Archive for the airline Category

Should My Kid Become An Airline Pilot?

Posted in air travel, airline, airline cartoon, airline pilot, flight attendant, flight crew, military flying, pilot with tags , , , , , , on October 17, 2020 by Chris Manno

I get asked that a lot, especially these days, as people with aircrew dreams worry about the recent implosion of the airline world. The quick answer is “yes and no.” Stay with me.

First, how old is your “kid?” Kids–high school and college–are ten to fifteen years out from being qualified for an airline job anyway. So, here’s the yes: chase that military pilot pipeline–USAF, USN, USMC, and US Army. By the time you’re ready with military flight hours and experience, the airline pendulum will be on the upswing, as it eventually must be.

Yes, military flight training is tough to get into, and, as I discovered firsthand, even harder to get successfully out of:

My flight journey, from “kid” to USAF pilot training to 35 years in the cockpits of the world’s largest airline, most as captain. Read this.

But if the “kid” is thinking of flying for an airline any time soon–think again: this most recent airline meltdown cost the jobs of anyone with less than ten years at a major airline. Anyone hoping to get hired now will have to get in line behind those currently on the street, awaiting recall to their airline job, before any “newhire” sets foot on the property.

I actually told a couple kids that. It is kinda true …

But if you’re the thirty-something considering a career change: I wouldn’t. You’ll be the last one hired and will probably never upgrade to captain, even if you do get hired, because you’ll be too old.

So, tell the kids, “Work hard in school, fight your way into military flight training–preferably with the Air National Guard or reserves–then fight your way back out. DO NOT GIVE UP–before or after. Serve your country, get the best flying experience in the most advanced, coolest jets in the world, then bide your time. The next people hired as airline pilots are kids now. This is your time: focus, dedicate yourself, and do not take no for an answer (see my story above). Be there, ready, when the airline biz recovers, redefines itself, and rebounds.

Trust me: it’s worth the wait.

Furloughed? Free Stuff.

Posted in air travel, airline, airline pilot, airlines, aviation, crewlife, flight, flight attendant, flight crew, pilot with tags , , , , , , , , , on October 6, 2020 by Chris Manno

My heart goes out to all of my colleagues, pilots and flight attendants, who’ve borne the brunt of the latest travel industry meltdown. There’s not anything much worse or more stressful than losing your job.

So, here’s freebie that will allow you to take a little bit of the airline crewlife with you while you’re temporarily sidelined. It’s the good, the bad, the ugly; the fun and the real-life drudgery of airline crew life, as well as the secret joy, benefits, and one-in-a-million experiences that make up your crew day.

If you are a furloughed airline crewmember, you can download this Kindle book FREE on October 7th:

Simply CLICK HERE on October 7 and follow the Amazon prompts to download your free copy.

Enjoy an exclusive, insider view of airline crewlife while you count the days until you’re back flying the line. Take care, and all the best.

Air Travel in the Time of Pandemic

Posted in air travel, air travel humor, air traveler, airline, airline cartoon, airline pilot, aviation, flight attendant with tags , , , , , on September 15, 2020 by Chris Manno

People today love to embrace an awful horror story, especially one that makes for good click bait. “Air travel” and “pandemic” in the same sentence will draw social media responses well beyond the mundane details of daily life–but therein lies the fallacy.

While the CDC assures travelers that “Most viruses and other germs do not spread easily on flights because of how air circulates and is filtered on airplanes,” the larger warning, following this assurance, is that air travelers must “consider how you get to and from the airport, as public transportation and ridesharing can increase your chances of being exposed to the virus.”

In other words, it’s not the spectacular, scary “omigod I could get COVID on an airliner” premise but rather the mundane daily life exposure that’s the real threat. Between boarding and deplaning, from home to destination then back to home, you’re going to clock much more exposure to viruses than you will on the actual flight.

That’s exactly as it always has been in the airline biz–spectacular but .0011% accident rates are the clickbait headlines fueling air travel worries, even though over 200,000 annual U.S. traffic deaths don’t dissuade anyone from driving the Airport Freeway to get on a flight.

