Archive for air travel

When Dogs Fly.

Posted in airline pilot, airline pilot blog, dog kennel, dogs, dogs in flight, dogs on airliners with tags , , , , , , , , , on June 20, 2017 by Chris Manno

I confess: I’m a dog person. I believe they’re the most wonderful, faithful, generous companions a person could have, which presents an enormous obligation: dogs ask for little, but depend on us to provide what little they need.

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I need to reassure our four-legged friends that they’re not alone or forgotten and that we’ll take care of them in flight.

Flight is not something a dog needs. So let’s get that straight first: if a dog is on board an airliner, shipped as cargo, that’s nothing the dog needs or wants–that’s for the owner.

“Cargo” is the key word here, too. Because dogs are NOT cargo, they’re living, breathing, feeling creatures who don’t deserve to be “shipped” for the same reasons YOU don’t: the ramp is noisy, scary, dangerous, too hot, too cold, exposed to wind, rain, lightning and jet blast. They’re going to spend a significant amount of time exposed to all of those stresses before we even get off the ground.

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Water spills so easily–I try to refill when possible as dogs are put aboard.

Our cargo crews on the ramp are superstars and care about animals. But when your dog is “shipped,” he’s treated like cargo, which means spending time on the ramp for both loading aboard and unloading from the aircraft.

That’s harsh for an unknowing pet with sensitive hearing subjected to the extreme noise of jet engines in close proximity and harsh temperature extremes. It’s scary and confusing for a dog to sit in a kennel in unfamiliar circumstances surrounded by strangers.

Worse, the mechanics of shipment almost guarantee the dog will go without water, because the belt loader that puts your kennel into the cargo compartment is of necessity slanted.

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That slope alone will spill half the water in a dish in a kennel. The rest will be sloshed out by turbulence and even inflight manuevering, including climb and descent pitch attitudes of plus or minus fifteen degrees, and bank angles up to thirty degrees.

I make it my business to visit all canines put aboard my flights. I need to know they have water for the flight, and I bring my own downstairs to the ramp to refill their dishes in their kennels. I like to reassure them that they’re not abandoned, that they’re among people who care.

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Glad to share my crew-provisioned water with our Very Important Pets.

I check on them once they’re aboard and if I can, I make sure they get a water refill before we close the cargo door because I know some has spilled during even the most careful cargo handling, which our crews do.

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And I think of dogs aboard in flight, realizing they have highly-tuned vestibular senses that probably are upset by excessive manuevering or bumpiness. They’re downstairs, alone, among the cargo boxes and bags. Trust me, the temperature is just fine in the cargo compartment, but it’s still, for a dog, much as you would feel if you were suddenly, inexplicably thrown into the trunk of a car and driven around for hours.

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“Hang in there, my friend–we’ll get you home safely.”

So, sure, sometimes you may have reason to ship your dog by air, although my own best friend will never be subjected to the trials and tribulations of “cargo flight.” In fact, I’d only recommend shipping your dog by air as a last resort. And I’d add that there are caring airline people who will do all they can for your precious pooch along the way.

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One of our ramp superstars in the cargo hold with my water, topping off a pooch’s water dish right before closing the cargo door.

Just be sure it’s a last resort, a short flight, and that caring people look after your dog along the way. If that happens to be on one of my flights, consider it done.

Airborne Holding Pattern–Why Isn’t The Pilot Talking To Us?

Posted in air travel, air traveler, airline, airline delays, airline industry, airline passenger, airline pilot, airline safety, flight attendant, flight crew, flight delays with tags , , , , on May 27, 2017 by Chris Manno

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I get it: flight delays are frustrating for passengers. A hundred sixty-some people want information, they want time estimates. They have connections to make, events scheduled–and for whatever reason, the flight is late.

