tag:blogger.com,1999:blog-64242447686661132032024-02-16T04:34:49.039+00:00 Live from the Flight DeckGolfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.comBlogger116125tag:blogger.com,1999:blog-6424244768666113203.post-33012373853953191632019-11-24T15:14:00.001+00:002019-11-29T12:54:01.385+00:004 years laterI used to write a lot on this blog, unfortunately blogs have pretty much gone extinct.<br />
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9 years on after my first commercial flight, I still love the job. It is an incredible office, and while a few frustrated people would like you to think it isn't, most of my colleagues love what they do.<br />
The numerous downsides are mostly outside of what happens in the cockpit. Commuting, time away from family, unhealthy lifestyle (while at work), ...<br />
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My latest Youtube video: <b>Life in the Sky
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Here are a couple of quotes from Youtuber Casey Neistat:<br />
- There’s two things in life that really define who you are as a person, that really shape who you are as a person: there’s education, and there’s experience. And when it comes to experience, there’s the kind that you pursue, like a trip. And then there’s the kind of experience that just happens to you. And those experiences, they have a huge impact on who you are, and they affect who you are for the rest of your life.<br />
- Give people the benefit of the doubts, assume that they’re being good, assume that they’re being positive, the alternative is to being a negative cynical person<br />
- If you put in the time to work hard at being positive and being optimistic, it’s a much better life, but it does take more work<br />
- Every once in a while, when things get really good, you just stop and look around, and pay really close attention and say : “I’m gonna remember this moment"<br />
- Never look back and wish you had done things differently, look forward and think: “What can I do now, to affect my future?" Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com3tag:blogger.com,1999:blog-6424244768666113203.post-13017979535812500362015-12-25T12:32:00.001+00:002015-12-25T12:32:08.187+00:00Live from the Flight Deck (video)<iframe allowfullscreen="" frameborder="0" height="393" src="https://www.youtube.com/embed/FlzI8gKFhZc" width="700"></iframe>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com7tag:blogger.com,1999:blog-6424244768666113203.post-32334627502773798222015-12-10T18:42:00.002+00:002015-12-10T18:47:01.902+00:0012 years laterTwelve years ago, I was taking-off on my first solo in a Cessna 150.<br />
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Every pilot has a story, mine involves engineering studies, flying gliders, aerobatics, studying abroad, landing on a glacier and a couple of other exciting flying adventures.<br />
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After completing my commercial pilot training, I was lucky enough to fly a Kingair 90 for a while.<br />
I towed gliders for a full season in a superb location, the Alps. Soon afterwards, I got hired to fly the Boeing 737. I've now flown to well over 100 destinations, operating flights as short as 11 minutes (after a diversion) or 18 minutes (on a schedule service), and as long as 6h30 between Scandinavia and the Canary Islands.<br />
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In the life of an airline pilot, one of the biggest steps is the move to
the left seat.<br />
The process to becoming an airline Captain is long and
challenging.<br />
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It all started a while ago, preparing as much as
possible for that big step. It involves a lot of study time: reading
manuals, trying to remember every single point of the Ops manual, the
FCOM's, the legal aspects, the regulations and limitations. Learning
from colleagues, asking them about difficult situations they had to deal
wit<span class="text_exposed_show">h. They all have stories to tell. My last three flights as First Officer were with an ex Canadian bush pilot, a retired KC135 Captain, and an ex Sabena Training Captain. </span><br />
<span class="text_exposed_show"><br /> On the path to moving to the left seat, I was scheduled to fly
with training Captains before a formal in-flight assessment and a couple
of weeks later, an interview with HR and a senior pilot. </span><br />
<span class="text_exposed_show">The 'Command
Upgrade' course starts off with a week of ground school and a couple of written examinations.</span><br />
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<span class="text_exposed_show">After that, we're locked down in full flight simulators
for another week, not only to get used to the left seat but also to
cover a wide variety of scenarios, from catastrophic systems failures to
more straight-forward operational issues. At the end of the simulator
training, you're either recommended for the proficiency checkride or
not. </span><br />
<span class="text_exposed_show"><br /> Only then can the line training start. With a scattered
schedule, it takes about a month to complete. I flew in the left seat,
with senior training Captains acting as 'competent First Officers' in
the right seat. Again, we try to cover a lot of scenarios, fly to
challenging places around the network. We mostly flew non-precision approaches (NDB, VOR, Rnav and visuals), handflew most departures and arrivals, some of them raw data. The training is practical, the goal is to give you the spare capacity you need while flying in a challenging environment, with little use of the automation.</span><br />
<span class="text_exposed_show">All the management and decision making aspects are emphasized. </span><br />
<span class="text_exposed_show">Towards the end of line training,
you are or aren't recommended for line check.</span><br />
