160 knots, in my jet–and at a shallow rate of descent, usually about 700 feet per minute. On a go-around, the power is going to come in fast and with force, which means in order to maintain the given approach speed, we’ll need the nose pitched up from 2-3 degrees all the way to 15-20 degrees, depending on aircraft weight. That will give you 3,000 feet per minute or more of climb–quite a radical change from 750 feet per minute of descent, all within a matter of seconds.

That’s by design: holding the minimum airspeed for configuration guarantees the fastest separation between jet and runway. But, at the designated missed approach altitude–3,000 feet at Orange County–we must level off. If I were to add full power, pitch the nose up to 20 degrees from 1,000 feet where we were, we’d need to shove the nose forward and pull the power way back about 15 seconds later–and you definitely wouldn’t like the way that feels in back.

So for that, we could ease the power forward, stop the descent, then climb smoothly and safely to the go-around altitude. But if we were only a hundred feet above touchdown when a go-around was required, we’d use the full power setting which would pitch the nose way up for 30 to 40 seconds before reaching the go-around altitude.

For that, Boeing has wisely given me two throttle options: one press of the go-around toggle on the throttles sets a medium power, two sets the full power–52,000 pounds of thrust in a matter of seconds, so hold on. But in our case at 1,000 feet, a smooth application of just enough power to arrest the descent and then climb was done manually.

All three come with a catch, particularly the first two: you must retract the aircraft flaps before you exceed the structural design limit speed of the flaps. The limit for the typical landing setting (30 degrees) is 175 knots. Getting the picture here? Understand why the pitch-up is so pronounced? If we were to add the go-around power without pitching up, we’d accelerate from our approach speed, say 155, through 240 knots in about twenty seconds–overspeeding the flaps along the way. And we want separation from the ground as aggressively as possible, another reason to hold the airspeed constant.

Regardless, the go-around procedure from any altitude requires full pilot attention: immediately stop the descent, then retract the gear–and when you do, there goes the drag so you’d better keep the nose tracking upward to control the speed–then immediately get the flaps to 15 degrees, because anything more than that is not only too much drag, it also has too low a max speed. Fifteen degrees allows for 200 knots, giving you at least a few seconds to attend to other things.

Those things are, setting the missed approach altitude and, to outthink the Flight Director engineering and regain control of pitch and speed commands, turn both Flight Directors off then back on again, then reinstate the Autothrottle system with a new speed command–say 210 knots. Then get the flaps retracted on schedule and level off on speed, on altitude.

It’s definitely a busy operation.

Add to that the typical southern California high density air traffic, much of it small, hard to spot light aircraft, plus the radio frequency changes from tower to approach and then the traffic sequencing (“See the 737 turning base at 3 o’clock? He’s you’re sequence, plan you base turn above the Cessna at your twelve o’clock.”) and you’d better have both sets of eyeballs concentrating outside and both heads in the game, period. Nothing else is as important.

Plus, we still accomplish the normal landing checklist, make multiple configuration and speed changes within certain limits, secure landing clearance and fly yet another final approach glide path. Are you really going to ask me why I didn’t make a P.A announcement about the go-around? My priorities are the safe accomplishment of a few dozen critical tasks in the air, not yacking on the P.A. about the obvious.

And now it is obvious for you, having read and digested all this: the whole go-around thing is clearly just a normal, if busy, day on the airways, right? Explain all that that to the guy next to you if he starts pinging or griping–I’ll have already disappeared by then, and now you know why.

.

A good reason to get off the plane quickly in Orange County:

Doug’s Dogs, Santa Ana Airport.

JetHead Live! with Fighter Pilot & Author Ed Rasimus

Ed Rasimus, author and a fighter pilot

with 250 combat missions over North Vietnam

discusses his role as co-author of “Fighter Pilot.”

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Confessions of an Airline Pilot

How I have sinned, over and again, yet with neither guilt nor remorse just the same. And in the soulless black of a moonless night, at 500 knots across the ground tipping earthward from seven miles up, this without penance or remorse I must confess:

First, I distrust all flight planning. Every damn bit of it over a lifetime spent in the air has sooner or later come back to bite me in the ass, for one reason: it’s just a plan. And it’s not based on what is, or even what matters, but rather on what matters to certain people. Mainly, those paying the bills who are normally and not incidentally, not on board when the plan yields to actuality.