Two scenarios determine what I can do. On the ground? Easy: brakes parked, we wait. I give updates at least every 30 minutes on the ground, usually more often. We’re not moving, we’re not burning fuel–I have plenty of time and attention to give passengers. Here’s me in that situation:

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Sitting, waiting patiently, giving timely explanations over the PA. But in the air, it’s a different story. We’re burning fuel, which is literally eating away at the time we can stay aloft. We’re in a flow of traffic, meaning we have jets both ahead and behind us on our route and we have speed and altitude constraints: can’t speed up because we’ll close on the aircraft ahead of us (“Can we make up time in the air?” Probably not, and that’s why). We have ever-changing weather both along our route and at our destination and our alternates. When we’re sent to a holding pattern, here’s me:

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I’m conducting a multi-piece orchestra that includes Air Traffic Control, flight dispatch, and our jet to include route, fuel burn, alternates, alternate weather, enroute weather, holding pattern both position and altitude (as we go lower, the fuel burn increases and thus our range and endurance decreases), and the aircraft ahead of and behind us in holding, which is in reality above and below us.

Now is not a good time to tap the conductor on the shoulder and ask, “Are we there yet?”

I can’t say what other major carriers do, but on American Airlines flights, your cockpit crew has the latest greatest technology to provide real-time information and communication. The airline has always been a leader in advanced flight deck technology (first to have both comprehensive terrain warning and windshear predictive weather avoidance guidance) and in the last year, has added live-streamed WSI animated weather radar to the cockpit assets:

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Virtually at my fingertips is the combined radar, turbulence warnings, severe weather depictions, storm tops, and direction of movement, in real-time, animated, thanks to dedicated flight deck WIFI. We already had one of the most advanced radars ever built on our aircraft, which gives details out as far as 300 miles (I find it most useful at 160 mile range), but now we can look two hours down our route, see what’s developing and if prudent, request a different route clearance to keep the ride smooth and efficient.

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In the terminal area, on board radar does an excellent job of tuning itself and, because it has GPS positioning, it screens out terrain features that might appear as false weather echoes.

Once assigned holding, our cockpit workload includes the pattern itself (we always ask for longer legs to limit turns that burn gas and aren’t as comfortable for passengers. We’re given an Expected Further Clearance time (EFC on the display below):

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So we can begin the fuel calculations to determine how long we can hold before we must divert. Here’s a definition for you: Bingo Fuel is the minimum total fuel we can have before we must either proceed to our destination or divert. For example only, let’s say 5,000 pounds of fuel is what we want to be on the deck with.

To determine Bingo Fuel, we start with the total we must have on the ground at either our destination or our divert alternate. Add to that the amount of fuel it takes to get to your alternate, which is a different amount from that which would be burned if you diverted from the holding pattern rather than from an approach at your destination.

My airline has instantaneous navigation and fuel computations at our fingertips:

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Here is the fuel I’ll land with if I divert to Philadelphia, leaving holding now (the “D” after KPHL means “directly from holding”) which is 13.2 (13,200 pounds of fuel). Subtract 5.0 Bingo Fuel and that leaves 8,000 pounds available until we either have to land at our destination or alternate. Why is JFK arrival fuel less when it’s actually closer to our destination Newark? Because we’re holding well south of New York, so Philly is closer.

But there’s more to consider. What’s going on at Philly? Once again, our state-of-the-art cockpit resources have instant answers:

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A touch of the screen brings up current conditions at our destination and alternate. But there’s still another fuel consideration: how do I preserve Bingo Fuel after leaving holding and flying to the destination and completing the approach–then diverting? That number will be different depending on where you’re holding in relation to your destination, plus where your alternate is in relation to your destination. That’s signified by the “M” after the airfield, instantly calculated by our nav system:

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Of course, that number will be more restrictive because of the fuel burn required from our holding pattern location and our destination. The two figures (M and D) must be constantly monitored to be sure the M option is even possible, but there’s a catch: as you descend in the holding pattern, fuel burn will increase–and all of those fuel figures will change.