<span class="text_exposed_show">The final checkride was not exactly fun, with 45kt gusty winds and a few operational issues. But that firm handshake from my examiner at the end of the day was memorable, "<i>I can now call you Captain</i>".</span><br />
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<span class="text_exposed_show"><span class="text_exposed_show">And 12 years after soloing on the Cessna 150, I once again get that</span></span><span class="text_exposed_show"><span class="text_exposed_show"><span class="text_exposed_show"><span class="text_exposed_show"> feeling of fulfilment and intense joy.</span></span></span> </span><br />
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<span class="text_exposed_show"><br /> </span>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com9tag:blogger.com,1999:blog-6424244768666113203.post-63664254497301657032015-08-12T19:25:00.000+01:002015-08-12T19:25:01.050+01:00This is why I still fly light airplanesColleagues often ask me why I still fly light aircraft while I get to fly the Boeing 737 for a living. <br /> I'm hoping these pictures will answer their question. <br />
My wife and I flew down to the South-West coast of France in a Piper J3
Cub. The side window fully open, wind blowing in our hair, we enjoyed
the stunning sunset above "Le Bassin d'Arcachon" in an ultimate sense of
freedom.<br />
<br />
T<span data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1"><span data-ft="{"tn":"K"}" data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1.$comment-body"><span class=" UFICommentBody" data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1.$comment-body.0"><span data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1.$comment-body.0.$end:0:$text0:0">he
Boeing 737 is equally as enjoyable to fly as is the Piper Cub. We see
things from the jet that no light aircraft can come close to. The view
at FL400 is no less impressive than the view at 500 feet, they're just
very different. The one thing that General Aviation has - and commercial
flying hasn't - is Freedom </span></span></span></span><br />
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<span data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1"><span data-ft="{"tn":"K"}" data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1.$comment-body"><span class=" UFICommentBody" data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1.$comment-body.0"><span data-reactid=".14.1:5:1:$replies885033491588883_885039448254954:0.1:2:$comment885033491588883_885044628254436:0.0.$right.0.$left.0.0.1.$comment-body.0.$end:0:$text0:0"> </span></span></span></span> Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com0tag:blogger.com,1999:blog-6424244768666113203.post-44479065174586707982015-05-04T17:47:00.000+01:002015-05-04T17:47:24.303+01:00Airline Pilot - Real life vs FSX<div class="separator" style="clear: both; text-align: center;">
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<br />
You thought flying a commercial aircraft was the same in FSX and in real life because you have "slots"<i> just like us</i>? <br />
<br />
Here's how it works on a CDM (Collaborative Decision Making) airport,
that is: most major airports in Europe. This is a very simplified
explanation but it's a good example of what we <i>really </i>deal with as
airline pilots.<br />
<br />
On the ground and once we are ready to pushback and
start, there are mainly three "times" that decide what time we can
actually get going.<br />
<br />
-<span class="text_exposed_show"> <b>EOBT </b>= Estimated Off Blocks Time = depends on Operational Flight Plan (OFP) filed to ATC (ATC tolerance usually +/- 15min).</span><br />
<span class="text_exposed_show"><br />
- <b>TOBT </b>= Target Off Blocks Time (tolerance usually +/- 5min), decided
by airline operations and filed to ATC, it's a more precise prevision of
the OBT given the possible delays. <br /> Maximum difference between EOBT
and TOBT = usually 10 minutes. If more, new flight plan required (a new
OFP generates a new EOBT). </span><br />
<span class="text_exposed_show"><br /> - <b>TSAT </b>= Target Start-up Approval Time, generated by ATC (tolerance +/- 5min). </span><br />
<span class="text_exposed_show"><br />
As it happens on at least a third of the flights (regardless of the
airline), if we miss the TSAT, we have to ask for a new TOBT. However if
the difference between EOBT and TOBT now exceeds 10 minutes, we also
have to ask for a new EOBT (file a new Flight Plan). I know many
colleagues are puzzled when required to "ask company for a new EOBT and
a new TOBT", the difference between the two isn't all that clear. </span><br />
<span class="text_exposed_show"><br />
For operations to file a new Flight Plan and a TOBT, ATC to receive both
and issue us with a new TSAT, the whole process can take up to 20
minutes. </span><br />
<span class="text_exposed_show"><br /> All sorts of issues arise on the ground. A simple
passenger request can have big consequences on the tight schedule. Lets
say one passenger forgets his/her phone in the terminal and wants to
either offload himself (which requires us to have his checked-in bag
removed from the hold and it can take a while to find it) or to go back
in the terminal him/herself, get his/her phone and come back. Either
way, we lose our TSAT. If it's a busy time, we get a slot and that can
be some 2 hours behind schedule.<br /> This kinds of issues happen ... a lot. </span><br />
<span class="text_exposed_show"><br />
Hopefully this will convey a more realistic picture of what this job is
about. The view is worth it but there's a lot of work to do before you
get above the clouds. So, no, it isn't "just like FSX". </span><br />
<span class="text_exposed_show"><br /> FSX is probably way more fun but the view is way better in real life.</span>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com4tag:blogger.com,1999:blog-6424244768666113203.post-16643013648595539282015-02-25T13:15:00.000+00:002015-02-25T13:15:15.121+00:00Winter 2015 Live from the Flight Deck pictures<div class="separator" style="clear: both; text-align: center;">
