Geek in the Cockpit

Assigned reserve at home yesterday. Standard call out. Called at 10:05AM for a 1:45PM sign in. Simple assignment. Ferry a plane to a maintenance base for scheduled maintenance. Sit around for 2 hours and then deadhead home arriving back in base by 6:40PM.

Since it was such a short time I decided to princess park, AKA park at the terminal in short term parking versus employee parking. I parked at 1:35PM and signed in at 1:40PM.

I then check too see who I was flying with. No one assigned. I checked the reserve Captain list. No one available until the 2PM standby Captain signs in. Nice.

After chit chatting with the gate agent, he thought it was a revenue flight and was happy to learn it was a ferry, I headed down to the plane.

The rampers thankfully applied GPU power. I powered up the plane then did my preflight duties. After done I grabbed a bottle of water from the galley and took my seat and played around on my phone waiting for the Captain.

At 2:10PM I decided to head up to the gate to see if the Captain was there. Nope. I ask the gate agent if he knows if a Captain had been assigned. He stated, “Oh they didn’t tell you, it’s a revenue flight now, your flight has been pushed to 9:30PM.” No…no one told me. Nice.

I headed back down the ramp, ran the terminate checklist and packed up. Heading up the jet bridge I called scheduling and asked why I wasn’t called, “oh we forgot,” was the answer. I then asked to be released.

“Why don’t you call back at 3PM and ask the night scheduler.” said the scheduler.

“Because that’s not legal (per the contract), you have to either give me an assignment or release me.” I replied.

“Are you already signed in at the airport?” she questioned.

“Yes, it’s 2:15PM. I was assigned a 1:45PM sign in.” I answered.

“Oh I didn’t know, then yes you are released.” she replied.

Glad I princess parked. Three bucks for parking and 14 minutes later I was on my couch.

It didn’t stop there.

I checked my schedule as I should have been paid per diem for the time I was on duty, from 1:45PM until 2:15PM. At less than $2 an hour it’s not a lot of money, but it’s the principal of the issue.

My schedule was cleared, as though I was never there. No bueno.

I spent 20 minutes on the phone explaining how they screwed up and that I wanted my duty time in my schedule. Yadda, yadda, yadda they fixed it.

Off for three days. Pondering flying to see my dad. With Spring Break this month, flights are VERY full.

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Had a nice week of flying. Flew 11 hours over two days….just 4 legs.

Thursday I was on reserve call out. I was called at 6:58AM for a 11:55AM sign in. A pilot called in sick (a buddy of mine from ATP no less) and I was called in to cover part of his trip. I had Friday off, so I would just be flying a turn. Another pilot was assigned the overnight.

The Captain was a guy I enjoy flying with. He recently gave me a practically new super fancy baby seat for my upcoming second officer.

He gave me the leg out. Adding up the 10,000 pounds of fuel, 33 pax (weighing approx 6,200 pounds), 1500 pounds of cargo and the roughly 45,000 pound empty weight gave a takeoff weight of 62,700 pounds. Fairly light. Being so light we discussed flying at FL410 to save fuel and have a chance of a more direct routing.

Even with a flex thrust rating of 48 degrees (flex thrust reduces takeoff power/engine wear/fuel use while meeting all required performance requirements) the plane climbed at 3500 feet per minute all the way to the initial 11,000 foot  altitude.

Passing through FL320 we had already burned more than 2000 pounds of fuel. Enough to get us to FL410.

Up we went. Smooth ride up there so I gave a simple PA and turned off the seatbelt sign. Turning off the seatbelt sign (when it’s smooth) is a huge pet peeve of mine.  I fly with some guys who never turn it off thinking that passengers ignore it anyway (which is true for some). When I fly as a passenger I mind the seatbelt sign unless it’s 100% clear that the sign will never be turned off.

The outstation has two parallel runways 5L/23R and 5R/23L. I had only flown there once before….about 2 years prior and landed on 23L.  We chatted about life/flying/crap until about 30 minutes out.