So, the conductor (captain) is sorting constantly changing data streams and at the same time, communicating with Air Traffic Control and Flight Dispatch but there’s a third stream that’s complex and must also be tacitly monitored: what are other jets doing? If those ahead of us get a further delay, we know we will too. If someone diverts, where are they going, because if too many go to that airport, there may be further holding.

What’s the ever-changing weather doing at our selected alternates and if needed (fairly typical), let’s set up numbers and weather for another divert alternate. Can we extend our holding based on the proximity of another suitable alternate?

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What approach are they using in real-time at both our destination and our alternate, and what is happening in real-time at our destination? If we can split our attention seven ways (Air Traffic Control, Dispatch, weather, fuel burn, destination and alternate weather), we can monitor the destination approach control frequency and see how long the final pattern (think: fuel burn) is so as to determine a more realistic enroute and approach burn to preserve the ironclad Bingo number.

Given all of that information coming in, communications going out, calculations being done and ever-changing, plus flying the 70 ton jet smartly, safely and efficiently–this is not a good time to tap the conductor on the shoulder and ask, “are we there yet?”

I’ll make a PA when we’re released from holding, or if we divert. But now that you are aware of what’s actually happening during a very routine airborne holding pattern, you can understand why I barely have time to drink my already cold airplane coffee, much less talk on the PA. We have the absolute best inflight equipment in the airline industry and the tightest, most consistent crew coordination in the world, so now is the time to let us work for you.

Rest assured that we’re doing everything humanly possible to get you safely to our destination.

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Airline Crew Confidential

Posted in air travel humor, air traveler, airline, airline cartoon, airline cartoon book, airline delays, airline industry, airline passenger, airline pilot, airline pilot blog, airlines, airport, airport security, flight attendant, flight crew, pilot with tags , , , , , , , , , on February 14, 2017 by Chris Manno

It was inevitable: 80 pages of wicked, insider crew-view airline cartoons:

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Passengers, impress your crew–share the cartoons with them. It’s secret insider stuff, like:

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And many more. Get yours from Amazon.com for $7.99. Just click here.

If you’re  flightcrew: you NEED this. If you’re a newhire flight attendant on my crew, I’m giving you one as my way of saying welcome, and thanks for all you do.

Enjoy!

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Holiday Air Travel: Let the Games Begin.

Posted in air travel, air traveler, airline cartoon, airline passenger, airline pilot, airline pilot blog, flight attendant, flight crew with tags , , , , , on November 18, 2016 by Chris Manno

It’s that time of year again: let’s spend a gazillion bucks on air travel to spend an awkward holiday with people who make you crazy.

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That’s the American way, squandering the mileage awards one  might want to blow on an exotic vacation for tickets to share regret with others who’ve also abandoned fun stuff for family stuff. That’s what holiday travel is all about, and even though you won’t feel better about the commitment later (sorry), the voyage itself will be memorable if only for the diminished expectations and unexpected turmoil. Ready to fly yet?

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Granted, I’m just the guy in the cockpit. I don’t have to smile and make nice at your family gathering (trust me, I have my own challenge waiting) and once we land, I’m turning around and flying back home to my crew base. Meanwhile, for your sake, let me point out the obvious.

First, expect things at the airport to run slower than you planned. So, plan an extra 1.75 in your time factor for scheduling. Meaning, whatever time you allotted for say, security, multiply that by 1.75 and determine how much time you’ll really need. Allowing two hours for check-in and security? Allow three and a half. Worst case, you’re through early but even so, your blood pressure will be lower. Trust me, “those people” travel on the holidays, only on the holidays, and tend to slow the process down in ways you never dreamed.

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Second, know your shiitake (I don’t want to write “shit,” but you need to know your shit) to include flight number and date. Then, just Google your flight to find out the latest gate and time info. You won’t need to line up at a service desk or call a toll free number–just move quickly to your next gate or to the proper baggage claim at your destination. You’ll be way ahead of the crowd.