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com4tag:blogger.com,1999:blog-6424244768666113203.post-41358004202417869212015-02-20T00:38:00.000+00:002015-02-25T12:06:34.540+00:00iMac vs custom built PC for photo/video editing<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqNTirDVG0dM81WsDbG5iV4WCfcCxbwtoAiTwqvmDMk4XfK8FH3AOcgzDyL1U8-KNuX8n-R8alAHcOIGfAgcVqEY95jOqP8YWV_ZVvjLjs-Jo4-dDU5fmBZBe471xu8J-_gUga1zuG93Q/s1600/url.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqNTirDVG0dM81WsDbG5iV4WCfcCxbwtoAiTwqvmDMk4XfK8FH3AOcgzDyL1U8-KNuX8n-R8alAHcOIGfAgcVqEY95jOqP8YWV_ZVvjLjs-Jo4-dDU5fmBZBe471xu8J-_gUga1zuG93Q/s1600/url.jpg" height="213" width="320" /></a>As a 13" Macbook Air and low end desktop PC owner, it was time for me to upgrade to a more serious platform for photo and video editing.<br />
<br />
With limited onboard storage, the Mac Pro was not an option.<br />
My choices were the 27" iMac (either regular or 5K), a custom build PC or a Hackintosh (more on that here: http://www.tonymacx86.com/ ).<br />
The Hackintosh did appeal to me but it would have restricted my build to very specific parts. I would have installed Windows anyway as a few softwares I use are not supported by OSX, so I ruled it out.<br />
I felt the non-5K iMac would not be powerful enough for my use, and a maxed-out 5K iMac would run too expensive. So I built my own PC.<br />
<br />
To compare the specs, here is a show-down of each option. <br />
<br />
<ul>
<li>The 27" non-5K iMac I considered was the 3.5Ghz i7 (3.9 turbo) with 16GB of Ram, a 3TB Fusion drive (which combines a 128GB SSD and a 3TB hard drive) and the GTX775M graphics card. As of February 2015, this costs just under €2800 or £2050.</li>
</ul>
<ul>
<li>The 5K iMac with all the available options is close to my current setup. It uses the same i7-4790K CPU running at 4.0Ghz (4.4 Turbo) with 16GB of Ram, a 3TB Fusion Drive and the AMD Radeon R9 M295X 4GB graphics card. This runs at €3450 or £2550</li>
</ul>
<ul>
<li>The PC I built is based on the i7-4790K processor, 16GB of 1866Mhz Ram, a 256GB SSD + 2 x 2TB 7200Rpm hard drives and the GTX970 4GB GPU. I will upgrade it to 32GB of Ram and will add a 512GB SSD. With a Windows 7 licence and a few accessories (optical drive, SD / micro SD card reader, high end CPU cooler, quiet case fans, mid-tower quiet case (Fractal Design R5)) and a 27" 1440p IPS display, it costs around €2200 or £1600.</li>
</ul>
The GTX775M is benchmarked at 4530 points ( http://www.videocardbenchmark.net/high_end_gpus.html ), the R9 295X 4GB scores just below 5000 and the GTX970 4GB tops at 8603 points. Do not confuse the mobile versions of the graphics cards used in the iMac when reading the chart. The R9 M290X gets a score of only 2547 while the desktop 290X card reaches 6875. <br />
<br />
The main goal of going high-end was to speed up the operation when photo and video editing.<br />
I use the Adobe suite (Lightroom, Premiere Pro and After Effects) and their softwares are fairly optimised. Both Premiere Pro and After Effects use GPU accelerations to speed up rendering times, this is why I went for the GTX970 graphics card with lots of CUDA cores and Vram.<br />
<br />
Two months later, here are my thoughts:<br />
<br />
<ul>
<li>Choosing the parts and building the PC was an interesting experience. It certainly was way easier than I thought and I learnt a lot during the whole process.</li>
<li>I enjoy the upgradability of my system. I can re-use hard drives from my previous PC or setup a RAID array very easily. If the graphics power ever becomes insufficient, I can always add a second graphics card in SLI and double the graphic power.</li>
<li>I tried a few games in Ultra, all run very smoothly ... except Flight Simulator X. </li>
</ul>
Here is what I did not expect:<br />
<ul>
<li>Despite choosing quiet fans and a quiet case, the PC is nowhere near quiet even when idling. </li>
<li>Flight Simulator X still struggles at times. I use it when coaching some of my flying friends and it is disappointing to see that even this high-end system is not powerful enough without over-clocking the processor. Most scenes are more than fine but a highly detailed New York city in ultra settings will kill it (down to 15 fps in 1080p).</li>
<li>Coil whine. If you've never heard of it before, have a look on youtube. It is a high pitch electronic noise and is very audible. <br />Both my graphics card and the power unit suffer from coil noise and it is extremely annoying. This alone makes it worth getting a much more pricey and slower iMac. Fortunately, it only happens when stressing the GPU (when gaming). </li>
<li>Boot times are nowhere near as fast as my Macbook Air. Windows vs OSX...</li>
<li>I miss a lot of features from OSX that simply don't exist under Windows. </li>
<li>Windows can't display raw (.CR2) photo files natively, OSX can. Big deal for photographers who shoot raw.</li>
<li>Photo editing with Adobe Lightroom 5 is actually not a lot faster than on the much lower-end Macbook Air. On the go operations like clarity or tone curves are fast on both systems, the Macbook Air slows down a lot when making finer adjustments like spot removal or using the adjustment brush ... and so does my custom built PC. It is not as slow but it certainly is slower than I expected. Zooming used to be very slow on the Macbook and it is not a lot smoother on the PC. A big disappointment is that the PC is not faster than the Macbook Air when it comes to exporting files. Photographers that retouch hundreds of photos at once hate to wait sometimes up to 10 minutes for Lightroom to export their images. I simply see no difference between my 1.3Ghz dual-core Macbook Air and my 4-core / 8-thread 4.0Ghz PC. Surprising...</li>