Airlines are taking this outbreak seriously–and notice that social media hysteria aside, the CDC has now reclassified Covid-19 as an “outbreak”–which is startling to me having been an airline pilot for decades. Typically, airlines are reluctant to enforce behavior standards among passengers for fear of damaging brands, invoking boycotts, or grabbing ugly headlines from out-of-context social media videos and photos. Not so in the case of Covid: passengers have been banned for life from several airlines for refusing to comply with CDC-recommended precautions.

The reality is, air travel, with aggressively sanitized planes, explicit exposure-minimizing crew procedures, and inflight uber-filtered air makes the actual flight the least contagious part of your trip.

So ignore–and resist creating–groundless social media click bait. Take normal precautions, bring hand sanitizer, water (stay hydrated!), mask up, and get aboard. If there’s anything to actually worry about, it’s your drive to and from the airport on deadly highways.

Air travel, as with freeway traffic, simply requires personal responsibility, normal precautions, then a determination to get on with your life.

Please do.

Looking for the real-life, in-cockpit view of air travel and airlines? Here it is. Awarded “Best Non-Fiction of 2020,” paperback or Kindle, from Amazon Books. CLICK HERE.

An Airline Pilot’s Life named “Best Non-Fiction 2020.”

Posted in action-adventure, air travel, airline, airline novel, airline passenger, airline pilot, book review, books, reading with tags , , , , , , , , , on August 29, 2020 by Chris Manno

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Amazon #1 New Release An Airline Pilot’s Life was named “Best Adult Non-Fiction of 2020” by the N. Texas Book Festival.

Book sales continue to surge as readers discover the opportunity to live firsthand the in-cockpit experience of flying a military jet, then a three-decades-long airline pilot career, most of it in the captain’s seat. “An Airline Pilot’s Life is the real deal,” says Literary Review.

Grab your copy, paperback or Kindle, from Amazon Books.

Just CLICK HERE.

Then, strap in, and let the dream take flight.

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Do Pilots and Flight Attendants Hook Up?

Posted in air travel, airline, airline cartoon, airline pilot, airline pilot blog, flight attendant, flight crew, pilot with tags , , , , , , on July 2, 2020 by Chris Manno

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The simple answer is, yes … and no. Here’s the full story.

First crewlife is different from the average work life, for a couple reasons. First, when crews show up “at work,” the first thing they do is scatter to the four winds. No boss, no supervision, no oversight–gone. I always liked that aspect of my job as an airline pilot, especially as a captain: there’s no “boss”–except maybe me as captain–but rather, just a job to do. That job is flying, something we like to do.

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When we as crew are out on the road, most of the logistics that the biz or leisure traveler need to worry about are taken care of: transportation, hotels, airport access. So, in theory, there’s the potential for some social interaction.

In “the good old days,” pilots and flight attendants were “paired” for an entire sequence, meaning, the cockpit crew and the cabin crew were scheduled for the same flights and the same layovers, sometimes for the whole month.  If there was time an opportunity–say, the long Cabo layover, with open bar included in the hotel stay–there could be some partying going on.

We used to say on the Fokker, which had a crew consisting of two pilots and two flight attendants, that every trip was a double-date. In fact, on my F-100 captain checkout trip, I met a flight attendant who I dated for much of the next year.

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The F-100: “Every trip was a double-date.”

That ended when I met another flight attendant on another F-100 trip and in less than two weeks, we decided we should be married. And we have been married for the past twenty-five years. I detail this story, plus many other pretty extreme pilot and flight attendant connections, here.

But truth be told, we’re the exception to the rule. While there are many pilot and flight attendant couples, and many flight attendants married or committed to other flight attendants, and many pilots with the same connections with other pilots, several factors have made those connections less likely.

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First, the crewlife workday ain’t what it used to be: work hours are longer, layovers are shorter, and hotels are of lesser quality and the locations seldom in choice areas any more.

Plus, a few years back, the FAA instituted new crew rest requirements for pilots, but there are no such federally mandated rest requirements for flight attendants–a travesty in itself, but that’s another story. The end result has been that often, pilots and flight attendants stay at different hotels or even if they’re at the same property, the flight attendants are headed back to the airport after a shorter–typically inadequate–rest break.