Third, take care of yourself. Cough up the cash once you’re on the secure side of the airport for calories and water. Yes, they have some of the former and much of the latter, but neither on your schedule. If there’s a delay or, in flight, turbulence (not uncommon), there will be no food for sale or water poured–because I’ll have my crew seated until when and if ever the turbulence allows them to be up and about the cabin safely. So buy some type of carry-aboard food and beverage and forget the sticker shock: as Dear Abby said, “There’s what you spend, then there’s what you spend when you travel.” Do it. Take care of yourself and those in your travel party.

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Finally, bring your patience and remember, this isn’t the dentist’s office–you’re not at the airport and flying here to there for a cocktail party horror story: you knew up front that the airports and airplanes would be crammed full, that winter weather would delay flights, and that flight crews are human and have limits, too.

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Hey, shut up.

Stay cool, be patient; know your shiitake and be calorized and hydrated. The rest is just a matter of time: you’ll get to that crazy family holiday deal and if you take my advice, the trip will be both tolerable and memorable–for the right reasons.

See you at the airport.

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Airline Pilot: Paint Me Another Landing

Posted in air travel, air traveler, airline, airline cartoon, airline passenger, airline pilot with tags , , , , , , on October 21, 2016 by Chris Manno

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Passengers experience the approach from the back of the jet: sinking lower, corrections left and right, a wingtip dipping, maybe the mush of a rudder step against the crosswind. Landing soon. Right?

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So much more goes on beyond the locked cockpit door: one part land, two parts fly; a side order of go around–and all are acceptable.

You go to school in your head from ten, twenty miles out: what’s the wind doing? How’s the jet responding? What gets us between the final approach fix steady with all of the markers (pitch, power, roll and track) sinking through a thousand feet? And what will change?

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It’s a moving target: you have to change configuration drastically, but lock in the performance in terms of stable speed and descent rate. Energy management: need to slow AND descend–what’s the best bargain, what drag do you pay out to slow, descend and lock in the 3 degree glide slope?

Time is never your friend. You’d better know how the thousands of pounds of jet fuel on board translate into not only minutes, but miles: where you gonna go, and when, captain? Used to ask new captains I checked out, one hand over the fuel gages (you need to know this stuff, not look for it when I ask), how much time do you have?  When do we need to get the hell out of Dodge, and where will you go?

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Watch the jets ahead. What are they fighting? The widebodies on final and in the traffic pattern are a great visual aid: what are they doing? See those big old, tired pilots step on that rudder; watch the tentative wing-low; go to school–you’ll look smarter through 500 feet because they gave you a cheat sheet.

Think-feel-fly: be the solution, at 180 knots across the ground. Don’t just operate the flight controls–fly the jet.

Never mind the tower-reported winds–look around: smoke? Trees? Ripples on the water? And the living windsock you’re flying in–what does it take? Never mind what it should require, what the reported winds said it would take. Put it where you want it. Have those few extra knots in your pocket, the ones so easily pick-pocketed by faithless winds; carry the big drag (give me 40) in order to carry the big power. Your TOGA “get out of jail free” card is that much more readily cashed in, you’re actually driving through the wind to the runway rather than surfing the gusts.

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Match the cross-track to the steady state wind, ignore the gusts heckling to no good end. Believe in what you know, what the jet’s telling you–there’s more power than you’ll ever need hanging on the wings, manage it; just fly smart.

Small correction rates, as big a correction as is necessary–don’t be shy. The jet’s like a horse: she needs to believe you believe in yourself if you’re going to make the jump, to know you can handle the landing.

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It’s a weird conundrum, landings: you’ll never get credit for what you don’t do, never be forgiven for what you do. The answer is simple: perfection, then neither extreme alternative applies.

Taxi-in is the payoff. Silence is best, in my opinion. No need to reflect on what you just accomplished, just own it, bank it, quietly. You’re only as good as you last flight, and the next one’s waiting. Doesn’t have to be a masterpiece, but it damn well better be pretty.

Humble up, and let’s go do it again.