<li>Adobe Premiere Pro. <br />Believe it or not, my low-end Macbook Air can run Premiere Pro and edit 1080p video files. It is slow but it works. In fact, most of my videos up to now were edited on a 4 year old low-end PC with Sony Vegas. You do not need to spend a lot of money on your PC if you want to edit videos. But you will need a lot of patience. My 10min "Life as an Airline Pilot" video took 5 hours to render. It would take my new system less than 10 minutes to render it. <br />Now this is where my custom built PC truly excels. Everything is very smooth, there is no lag even when non-rendered edits are played-back in their original size. I've seen Adobe Premiere Pro running on a high-end iMac and there is no comparison. The custom build is simply much faster and much smoother.</li>
</ul>
<br />
Knowing all this, would I go for the custom built PC? The honest answer is ... no.<br />
Unless your job is to edit 4K videos, the iMac is more than enough.<br />
For a similar price, an iMac would be well lower-spec'd than a PC. If you're spending €2000 / £1500 on your system, it will run most programs you throw at it with no hiccups. Sure, it might take longer to render your heavy video files but you'll save on startup times and less software bugs.<br />
Now, if you're a serious gamer, you already know that Macs aren't for you.<br />
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Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com16tag:blogger.com,1999:blog-6424244768666113203.post-50991506638136317042014-12-17T00:04:00.001+00:002014-12-17T00:08:35.958+00:00The Geminid meteor shower at Flight Level 380<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2UKDKE4Jwq4YWYxhoxc4C-LY0NPuBxJwqMJPebgDHhc70gMV79XuXzOe7jc9m8gKGRaOe-eFHOVzQQc7UxDnkqXN7yYipUVTEPQ1TxudPSZkyF4Im3r4-DVYUo3xEvRHCepiMOjxhtCw/s1600/Fall-74.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2UKDKE4Jwq4YWYxhoxc4C-LY0NPuBxJwqMJPebgDHhc70gMV79XuXzOe7jc9m8gKGRaOe-eFHOVzQQc7UxDnkqXN7yYipUVTEPQ1TxudPSZkyF4Im3r4-DVYUo3xEvRHCepiMOjxhtCw/s1600/Fall-74.jpg" height="426" width="640" /></a></div>
<br />
I hope you like the picture, it took me 75 photos of 15 sec exposure each to get only two with meteors in the frame. <br />
<span data-ft="{"tn":"K"}" data-reactid=".i.1:3:1:$replies753644861394414_753648388060728:0.1:2:$comment753644861394414_753650581393842:0.0.$right.0.$left.0.0.1:$comment-body"><span class="UFICommentBody" data-reactid=".i.1:3:1:$replies753644861394414_753648388060728:0.1:2:$comment753644861394414_753650581393842:0.0.$right.0.$left.0.0.1:$comment-body.0"><span data-reactid=".i.1:3:1:$replies753644861394414_753648388060728:0.1:2:$comment753644861394414_753650581393842:0.0.$right.0.$left.0.0.1:$comment-body.0.$end:0:$0:0">The
camera was isolated from airframe vibrations by a soft padding on the glareshield, I used
a two-second self-timer to avoid shutter release camera shake.</span></span></span><br />
[Canon 6D + Samyang 14mm f2.8 wide open, ISO 16000, 15sec]<br />
<br />
5h flight. Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com3tag:blogger.com,1999:blog-6424244768666113203.post-11771944218793249192014-07-28T22:35:00.000+01:002014-07-28T22:35:14.539+01:002014 Pictures from the Flight Deck<div class="separator" style="clear: both; text-align: center;">
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com11tag:blogger.com,1999:blog-6424244768666113203.post-79113407662533312542014-02-06T16:58:00.001+00:002014-02-06T16:59:26.977+00:00Life as an Airline Pilot (video) by Cap'n Aux - Livin' the Dream<iframe allowfullscreen="" frameborder="0" height="393" mozallowfullscreen="" src="//player.vimeo.com/video/85310435?title=0" webkitallowfullscreen="" width="700"></iframe> <a href="http://vimeo.com/85310435">Livin' the Dream! Another Day in the Life of an Airline Pilot</a> from <a href="http://vimeo.com/capnaux">Capnaux</a> on <a href="https://vimeo.com/">Vimeo</a>.<br />
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Direct link: <a href="http://vimeo.com/capnaux/livinthedream" target="_blank">http://vimeo.com/capnaux/livinthedream </a><br />
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<a href="http://bit.ly/1lCRVyE" target="_blank">Capnaux.blogspot.com Vlog-livin-dream</a>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com3tag:blogger.com,1999:blog-6424244768666113203.post-63447912872801445092014-01-03T19:00:00.001+00:002014-01-03T19:01:43.371+00:00Soaring the Sky<iframe allowfullscreen="" frameborder="0" height="393" src="//www.youtube.com/embed/qd9CMFJakUY" width="700"></iframe>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com14tag:blogger.com,1999:blog-6424244768666113203.post-61428295349104821052013-12-31T16:38:00.002+00:002013-12-31T16:38:50.072+00:00Best wishes for the year to come!<div class="separator" style="clear: both; text-align: center;">
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com2tag:blogger.com,1999:blog-6424244768666113203.post-51790377630108862482013-11-28T17:39:00.003+00:002013-11-28T17:41:07.506+00:00Flight deck viewsApproach into Lanzarote (suction-mounted GoPro)<br />
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100nm CB, our entended track is the magenta line in the bottom right hand corner<br />
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777 taking off as we are inbound to land on the same runway (picture taken from the jumpseat)<br />
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Paris shortly after sunset<br />
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Mount Teide rising to 12,200ft stands well above the strato-cumulus clouds that circle the island of Tenerife (Canaries)<br />
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Somewhere in Norway
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Morocco
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Madrid by night
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Over the Atlantic
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The Alps at night. ISO 10,000 and 1.6sec exposure.