Flight attendants are worn out from such brutal scheduling with too little rest. That kind of kills the social prospects of any layover situation. But there’s more.

Flight attendants tend to be outgoing, confident, adept at handling any situation, self-assured and practiced in the social arts from calming a passenger storm on board to leading their own lives with confidence and independence.

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Pilots tend more towards the nerdish, narrow-thinking, dogmatic way of seeing the world. It’s kind of the opposite pole of the typical flight attendant personality. Pilots land toward the control-freak end of the personality bell curve and many are insecure with a strong-minded, independent partner.

If a pilot can handle the typical flight attendant confidence and grace–and really, who wouldn’t?–the results can be a lifetime partnership:

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But then, there are also so epic train wrecks, and I detail them both, success and spectacular failure, in vivid, real-life case files in An Airline Pilot’s Life. Read it, and you’ll have a pretty clear picture of what exactly goes on between pilots and flight attendants.

From Amazon Books, Kindle ($5.19) or paperback ($17.99).

Just CLICK HERE.

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Freefall and Pictures

Posted in action-adventure, air travel, airline, airline pilot, airline pilot blog, flight, flight attendant, flight crew, flight training with tags , , , , , , , , , , , on June 23, 2020 by Chris Manno

Maybe you’ve heard of Amazon’s #1 New Release in Commercial Aviation, An Airline Pilot’s Life.  The true story starts with a step into nothingness 2,000 feet above the hard-packed clay of Southwest Virginia. Then, the parachute fails. Here’s the pic–and the story–plus a few more photos from this fast-selling new book.

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Last one into the jump plane, because I’m going to be the first one out. Then, all hell breaks loose.

From An Airline Pilot’s Life:

Chapter 1

Nothing but a furious blue sky above, laced on top with a wispy cirrus deck like a delicate veil. Below, the earth screamed up at nearly terminal velocity and the jump plane was nowhere to be seen. Fine.

“Hop and pop,” it’s called: fling yourself out the open aircraft door two thousand, maybe twenty-five hundred feet above the ground if the jump plane pilot’s feeling generous, then plunge. I only paid for two thousand feet, but I’d hoped for a bit more.

One fist on my helmet, drawn in as my ripcord hand goes for the handle, so as not to flip myself over from the imbalance. Grab, pull, wait.

Nada.

The rumply-fluttery sound of the main chute dragged out by the smaller drogue flapping upward in the slipstream, but no reassuring, nut-crunching harness tug of full deployment. Okay, arch your neck, look up.

Shit.

The sleeve’s still on the main chute and it’s wagging like a big streamer yards above my head. The sleeve covers, reefs, the main chute. Ain’t opening. I shake the risers like a stagecoach driver urging on a team of horses, trying to shake loose the sleeve, to let the main parachute blossom full and wide but no.

My frantic attempt to clear the streamer has eaten up precious time, too much time. I’d “cut away,” release my tangled main and go for my reserve chute, but I’ve spent too many valuable seconds trying to clear the tangled main. The reserve chute will need at least five hundred feet to blossom full enough to arrest my plunge. I can see cows below, coming into distinct focus, as the ground rises to meet me. That’s bad.

I’d had no money for flying lessons, paying my own way through college, so that was way out of my budget. But skydiving was a fraction of the cost. Bought a used chute, took a few lessons—just get me into the sky and I’ll find my own way down.

Like right now. The voice of calm logic in my head annoys the panicked side of my brain with the salient fact that well, with a streamer, you won’t achieve terminal velocity because of the tangled chute’s drag, so you’ll only hit the packed dirt at ninety, maybe ninety-five miles an hour.

The mortal side of me, the soft pink flesh and blood humanism that doesn’t want to impact the dirt clod strewn pasture land at ninety miles an hour begins to perceive the red lip of terror, but there’s more to be done. I clutch my reserve chute tight with my left arm, then pull and toss away the reserve ripcord.

Both the relentlessly rational side of me and the human side feeling the growing alarm of near death unite in the methodical, careful last-ditch effort: grab the reserve with both hands and throw it downward as hard as you can. Hope and pray the reserve chute catches air and inflates on the way up rather than tangling with the snagged main chute flapping away above.