After getting the ATIS is stated ILS 5L was in use. Runway 5L is a good distance from the terminal. Runway 5R is closer. A study of the charts shows only a GPS approach for 5R due to topography making an ILS impossible. No biggie.

I briefed the approach for 5L. The Captain came back and said, “Nice brief, but there is no runway 5L.” I had a moment of pause. Did I brief the wrong airport? Were my charts out of date? A quick review showed my charts were up to date and that I briefed the correct airport. He then said, “You never land on 5L unless it’s hard IFR (meaning down to mins). The visibility was 9SM broken 2800, scattered 1800. Hmm k.

I then re-briefed ILS 5L with  visual to 5R if it’s clearly visible. I included the MSA and the towers/structures/hazards on the approach.

For whatever reason the approach controller gave us a crossing restriction to cross 75 miles out at FL240. At the time we were at FL290. After a quick check it was apparent that was impossible at we were 85 miles out. No way to drop 5000 feet in 10 miles at 310 knots! Did the best I could while keeping passenger comfort in mind. Didn’t make it. From there we were given more somewhat extreme crossing restrictions that were not posted on an arrival or NOTAM. It was a small workout balancing lift/drag/speed.

After being vectored just outside the FAF we were cleared for the ILS 5L. The Captain saw the runway ahead, I could not. Descending through 3000 feet I could finally see the runway. Once on tower frequency the tower offered up 5R. With the runway clearly visible I told the Captain that was fine and clicked off the autopilot.

Landing speeds set for 57,000 pounds. Light winds. Normally a bad combo for a smooth landing. With 10,000 feet of pavement all mine I wasn’t too worried about it having to force it down as only 3500 feet were required according to our performance charts. I cut the power at 20 feet and made a fairly nice landing.

This airport has changed little if any over the last 2 years. We were 10 minutes early. Tried to find food in the airport. Nothing. Lucky for me I brought snacks.

Left 8 minutes early with 24 passengers. Back up at FL400. Smooth ride and quiet up there. Decided to go topless as it was fairly quiet. Topless of course referring to taking off our headsets.

Attached to each yoke is a hand mike. On each side of the cockpit is also an overhead speaker. Most of the time on my side is a simple hand mike. On the Captain’s side is a fancier model that allows them to dial a specific dispatcher/station no matter where we are. Every now and then they run out of basic models and put a “fancy” one on my side. An advantage of this is the “fancy” models have a hanger on them allowing them to be hung up for easier access. After slipping a pen into the pen holder, the mike was hung and life was good.

The flight was normal. Arrived….8 minutes early. Funny how that works.

Friday was a day off and I was lucky enough to pick up overtime.

Overtime is very hard for me too pick up. It’s all bid for by seniority. Since I am the most junior pilot at a small base…there is very little overtime to be had and very hard too get.

The overtime was a turn…long turn….blocked for 6.1 hours. Just two legs. Great overtime as it’s very little work. Of course it can be boring.

For this flight the Captain was a guy who shares my passion for Android cell phones. We discuss them often. I saw him yesterday and he is getting a Nexus One. My birthday is coming up….still debating Nexus One or Apple I-Pad 32GB. Same price.

We blocked our one minute early. His leg. Gusty winds in base. Thankfully smooth enroute but wicked gusty winds at the outstation. He worked the feather light plane down to a nice landing.

Spring break is here. There were 10 unaccompanied minors on board! After the post flight I surveyed the crew if they wanted food. The inbound leg was 2 hours 40 minutes. Only the flight attendant wanted something. The only place to eat warm food that we knew of was at the far end of the concourse.

During a 30 minute turn I have to really haul both ways and hope for a short line to get there and back in time. We were 5 minutes early. I briskly walked down to the bagel shop and ordered a chicken breast sandwhich for me and a plain bagel for him. Done.

Once back in the cockpit a ramper came up and commented on the aroma from the cockpit…my sandwhich. I mentioned it was all there was too eat there. She then clued us in on the plethora of choices just to the right of the gate…..outside security. We never knew. Suddenly my sandwhich was not so great. There was a Burger King, BBQ and more….just feet away.