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com8tag:blogger.com,1999:blog-6424244768666113203.post-6014880785630042542013-10-30T20:17:00.001+00:002013-10-30T20:17:50.309+00:00Watching the stars at 39,000ft <div class="separator" style="clear: both; text-align: center;">
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com1tag:blogger.com,1999:blog-6424244768666113203.post-81883534236076908732013-10-28T00:32:00.000+00:002013-10-28T00:33:54.789+00:00This is why we fly"<i>..sometimes what a pilot sees in a day, people won't see in their lifetimes.."</i><br />
Amazing Queenstown, New Zealand<br />
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<iframe allowfullscreen="" frameborder="0" height="393" src="//www.youtube.com/embed/7mxmFCw-Dig" width="700"></iframe><br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com7tag:blogger.com,1999:blog-6424244768666113203.post-5414039434939724522013-10-15T17:25:00.001+01:002013-10-15T17:25:38.416+01:00Boeing 737NG - Flight deck at night (picture)<div class="separator" style="clear: both; text-align: center;">
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com2tag:blogger.com,1999:blog-6424244768666113203.post-83254447538992888192013-10-01T18:59:00.002+01:002013-10-01T18:59:55.526+01:00Flying in South California (pictures)Here are some pictures I took during my last trip to San Diego, CA.<br />
I mostly flew in the area, that is San Diego, the desert to the East, Los Angeles and Catalina Island.<br />
Fortunately I had my camera and tele-lenses with me.<br />
Planning a much bigger plane trip for the upcoming winter.<br />
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<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com9tag:blogger.com,1999:blog-6424244768666113203.post-82665067224279638902013-09-07T19:24:00.002+01:002013-09-07T19:24:32.717+01:00Good night Amsterdam<div class="separator" style="clear: both; text-align: center;">
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<br />
<span class="userContent">Good night Amsterdam (The Netherlands). To the
left is Utrecht, in the background right on the shoreline you have The
Hague and to the left of it Rotterdam. In the distance, you can probably
spot Antwerp (Belgium) and behind it slightly to the left, that would
be Brussels but you cannot see it in this photo.</span><br />
<br />
<span class="userContent"><span data-ft="{"tn":"K"}" data-reactid=".r[5v7iu].[1][4][1]{comment504088879683348_1381577}.[0].{right}.[0].{left}.[0].[0].[0][2]"><span data-reactid=".r[5v7iu].[1][4][1]{comment504088879683348_1381577}.[0].{right}.[0].{left}.[0].[0].[0][2].[0]"><span data-reactid=".r[5v7iu].[1][4][1]{comment504088879683348_1381577}.[0].{right}.[0].{left}.[0].[0].[0][2].[0].[0]">Schiphol
airport (AMS/EHAM) is the brightest spot on this photo, right on the
middle of the frame, just behind the city slightly to the right. The
bright parts being the terminals, you cannot see the runways.</span></span></span> </span>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com3tag:blogger.com,1999:blog-6424244768666113203.post-91737368032257848472013-09-04T13:01:00.000+01:002013-09-04T13:04:21.047+01:00Airline Pilot - Let's flip the coin<i>(Author unknown) </i><br />
<br />
I think of flying as rather like being in a long-term relationship.
There's the initial 'wow' factor of falling in love, followed by a
honeymoon period where we regard our new passion with starry-eyed
wonderment. This wears off as the costs and aggravations begin to mount,
but the love - the reason we got into it in the first place - remains.