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The REAL Captain’s Guide: How To Fly That Crap Weather Approach.

Posted in air travel, airline, airline passenger, airline pilot, airline pilot blog, airline safety, fear of flying, flight crew with tags , , , , , , on September 30, 2016 by Chris Manno

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First, let’s define “real” captain. I don’t mean “real” in the sense of physical, tangible, bad-layover-clothes, mouth-breathing captain, although I’ve been one at a major airline for 25 years and counting. You’re “real” as a captain on Day One when you’re turned loose with the rating.

What I mean by “real” is as in, “get real.” That’s because we know there are several things you face as captain with the dogshit weather approach. First, there’s what you’re told. Second, there’s what you know. Finally, there’s where the reality plays out: from the final approach fix inbound at 180 knots across the ground. There’s stuff you need to do to be ready for that.

The first item, “what you’re told,” includes the OpSpec that allows you to do what you’re about to do: fly a big jet with a lot of folks–including your crew–into minimally adequate weather for landing. OpSpec includes a minimalist element (what’s the least we can send you into the most challenging weather?) that allows airlines to earn revenue for what you’re about to do.

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What you’re told also includes the prevailing weather at the time they told you, which is nowhere near the time at which you’ll actually fly the approach. If I sound like a captain who’s had that detail bite him in the ass–it’s because I am.

So, here’s the BTDT viewpoint that goes beyond the classroom and the manuals. Not interested in stuff beyond the books? Don’t need the BTDT captain viewpoint? Please close this blog page now. No harm, no foul. Best of luck.

Okay, still here? The others gone? Good.

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First, your approach starts in the chocks before pushback. No, I don’t mean “be the dork who starts stressing or worse, briefs the approach before engine start.” Rather, I mean be the captain the FO can rely on as soon as you sit down. Stay the hell out of his way as he (or she)  works. Respect–but check–the setup of the cockpit for takeoff. You ain’t perfect, so don’t expect your FO to be, and let him (or her) know YOU can be counted on as a team member to be sure you both do well from the first checklist. That’s what you want later: a collaborative, respectful environment where your FO knows you’re relying on each other step by step. The FO needs to be looking for and free to point out your screwups.

Second, “what you’re told” versus what you know can be tricky. Weather forecast versus delays you’ve seen versus altitude restrictions and the list goes on: variables, unreliables, despite “what you’ve been told.” But what everyone knows is this: fuel equals time. When that sixth sense picks at the back of your brain saying we might could use more fuel–you really do so get it before release. If you’re wrong (trust me, you won’t be–the only time you can have too much fuel is when you’re on fire) then you land with more time options. But if you’re at minimum fuel you’ll have to tear the seat cushion out of your ass after landing because your butt cheeks ate it up like horse’s lips do while you stressed about weather delays.

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Finally, downwind. If you’re flying, relax: you’re not that asshole captain showing how it’s done (okay, you really are) but rather, you’re doing what you know to your core you’re damn good at. So, be humble, be quiet, be methodical, procedurally correct and do exactly what’s called for. Show your FO how you want the approach flown.

FO flying? Even better: relax, back up everything done, think ahead of the jet and while you do, let the FO do the flying exactly as it’s supposed to be done. Getting slightly off track? Guide back to best practices with suggestions, positive affirmations and last resort–LAST RESORT–directive, which sounds like “Let’s go ahead and ____” or “I’m not comfortable with ____.”

Remember, if what you’re told hours ago before takeoff matches what you encounter at the final approach fix, that’s a coincidence. You fly “real” based on what you know, which includes every experience and subsequent intuition derived therefrom–apologize to no one, get the fuel you need and decide for yourself if OpSpec minimums are adequate to meet the challenge facing you in realtime. We don’t fly on paper, on a spreadsheet, or on a chart of minimums page. Remember the horse’s lips/seat cushion metaphors: get fuel, think ahead, respect your FO, believe what you know (school of hard knocks) and fly smart, conservative and REAL.