My turn to battle the gusty crosswind on takeoff. In the middle of most runways are lights/reflectors or “turtles” as I call them. The reflectors are used of course to visually see the center of the runway. Of course they also serve as a tactile clue that the plane is tracking the centerline. If you ever hear a bunch of thumping on takeoff or landing….it could simply be the tires hitting the lights/reflectors.

During my takeoff rolling I hit every light/reflector in the center of that runway. Annoying….but at least it was another clue that I was holding centerline.

The winds at base were now very high. So high that the airport was down to 3 runways for takeoff and landing due to the high winds exceeding many demonstrated crosswind components. This was causing flow problems.

Descending into the area we heard holding instructions being dished out. We were assigned to hold as published on the arrival at FL240. It was clear the controllers work load was very high as every now and then another voice would come on and give a different instruction. Many controllers work with another controller watching over their shoulder as a backup. Sometimes it takes a second set of eyes too see an issue/conflict.

The Captain entered the hold into the FMS. After agreeing it was correct, the command was executed. I remember teaching holding to my students as a CFI. Seems like a waste now with all the automation in regional jets. There were planes stacked every 1000 feet from FL220 to 290. Being overtime I was hoping to make extra money by going over block time.

Thankfully just one lap around and we were given exit instructions. Restricted to 250 knots…we slowly made our way in.

The winds were 260@25G34. Landing runway 24. No biggie. The high winds reduced our ground speed during approach to 101 knots. That’s Cessna slow.

I kept the power in until 10 feet as I’ve been bit before by cutting the power early with gusty winds.

We blocked in 20 minutes early. So much for making money.

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Sure enough we got the overnight. The entire crew was composed of reserves. Flight was scheduled to leave at 5:20PM. The inbound plane didn’t arrive until 5:15PM.

As I setup my side of the plane I noticed something missing…the mike muff for my UFlyMike setup. Ugh. I thought I could get by without it. Nope. The intercom worked fine, but when I tried to talk to ATC my transmissions were garbled. The prices for mike muffs are ridiculous BTW….$5 for a piece of foam….really?

We blocked out at 6PM.

The departure line was long. Really long. We were number 15 for takeoff. Ouch. Tower advised to monitor clearance for a reroute for weather. I monitored and heard our flight number. I began copying down the clearance. Right away I realized it was the same clearance that came up on the PDC. I read it back and advised it was our filed route. The controller came back stating there had be an interim reroute but was changed back to the original. Hmmm ok.

By the time we reached the hold short line, the crew that was supposed to fly this flight touched down. It was good for them as the flight I was assigned was the end of their 4 day. They got to go home and get paid for the trip!

During climb out we contacted departure who cleared us to a fix NOT on our flight plan. After a few exchanges we were given a heading, fix and….tada….a reroute! Apparently in the last 5 minutes things changed. Copying down the clearance while getting bumped around wasn’t easy for the Captain.

My leg. Already late. Overnight was scheduled for 9 hours. Leaving so late is was down to 8 hours 25 minutes. I cruised at Mach .80 at FL380.

During the 2 1/2 hours Paul, the Captain, and I caught up on what’s going on in each others world.

Entering the terminal area we could see the airport 35 miles out. ATIS had arrivals on 28R. For the last few months every time I was assigned 28R we landed on 28L. Sure enough once I turned final they offered up 28L. We accepted.

Smooth turn to the left and I lined up. Paul setup the FMS and tuned in the ILS as a backup.

We blocked in at 9:33PM…..43 minutes late. Overnight down to 8 hours 22 minutes.

I slept well for such a short overnight. I woke up several times like I normally do on short overnights…I worry about over sleeping. Never happened…but I worry.

At 5:52AM I walked out the hotel room door. The flight attendant walked out of her door at the same time. She also mentioned how she didn’t sleep well as she woke up several times too check the clock.

We both arrived in the lobby to see Paul waiting. We all loaded up in the hotel van at 6AM.