For some people the downsides are simply too many and too great, and
they end up walking away. For those who stick at it, the relationship
tends to be permanent.<br />
<br />
I got into flying because I had a very
comfortable day job which paid the bills but bored me silly, coupled
with three hours' commuting to and from London, which I found
excruciating. The yen to do something new led me to a trial lesson and I
promptly fell in love. Very early on I decided I wanted to fly as a
career - the lure of being paid to do my hobby was irresistible.<br />
<br />
The
trials and tribulations were there from the outset, and are familiar to
anyone with a PPL - weather cancellations, financial struggles,
frustration at the sheer cost of it all, exams that seem like pointless
hoop-jumping exercises. Later on came the stress of commercial training,
and the pressure of knowing that simple mistakes could (and did) cost
thousands of pounds. After the elation of passing the IR comes the
realisation that you are just one of many, many 200hr CPLs, and the
struggle to find your first job. It takes some people years - a few will
never manage it.<br />
<br />
Even when your dream comes true and you have
made it to an airline, you'll find plenty of downsides to the job. Life
is ruled by your roster, and weekends off are a rare treat. Social
events and family gatherings are almost impossible unless arranged
months in advance. Five days on and two off sounds alright until you
realise that the last day finishes at 22:00 and the first day back
starts at 06:00. Arriving at work you are subjected to petty and
nonsensical 'security' - you'll be locked in a flightdeck with a crash
axe and given control of a 500mph aeroplane, but you'll have to take
your shoes off before you get there, and you won't be allowed a can of
deodorant for your nightstop.<br />
<br />
Every six months you'll be locked
in the simulator and have every conceivable failure thrown at you. The
man in the back is keeping score, and it's pot luck whether he's a great
instructor or someone on an ego trip. The consequences of failure are
serious. If you're really unlucky it will all happen at three in the
morning, and you'll be expected to be just as sharp as you would be
during the day. Get used to it, because it's every six months for the
rest of your career.<br />
<br />
Line flying is much more relaxed, but even
then there's the unspoken and insidious pressure of knowing that a bad
day in the office - a single mistake even - could lead to a career
interruption or kill people. Potentially hundreds of people. You'll be
flying in all kinds of horrible weather, trained and conditioned to do
everything on the automatics, then expected to fly competently with a
u/s autopilot. You might be flying four or even six sector days, with 25
minute turnrounds, struggling to find time to eat a sandwich or go to
the loo. Talking of which, your 'office' is the size of a downstairs
toilet, and you'll be locked in it with a colleague who may have nothing
in common with you except for the uniform.<br />
<br />
The job is unhealthy -
sitting inactively for hours on end, eating poor quality food and with
high stress levels. You'll get regular colds, and attempting to fly with
one can lead to a perforated eardrum. You might be unfortunate enough
to breathe in noxious fumes on a regular basis, but don't worry because
the engineers wrote 'no fault found' and the airline industry says it's
not a problem.<br />
<br />
That's enough downsides - I'm starting to depress
myself now. The obvious question - if the job is that bad, why do we all
still do it? I fly with a couple of captain who are in their sixties
and can't possibly need the money - why do they still put themselves
through all the grief? For me (and them) it's a simple answer that goes
back to the relationship theme. We're in love with flying. Hopelessly,
head over heels in love. I love the challenge of a complex and
technically demanding job that few others can do. I'm a perfectionist,
but I'll never fly the perfect flight - how's that for a lifelong
challenge? I've known the drudgery of commuting to a dull-as-dishwater
nine to five job, and I hated it with a passion. Not anymore - I look
forward to going to work. Hell, I even miss my job when I'm on holiday.
No two days are the same, and the view from my office window is
different each day, but unfailingly spectacular. Despite all the
downsides (and there are many) I can't imagine doing anything else. Most
of my colleagues feel the same way, and that includes those captains
who got their PPLs while I was in nappies.<br />
<br />
Recently I came home
from a long and tiring day, switched on the TV and watched a documentary
about flying, then fell asleep and dreamed of flying. Once it gets
under your skin, you'll never get it out.Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com19tag:blogger.com,1999:blog-6424244768666113203.post-59075463574498942482013-07-02T20:01:00.000+01:002013-07-02T20:01:04.234+01:00Boeing 737's main wheel well<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjujug3C81lKnzJB-bQq1BxrhySW7eT8NK5SWqrU3cj3EgknJNORYLq4wsW5axSnJXN-sEMdvDhhZhLdw3TFp2PeDnwZO0QUChsgmCTcd8o86FyzUUxSCt3mOq9vkYreHpZufmn6wggmCA/s798/IMG_5584.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjujug3C81lKnzJB-bQq1BxrhySW7eT8NK5SWqrU3cj3EgknJNORYLq4wsW5axSnJXN-sEMdvDhhZhLdw3TFp2PeDnwZO0QUChsgmCTcd8o86FyzUUxSCt3mOq9vkYreHpZufmn6wggmCA/s640/IMG_5584.jpg" width="640" /></a></div>
Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com5tag:blogger.com,1999:blog-6424244768666113203.post-43868113601501411522013-06-27T18:39:00.000+01:002013-06-28T20:47:54.670+01:00VOR Approach into the Canaries<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;"><span style="font-size: normal;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtZXjdm87t2rngLY5tCA9Fpi82Toiwwzbev9M6t_eavtw26idkVQZwqOfXskjAumNKbO8rpddtaOXN-9IUoAsjMSMk0X1yJg5j3g81Zndfa8fFqpNF9wZGPS7ZagArKVSj4lkm7QOJKEo/s900/DSC00456.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="275" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtZXjdm87t2rngLY5tCA9Fpi82Toiwwzbev9M6t_eavtw26idkVQZwqOfXskjAumNKbO8rpddtaOXN-9IUoAsjMSMk0X1yJg5j3g81Zndfa8fFqpNF9wZGPS7ZagArKVSj4lkm7QOJKEo/s400/DSC00456.jpg" width="400" /></a>We've left Morocco on our
left when Casablanca ATC calls : “<i>Descend to Flight Level one niner
zero and contact Canarias Approach on one two niner decimal three,
ma'a salama</i>”. </span>
</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">It is a two-sector and
welcomed fifth day at work. </span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">What's more than a long
cruise is the opportunity to see all kinds of landscapes along the
way, coupled with some very interesting cockpit conversations.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">My Captain today is a
sharp guy when it comes to flying but he manages to keep the
atmosphere nice and relaxed all through the day. </span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">There certainly are
Captains I get on with better than others and I'd say he is one of my
favorites.<br />Once in a while, I'll get to fly with a more distant
pilot who doesn't talk much.</span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">When you spend up to 12
hours in the same – relatively small – cockpit, you'd better
hope your colleague from the left seat will make it an enjoyable day.