I give it a heave downward with all I’ve got. I mash my eyes shut, not wanting to see the results. I’ll know soon enough, whether the chutes tangled together and assured my death within seconds, or if I’d beat the odds and have the reserve chute blossom and displace tangled main. Or not.

The calm, unrelenting voice of reason, always there no matter what, had the last words: you really didn’t have jump out of a perfectly good airplane.

Way to go, dumbass.

Copyright 2020 Chris Manno All Rights Reserved

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The rest of the story? It’s all here:

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For paperback or Kindle, CLICK HERE.

And …. more pictures from the true story.

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USAF Pilot Training in Lubbock Texas. We had a blast–the stories are in the book–and here are the real-life people from the story: me on the left, The Coke standing next to me, and Animal Hauser above us both.

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The Wolfpack, above. That’s me with my flight suit unzipped, Chip leaning on my shoulder, and Animal Hauser leaning in front of me. Lot’s of adventures with this bunch, and the book puts you in the cockpit with us.

Then, I shipped off to Kadena Air Base on the Island of Okinawa as a tanker copilot for two years of flying all over the Pacific, Asia and the Indian Ocean. Below, that’s me and Widetrack, a guy I flew with and shared some pretty wild times–which are also in the book.

Me and Widetrack, waiting on the wing of our jet.

Me and Widetrack, waiting on the wing of our jet.

Those were the early years, my Air Force experience which led me to a career as an airline pilot, which is also covered, putting you in the cockpit of the world’s largest airline. Here’s a sneak peek:

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Animal, Chip, me, and The Coke. The story of our journey from USAF pilot training to captain’s stripes is epic, and the details are what comprises Amazon’s #1 New Release in Commercial Aviation.:

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Kindle ($5.19) or Paperback ($17.99) Just CLICK HERE.

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“Mamas Don’t Let Your Babies Grow up to Be Pilots.”

Posted in air travel, airline, airline cartoon, airline pilot blog, airport, aviation, crewlife, pilot with tags , , , , , on June 18, 2020 by Chris Manno

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I doubt Willie and Waylon couldn’t pass an FAA administered flight crew drug test, and their “mamas” knew that, the song notwithstanding. But what about the rest of us?

Sure, airline pilots realize the challenges and constraints put on them by the profession, including constant flight evaluations, performance monitoring (any other profession data-stream and archive performance for analysis and critique?), invasion of privacy (any other professions require annual disclosure of  physicals, mental health, arrests and convictions?) and recurring random drug and alcohol testing.

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Enter Covid-19. which dwarfs the above career threats we’ve all accepted, endured and tolerated up until now.

Rewind just six months in the U.S airline industry and the picture was much different: the mid-1980s hires, pilots who are now nearing mandatory retirement (another unique airline pilot reality) which would create a massive pilot shortage across the airline industry. “If you get hired today,” the siren song went, “You’ll be a captain in five years.” Massive seniority catapult, the retirements were supposed to be.

Pilots at regionals felt they could be picky about which major airline they hire on with: I have a friend who flew for Comair for over ten years, waiting and adamant about only working for Delta Airlines eventually. After three years at Delta–when he could have gone to several other carriers years earlier–he’s now on the street for at least three years.

Another friend at Emirates reports their pandemic-mandated pilot cuts weren’t done strictly by seniority–rather, management took the opportunity to boot dozens of pilots with attendance records and other personnel issues the airline didn’t want to deal with ever again. Not furloughed–terminated.

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And many snooty pilots shunned the quiet financial dynamos like Spirit, Frontier and JetBlue, holding out for a marquee carrier like United, Delta and American, only to witness their peers who DID hire on with these powerful Low Cost Carriers upgrade to captain and enjoy a job security despite the pilot cuts (some are still hiring pilots) even as the “snooty pilots” are furloughed by their own carriers, with recall nowhere in sight.

No matter who they are or where they came from–the military, regionals, corporate, cargo or general aviation–all airline pilots have taken a beating, weathered harsh early flying jobs, invested unimaginable sweat equity, personal sacrifice, and expense, just to call an airline cockpit home. Now this.