This airport, like many, doesn’t have full crew line. We have a special entrance to bypass the line, but then have to wait in the same screening line as the public. We are all much faster than 99% of passengers. Paul was first and politely cut in line. I followed suite. Once clear we all scattered for breakfast. I bypassed Dunkin Donuts……which was a mistake. The line I took at the bagel shop was short, but the two passengers ahead of me didn’t “get it”. They took a while to order…fine. Then when told to move down…they just stood there. The employee behind the counter blared out, “Next!”.  I placed my order over their shoulder.

When I arrived at the gate I saw a whole crew waiting there. Didn’t think much of it. I greeted them then went down to the plane. As I sat down I realized it wasn’t the same plane as we brought in last night. When I checked last night I was flying the same plane I flew in. Hmmm. The other crew was supposed to leave at 6AM. Due to weather they were delayed. The outstation and dispatch worked out for us to take their plane. Hmmm….

After the pre-flight I pulled out the company David Clark headset. I didn’t feel like messing with my headset and the missing muff. After wiping the David Clark down with alcohol pads, I placed it on the hanger. I then noticed the MEL stickers. The plane we flew in was perfect. This one was not. Nothing major. One thing did bother Paul and I. A “Prox Sys 2 Fault” EICAS message.

All over the plane are proximity switches that are used to check the state of various doors and aircraft surfaces. If one is out of whack or “unknown”, a “Prox Sys 2 Fault” might be displayed.

Now 99% of the time it’s the nose strut switch that causes the Prox Sys 2 Fault. Once enough weight gets on the nose (through pax boarding) the message goes out. Sometimes though it’s something else. Paul and I discussed it and bet on it going out. As the flight attendant closed the door the nose went down a tad…..and the message went away.

Blocked out on time. Slight frost on the wings required a deice. Just type 1.

Lots of turbulence over the US today. We didn’t find smooth air even at FL 390. The ride didn’t smooth out until we were 50 minutes out.

Coming in we were assigned the runway furthest from our gate. Eh. Then approach called out a 777 at 1 o’clock and 12 miles. We saw it. We were then cleared to follow him and assigned the  runway closest to the gate. Score!

We blocked in 15 minutes early and the Captain and I were both released!

My wife is flying out for work today. Since I was released I GET to watch her dogs instead of her taking them to the kennel. She prefers a dog sitter, but because of my erratic schedule it’s easier to use the kennel. She comes back late tomorrow night. I am off until 2PM tomorrow. Just me and the dogs. Yay!

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Sitting in the crew room. The Captain, Paul,  sitting ready with me is a guy I enjoy flying with.

When I first started I held a line for 2 months (my base was overstaffed so senior pilots bid reserve and sat at home with full pay!). One of those months was with Paul.

Paul is a great Captain. He treats me as an equal and lets me make the decisions until I make a mistake.

My first, and so far only go around out side of the sim, was with Paul. I was new and thought I could go down AND slow down….at the same time. Yadda, yadda, yadda I had the plane at 1500 feet with the spoilers all the way out, Flaps 20, gear down and still blazing at 190 knots. Wasn’t going to work. Around we went. He then hipped me to go down OR slow down. Handled nicely and I learned something.

Paul has been here a while. He used to be a steady line holder. Then my airline decided to move planes around and reduce our base. He has been reserve for a while.

Recently his family decided to move (he was out voted 3 to 1) to another state. He went from living 20 minutes from the airport to living a 2 1/2 hour plane ride from the airport. He is now a commuter who is just one number up from being the bottom guy.

Lately he’s been buying a lot of hotel rooms as there haven’t been many flights open. The cheapest hotel is a Motel 6 that charges crews $31.05 out the door. Not bad. But not free either.

I had already checked at crew connections and hipped him to one reduced rest overnight we could get. The crew to fly it is at an out station waiting on a plane to leave the base. Once the plane arrives the crew hops in, flies to base then out to the overnight. Right now the overnight is scheduled for 9 hours. The plane is running over an hour late.

As of right now the crew is estimated to arrive 17 minutes before they are supposed to leave. They are parking 23 gates away from the overnight flight. I am thinking we are going to get that flight. I wouldn’t mind it. Haven’t flow in a while. Getting an overnight tonight would allow me to be at home tomorrow night.

For now…we are both hoping for an overnight.

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