Truth is, a good day mostly depends on who you're flying with and I
speak by experience, it is not always pleasant.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">The wind arrow on the
Navigation Display is pointing on the nose showing 70 kt headwind and
Canarias Approach confirms runway 21 for landing, quite unusual in
Lanzarote.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">This approach differs a
lot from most VOR and NDB approaches and is classified as a
circle-to-land. In fact, the final descent is broken down in two
parts with a 2nm level segment in between. </span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">As most non-precision
approaches, the final course doesn't face the runway and comes to an
angle, requiring two turns at low altitude to line up with the asphalt. Because of the irregular ground, no turn is possible until we are
three miles from touchdown.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">The Captain is flying and
I am pilot monitoring, assisting him throughout the whole procedure.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">We spent quite a while
during the cruise briefing each step and I can feel he is as eager as
I am to fly it. He will be at the controls while I take care of the radio, navaids, FMC inputs as well as gear and flaps selection. As this is quite an unusual way to fly a VOR, we agreed that before each step I would sum up the next actions and remind him of the target speed, altitude and track. </span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">We're now routing towards
KLATO, the initial approach fix just off the coastline. The sea is
quite rough down below, latest winds from the automated weather
information at Lanzarote were gusting at 30 kts from the South.
Probably not the best day to enjoy some laid-back swimming on the
beach despite the warm temperatures.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">Nonetheless, the view is
beautiful and we can see four out of the seven islands, the much
greener Tenerife and Grand Canaria taking shape in the background.
Tenerife's volcano Teide is the highest peak on Spanish territories,
standing prominently at some 12,200 ft. Lanzarote, first island in the
archipelago just 5 miles North of Fuerteventura, has quite an uneven
and moon-like landscape although it doesn't exceed 2,200 ft. All its
houses are remarkably plain white and contrast with the orange coat that graces the island (interestingly Santa Cruz in the
North part of Tenerife is one of the most colorful cities in Europe,
worth a visit if you get a chance).</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">Cleared for the VOR
approach runway 21 and reaching KLATO, we intercept the radial 088
inbound to LZR VOR, descending down to 3500 ft, speed reduced to 180
kts with flaps 5.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">On my side, I have LTE VOR
(located on the airfield) tuned in and it is showing 13 nm when I
pull the gear down and select Flaps 15, on Captain’s command.</span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">I can't help but look
outside, the scenery looks surreal. </span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">As we come closer to the
final track, I switch the captain’s navbox over to LTE VOR and we
capture by a left turn the final using LNAV (Lateral Navigation),
much more accurate than the VOR mode of the autopilot. 2800 ft is set
in the altitude window and down we go at 1000 ft/min. </span>
</div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">9.4nm
from touchdown, we level off on a two mile segment. The Captain grabs
the altitude knob and winds it up to 5000 ft, our Missed Approach
Altitude. </span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">8.4nm
from touchdown, I select landing flaps and complete the landing
checklist. Quick look outside, undoubtedly the view is superb and the
vibrant colors add up to that feeling.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">7.4nm
from touchdown, we commence our final descent towards the runway at a
higher than average 3.7° angle.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">My
eyes are scanning the speed, altitude and DME distance, ready to call
out any deviation from the intended parameters. </span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: small;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><span lang="en-US">The
approach track is taking us right between two higher spots at around
1000 ft elevation on each side, preventing us from making any turn</span>
outside of a 3 nm radius from the airport.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">With
the sun shining a few degrees above the horizon, the ridges on our
left are lit with a truly magnificent golden light. Such an
unobstructed sight is overwhelming!</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">Time
to relish, the Captain disconnects the automatics and start a right
turn to catch up the runway centerline.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">Due
to its nature, Lanzarote’s terrain has a rather steep continuous
downslope below our flight path and we remain close to the ground
during the last two miles before touchdown. We're overcome by a sense
of speed as the aircraft is banked low over the ground. Left turn at
500 ft altitude - around 300 ft ground height - as
we line up with the runway. I'm always impressed by the
manoeuvrability of a 65 ton aircraft flying at 145 knots close to the
ground. I can tell the Captain is enjoying it and so am I.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: small;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">400 ft,
we’re stabilized, fully established and cleared to land.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">A
handful of cars are stopped on the road that surrounds the airport
and I can see a few people gathered to watch the 737 as she passes
by. </span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">Like
us, they drink in the last drop of the sun before it slips beneath
the horizon</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">The
radalt's synthetic voice starts to count down our height. </span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">50, </span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">40, </span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">30 gentle pitch up, </span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">20 thrust levers back to idle, </span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">10, greased
touch-down on the 7800 foot overheated runway.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span></div>