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Me and my USAF pilot buds.

Ex-military pilots who maintained an ANG or AFRES connection may be able to get back onto active military service once again, but even that’s with drastically reduced pay and much more demanding flying in terms of time away from home and family, much less the risk involved in military versus civilian flying. Other may be able to make their “side hustle”–if they have one, into a financial lifeboat for the near term.

Yes, pilots laughed at me when I fought my way through 65 on-campus graduate hours to earn a PhD as they enjoyed their boat/motorcycle/airplane/toys, but I’ve been teaching at a university for the past 17 years and just upped my class schedule, mostly for the additional income.

I know several pilots who struggled through law school while flying fulltime and at least now have gainful employment despite the dried-up aviation opportunities. Others have real estate licenses, teaching credentials and I even know one first officer who’s on track with a management training program at a major box store chain. Not what we expected, but smart because it pays the bills.

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But it all comes down to this: if you want to be an airline pilot, beyond the many unreasonable demands of the industry and the government agencies that oversee the licenses required to hold the flight privileges, the fundamentals of personal and financial disaster lurk just below the thin veneer of airline pilot reality: flying is a great career–until the career vanishes.

I’m rooting for the pilots still clinging to their seniority lists despite reduced flight hours and the defacto pay cut that produces. I’m hopeful for the smart pilots who had the foresight to hire on with the Low Cost Carriers who are poised to dominate the airline biz in the post-pandemic years ahead. And I’m empathetic to those pilots who were simply victims of a very capricious airline industry, despite the rosy predictions of only a few months ago.

For everyone else: “Mamas, don’t let your babies grow up to be pilots.”

Get the full, insider airline pilot story:

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Amazon’s #1 New Release in Commercial Aviation! All the insider, in-cockpit drama of a major airline flying life.

Paperback or Kindle, just CLICK HERE.

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“The Best Of” Airline Cartoons

Posted in air travel, air travel humor, air traveler, airline, airline cartoon, airline passenger, airline pilot, flight attendant, flight crew, passenger with tags , , , , , , , , , , , , on June 2, 2020 by Chris Manno

Are you a pilot, flight attendant or passenger missing the good old air travel world that is only now creeping back from the screeching halt of demand that’s grounded most flights? Looking forward to getting back into the sky? Well, here’s a cartoon glimpse at what we’re all missing. Enjoy.

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Nowadays, people seem to judge others more than ever, questioning why anyone’s flying–ignoring the fact that they are too. And it even looks different today.

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The airport itself is open, but the concessions are mostly a ghost town.

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Crewmembers can expect enhanced security screening.

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Boarding is much less crowded.

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Inflight, it’s much the same as ever.

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The pandemic is a factor, but there are differences.

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After your flight, please remember:

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And know that your crew is waiting to welcome you back aboard.

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Want to get a firsthand, behind the scenes look at crew life? Here’s your chance to live the airline crew life:

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It’s Amazon Books’ #1 new release in Commercial Aviation: an insider, firsthand story of flying from years as an Air Force pilot, then into the cockpits of the world’s largest airline for over three decades of flying, most as captain, around the country and the world. You’ll live the cockpit experience firsthand, fly the trips, the aircraft, the approaches and more.

Get your copy from Amazon Books in Kindle or paperback format.

Just CLICK HERE.

 

 

MD-80 Flashback

Posted in airline, airline pilot, airline pilot blog, airlines, airport, aviation, crewlife, flight, flight attendant, flight crew, flight training, pilot, travel with tags , , , , , , , , , on May 28, 2020 by Chris Manno

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I flew the American Airlines’ MD-80s for over 20 years and more than 10,000 pilot hours. She was the mainstay of our fleet for a long time and generally speaking, it was a decent jet to fly.

My first actual flight as copilot is recorded in detail below. This is an excerpt from my true-life story, An Airline Pilot’s Life, which is holding at Amazon’s #1 New Release in commercial aviation. In this book I take you along in the cockpits of American Airlines’ DC-10s, MD-80s, F-100s and Boeing 737s. Every training program, every aircraft shakedown flight, and more, including my years as an instructor/evaluator pilot. How do the jet’s controls feel? What are the maneuvering characteristics? How is the engine response? Get firsthand, first-person answers.