That’s the gospel of movement: when you live it out at .8 Mach with 165 souls in tow, flight looks a lot different than it does on a spreadsheet of fixed and variable costs.

Because absent a priority labelled “Your Pink Ass,” which never seems to show up on a spread sheet, I think bean counting is a wicked temptress meddling in flight planning.

So I go for the miracle of seat-of-the-pants judgment day, feeling in my bones when the departure and arrival or weather or traffic will eat away at my fuel reserve–and I get more juice even though it’s way outside the wisdom of the ages as sayeth the Book of Normal, I reroute my own flightpath though it may not be in the way of the righteous. Sorry, I’m just that way.

Don’t get me wrong–I’m as parsimonious with a pound of fuel or an air mile as any miserly bean counter shaving operating costs, only for the right reason: not to minimize operating costs, but rather to maximize real-time flight options when we get to wherever the hell we’re going. Forgive me.

Second, I question everything I was ever taught about flying. That’s because it, too, like flight planning, has always led me into temptation: this is what it’s supposed to do, or how it should act, or what it’s predicted to do–which leaves you wandering thirsty in the desert when it doesn’t. And never mind the fact that I’ve been flying jets long enough to see The Book rewritten from Procedure A (“Thou shallt use full reverse thrust”) to Procedure D (“Thou Shallt not ever use more than 1.3 EPR in reverse because it blanketh the rudder and thou shallt then inherit the dirt”), or read the prophecy “should clear the obstacle by 50′ even with one engine failed” or “can stop in the remaining distance” only to find that reality doesn’t conform to the wicked theory on a drawing board or in a treacherous policy, revelations visited upon a desk jockey somewhere miles below, at rest.

What I know best is what the jet has taught me, has shown me, has burned my ass and gotten my attention with in the air where demons fly like so many stars in the night sky. Forgive me, but I disbelieve just about everything you tell me anymore–and I think that’s healthy.

Third, I never forgive or forget. Whether I’ve been wronged in the middle of the night over the South China Sea or at the buttcrack of dawn over the north Atlantic, I refuse to let go of the offense, saving it, putting it away and nursing it like a grudge so whatever pestilence came forth shall not be revisited–at least not on me and the tonnage I’m pushing through the sky. It’s a morality play I’ve seen too often; the temptation, the fall, and the mounds of paper and chapters of gospel testifying to the sin, etched in charts and policies, revisions and retractions, all the devil’s work of this last bunch I ain’t forgiving or forgetting: the ground pilots.

Those are the heathen who wear the wings but evade the jets, preferring both feet on the ground and sanctified by the fatter paycheck of supervisory duty. No, they’re not by any means all that way–in fact, the Chief Pilot at my airline, and my crew base, for that matter, are both better pilots than I’ll ever be. But there are many others–and they know who they are–just like in the Air Force, who hide from flying. They are the ones who have held hands with the moneychangers, horse thieves, ambulance chasers, inspectors and regulators to produce “The Manual,” canon most carefully, devilishly crafted to at once say “do it,” and at the same time, “we told you not to.” Eagerly they’ll abet The Inquisition, then warm themselves by the fire.

And so truth be told, it is with clear guilt and a deliberately unrepentant heart that I do confess my sins, yet propose unrelenting flight into perdition nonetheless, claiming my own salvation in the trip to hell; and, every damn time, righteously back safely with my daily flock of hundreds of souls and the shiny, fifty million dollar jet.

And for all those who fly with those of us who actually do the flying, it would be wise to get down on your knees and pray for the right pagan like me in your time of need to see you safely to touchdown–because if not, there’s gonna be hell to pay; amen.

We talk live with Ed Rasimus, fighter pilot and co-author of “Fighter Pilot: The Memoirs of Legendary Ace Robin Olds.”

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We talk live with

Ed Rasimus, co-author of “Fighter Pilot” and veteran of 250 combat missions over North Vietnam in fighters.

March 7th–don’t miss it!

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