Then, from Final Approach Fix to touchdown or go-around, you’re smart, confident, safe, and real. No one can ask you for more and as captain, you cannot do anything less, nor accept anything but the best you can do, by leading, coaching and most of all, being real.

Fly safe, compadres.

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Air Travel: What You SHOULD Worry About.

Posted in air travel, air traveler, airline delays, airline industry, airline passenger, airline pilot, airline pilot blog, airline safety, airliner, airlines, airport, blog, cartoon, flight attendant, flight crew, flight delays, passenger, pilot with tags , , , , , , , , , , , , on September 18, 2016 by Chris Manno

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There’s seldom a day that passes without some type of media headline regarding an air “scare.” But the news stories are mostly about minor hassles such as a divert or a passenger disturbance, maybe even turbulence injuries for the unwary passengers who won’t keep their seatbelts fastened.

Whatever. Most of what’s reported as a “scare” isn’t worth a second thought. That said, there are things you should worry about. Here’s my Top 5 list:

  1. Fatigue: Your crew has been browbeaten into the longest flight duty period allowed with the shortest rest period possible. That’s due to effective lobbying by the airline industry hellbent on reducing crew costs–at all costs. Rest periods have been shaved to the bare minimum for pilots, and there’s no rest minimum stipulated by the FAA for the cabin crews responsible for your safety in an emergency. The airline industry has  relentlessly and successfully lobbied the FAA and congress to resist any rest requirements for flight attendants. So, they have none, often working a 12 hour day with only 8-9 hours off for sleep, food, and getting to and from work. That’s a bad idea, cost-driven, that makes little sense.
  2. Unrealistic Flight Schedules: Airlines have stretched the planning of flights to use the minimum number of aircraft on multiple, interlocking segments, often planning a single jet for 5 or more flights in a single day. The unspoken prerequisite for such an operation is an unavoidable fact that airline planners know–but ignore. That is, system variables such as aircraft maintenance, weather, Air Traffic Control and airport delays are the rule, not the exception. So, if your flight is three segments into that jet’s day, the chances of your arriving on time is reduced significantly. There’s not a certain probability that one of those delay factors will occur in an aircraft’s day–it’s guaranteed.
  3. Pay Restrictions: Overtime pay is taboo among airline planners, despite the havoc wrought by such a restriction. For example, if your aircraft has a maintenance problem requiring a mechanic to repair a system or component within an hour of maintenance shift change time, that repair will wait at least that final hour has expired just to be started. Why? Because no licensed mechanic can do half of the work, then have the work finished by an oncoming mechanic who must put his license on the line for work he didn’t do. The answer is, overtime for the mechanic required to work beyond a scheduled shift to complete work that will let you depart on time. That choice has been made: the answer is, no overtime.
  4. Oversales: That’s a direct result of restricted capacity, meaning, airlines have trimmed schedules and thus seats available to the bare minimum required–but they’ve sold more seats than they have in stock. Rain check? That works in a retail operation selling “things,” but not for a business selling transportation. How does that work for the time-constrained passenger with a business meeting scheduled or a resort already paid for?
  5. Manning: Every student taking Business-101 will tell you that personnel management dictates some overlapping duties if personnel costs are to be contained: you must answer your coworker’s phone if they’re out sick. That doesn’t work in the cockpit, or the cabin. And yet, crew manning has been pared to the bone, requiring a “perfect operation” (see #2 above) which airline planners all know never happens.  So, pilots with mandatory maximum duty hours run up against FAA mandated limits and very often there are no spare pilots–because hiring and paying pilots is a cost item airline planners minimize regardless of the price to be paid in delayed or cancelled flights. That price is paid by passengers and as often, by crews.

Those are my Big Five, the only “scary” things that you are likely to see in air travel. They don’t make the news, probably because they aren’t “news,” but rather, just the sad result of spreadsheet dollar-driven choices already made before you even get to the airport.

Have a good flight.

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