Here’s a sample, letting you sit in the copilot’s seat on my first landing in the MD-80, with 142 passengers on board:

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“Localizer capture,” said Charles Clack, a Check Airman, from the left seat. Ahead, the lights of the Los Angeles basin sprawled like diamonds scattered across the blanket of night as we sank lower on our approach to Long Beach Airport.

Technically, I should have made that callout, being the pilot flying, as soon as our flight director system captured the navigational signal leading us to the runway. But that was why there was a Check Airman in the captain’s seat supervising my first landing—with 142 unknowing passengers aboard—in the MD-80.

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As is typically the case, I discovered the real aircraft flew better and different from the simulator, which had been my total experience “flying” the MD-80 up to that point. I had the jet trimmed up nicely and the winds were mild so she flew a steady, true course with little correction from me.

But the most important, exciting and rewarding point for me was, I was the pilot flying. That felt good, after almost two years sitting sideways at the DC-10 engineer’s panel. That had been an easy, decent gig, but this is what I was here for.

Fully configured with full flaps, the MD-80 autothrottles kept the EPR (Engine Pressure Ratio, pronounced “EEP-er”) fairly high, which was good: she flew more stable at a higher power setting with more drag. The MD-80 Operating Manual recommended flaps 28 for routine use because it saved fuel due to the reduced drag compared to flaps 40. But I learned from experience that the jet flew a better, tighter approach at the higher power setting and really, how much extra fuel was being burned from the final approach fix to touchdown anyway?

Fully configured with gear and flaps, I simply flew the long silver jet down the guy wire Major Wingo had told me about, from our vector altitude all the way to touchdown on the comparatively short Long Beach runway. The landing was firm but decent, although the nosewheel came down harder than I’d anticipated.

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“I should have reminded you about that,” Charles said later in the hotel van. “With flaps forty, the nose is heavy; so you have to ease it down.”

Still, nothing could dampen my elation at having flown my first takeoff and landing in a passenger jet at a major airline. With a full load of passengers on board. That was it—I was really an airline pilot at last. Cross another item off the dream come true list, I said to myself silently.

The first officer upgrade at the Schoolhouse had been a breeze for a couple reasons. First, the McDonnell-Douglas systems logic and flight guidance processes were much the same as those on the DC-10. I already understood “CLMP,” “IAS,” “VS” and all of the flight guidance modes and what they’d do because I’d been monitoring the DC-10 pilots’ processes and procedures for a couple years.

And, I was paired with Brian, a very smart, capable captain-upgrade pilot for the entire ground school and simulator programs. He was a Chicago-based pilot, quiet, serious, and very capable. He offered easygoing help and coaching, just as he’d do with his copilots up at O’Hare and I learned a lot from him. He’d be an excellent captain, I could already tell, and in fact, he became a Check Airman himself eventually.

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The MD-80 itself was a study in design contradictions. When Douglas Aircraft stretched the old DC-9 by adding two fuselage extensions, one forward of the wing root and one aft, they didn’t enlarge or beef up the wing at all. By contrast, when Boeing extended the 737 series, they’d enlarged and improved the wing. The MD-80 simply had higher wing loading, which is not an optimal situation from a pilot’s view. The lift was adequate, but certainly not ample, reducing the stall margin. While Boeing’s philosophy was “make new,” Douglas seemed to be simply “make do.”

The ailerons were unpowered, relying on the exact same sluggish flying tabs the old KC-135 tankers had. She was lethargic and clumsy in the roll axis and the actual control wheels in the cockpit were cartoonishly large to give pilots more leverage against the lethargic ailerons. To boost roll response at slower speeds, the wing spoilers were metered to the ailerons, which was a mixed blessing: they didn’t raise the left wing to reinforce a right turn; rather, they dropped the right wing with drag. In an engine failure situation, the last thing you needed was spoiler drag added to engine thrust loss in any maneuver. That was Douglas doing “make do,” as they had done with so many hastily added components on the DC-10.

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The instrument panel was chaotic, as if they’d just thrown in all the indicators and instruments they could think of and then slammed the door. That left the pilots to constantly sort out useful information and block out distracting nuisance warnings. Douglas made a stab at lightening the scan load on the pilots with an elaborate array of aural warnings, a voice known as “Bitching Betty” to pilots. They just weren’t sensitive enough to be useful, like yelling “landing gear” in certain situations where landing gear wasn’t needed, which gradually desensitized a pilot to the point where you’d reflexively screen out the distraction, which was good, but also the warning, which was bad.

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The most unbelievable bit of cockpit clumsiness was the HSI, or “Horizontal Situation Indicator,” the primary compass-driven course and heading indicator before each pilot. Mine on the copilot’s side was placed off-center and mostly behind the bulky control yoke. It was actually angled slightly to make it more visible to the captain, because his instrument display was also obstructed by his control yoke, an incredibly clumsy arrangement.

The ultimate design goofiness was the standby compass, which on most aircraft was located right above the glareshield between the pilots. Douglas engineers must have had a field day designing the MD-80 whiskey compass, locating it on the aft cockpit bulkhead above the copilot’s right shoulder. To use it, you had to flip up a folding mirror on the glareshield itself, aim and find the compass behind both pilots’ backs, then try to fly while referencing the compass in the tiny mirror.

The fuselage was long and thin, earning the jet the nickname “the Long Beach sewer pipe” because it had been built in Long Beach at the McDonnell-Douglas plant. Flight attendants called it the “Barbie Dream Jet” because it was almost toy-like compared to the other American Airlines narrow body jet, the 727.

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The problem with the increased fuselage length was that Douglas hadn’t enlarged the rudder at all on the stretched MD-80, so the rudder itself was fairly useless for heading changes or turn coordination. All it seemed to do was torque the fuselage and have little effect on the aircraft’s azimuth. Eventually, an MD-80 pilot learned to ignore the rudder pedals in the air, unless it was needed to control yaw during a thrust loss on either engine.

The aspect of having the engines mounted along the aircraft centerline was a good deal compared to wing mounted engines which incur more asymmetrical yaw in an engine failure and I appreciated that. The engines were so far back that you couldn’t hear an engine failure in the cockpit, so there were actually warning lights to alert pilots of a failure.

The JT8D engine response was forceful and the engines themselves were the Pratt and Whitney equivalent of the gutsy General Electric TF-33 fanjets we had on the EC-135 J at Hickam. Minus the roll heaviness and disregarding the cockpit design mess, I wasn’t about to let anything dampen my enthusiasm for line flying as a pilot at a major airline.

I’d waited long enough to bid first officer that I could actually hold a set schedule rather than an “on call” reserve pilot schedule. At my seniority range, the trips weren’t very good, but they were trips just the same.

My first month I held a schedule of early two day Buffalo trips. Still, I was undaunted—I had a schedule! A regular airline pilot trip.

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Read more: fly the DC-10, the F-100 and more.

Get your copy of An Airline Pilot’s Life in paperback or Kindle format from Amazon Books HERE.  Makes a great Father’s Day gift!

Want a signed copy (US only)? Click Here.

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Flying Story: Read It NOW.

Posted in action-adventure, air travel, airline, aviation with tags , , , , , , on April 1, 2020 by Chris Manno

If you have hours of time with nothing to do but worry, why not take a flight of fancy?

Same pilots, different setting: now, versus back in our USAF days.

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Left to right, that’s Animal Hauser, wide-body captain; Chip, me, and the Coke, all narrow-body captains. It was a long road from the Air Force to the airlines. It wasn’t always easy, but most of it was fun and all of it memorable. You can climb into the cockpit with us as we all earned our USAF wings.

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Then onto the airlines after the Air Force, and you’ll be there every step of the way. Here’s where we are today:

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Left to right: me, Father-O, Coke, Chip, and Animal–the actual guys in the book:

cover 12-26-2019

Part one is available now from Kindle here, part two and the full paperback will be available very soon from Amazon Books.

Why wait? Get yours today. Live the story, take the ride; enjoy the real thing: An Airline Pilot’s Story.

Amazon Books Rated #1 New Release in Commercial Aviation

 

 

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