<div style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; font-size: normal;">I call “<i>speedbrakes up</i>”, the autobrake system kicks in and my chest is immediately pushed
into the harnesses. </span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">Reverses
deployed and engines spooled up to 75% N1, the 737 is shaking down
the runway in an intense roar, decelerating to vacate with taxiway E4
to the terminal.</span></div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;"><br /></span>
</div>
<div lang="en-GB" style="margin-bottom: 0cm; orphans: 2; text-align: left; widows: 2;">
<span style="font-family: inherit; font-size: normal;">What
a beautiful day in the Canaries.</span></div>
Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com5tag:blogger.com,1999:blog-6424244768666113203.post-82067228883576407052013-05-01T21:14:00.000+01:002013-05-01T21:14:31.868+01:00Flying in South California (video)<iframe allowfullscreen="" frameborder="0" height="393" src="http://www.youtube.com/embed/hCB82JPBHTI" width="700"></iframe><br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com7tag:blogger.com,1999:blog-6424244768666113203.post-12596247061771043882013-02-22T00:45:00.000+00:002013-02-22T00:45:50.306+00:00It's all about the Journey, not the Destination<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[0]"><i><b>Darren Williams</b>, 20 years of flying experience from ultralights to fighter jets. </i></span></span></span><br />
<br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[0]">Golfcharlie,
your youtube videos are just awesome. They inspire those who want to
strive for that big jet job, but as they say, "Yes, it's all about the
journey......Not the destination". </span></span></span><br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[0]"> </span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[1]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[2]">A little about me and my journey.</span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[3]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[4]">Like
many, my dream was to fly a jet airliner. In those days, here in
Australia, the path to the airlines was to take general aviation route
in its numerous forms. Charter, instructing, crop dusting, the list goes
on. You needed 2000 hours plus just to get a job flying PA-31 in those
days. In later years, some of my students were getting those same jobs
with less than 500 hours. How times have changed.</span></span></span><br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[4]"> </span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[5]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[6]">My
first job was flying charter in a Cherokee 6 and Tigermoth joyflights
before taking the instructor route. From there progressed to become a
very passionate chief pilot and chief flying instructor of a flying
school. I also flew adventure flights on the weekends doing aerobatics
in ex-military aircraft including jets as well as many other flying
experiences like fire spotting during our bushfire season and meat
bombing...uh, I mean parachute dropping.</span></span></span><br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[6]"> <span class="emoticon emoticon_wink"></span></span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[7]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[8]">I
was fortunate to fly over 40 aircraft types from ultralights through to
combat jets, teach 377 people to fly and experience the many wonders
and delights that only flying can provide. The only thing I never got to
do was to fly that big jet.</span></span></span><br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[8]"> </span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[9]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[10]">My
lifelong love affair with nearly 20 years of it flying was ended by a
mild stroke which saw me lose my medical. That was nearly 2 years ago
which to this very day is still hard to overcome.</span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[11]" /><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[12]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[13]">In
the last couple years of my career, I saw a change in the type of
students we had. It went from those who enthusiastically wanted to learn
to fly to those who only just wanted to do the bare minimum for the
licence. They had no desire to experience other things in aviation and
looked down on anything that wasn’t a Cessna with glass or a new piper
because it was either inferior to them or that was not going to be any
use to them working towards the shiny jet. </span></span></span><br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[13]">I have no doubt that most
wanted to fly but it is sad to see that the majority had no real passion
and a lot had a very limited knowledge of aviation outside of a Boeing
or Airbus. I ask new CPL holders of today what are their plans for
their careers only to get a quick “Cadetship, don’t want to do GA”. </span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[14]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[15]">The
MPL will only make things worse. No real depth of knowledge or
experience, and an over inflated ego to boot. The title of airline pilot
will become less prestigious than a bus driver (no offence to bus
drivers).</span></span></span><br />
<span data-ft="{"tn":"K"}" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2]"><span class="UFICommentBody" id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0"><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[15]"> </span><br id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[16]" /><span id=".reactRoot[37].[1][2][1]{comment412833068808930_65880211}.0.[1].0.[1].0.[0].[0][2].0.[17]">It’s
OK to dream of being a captain of a modern jet airliner, but sadly most
of today’s pilots don’t want the journey
anymore, and have a huge sense of entitlement to the shiny destination.</span></span></span>Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com8tag:blogger.com,1999:blog-6424244768666113203.post-57019383362887675432013-01-02T20:18:00.002+00:002013-01-02T20:18:09.810+00:00Life as an Airline Pilot (video)<iframe allowfullscreen="allowfullscreen" frameborder="0" height="393" src="http://www.youtube.com/embed/I712YXdJ6_0" width="700"></iframe><br />
<br />
Part 1. Intro 0:00 to 1:38 , soundtrack: Audiomachine - Redemption<br />Part 2. City tour (Alicante) 1:39 to 2:30 , soundtrack: Thomas Bergersen - Immortal<br />Part 3. Flying Scenes 2:31 to 5:40 , same soundtrack (Thomas Bergersen - Immortal)<br />Part 4. Days Off, flying gliders 5:41 to 7:09 , unknown soundtrack title<br />Part 5. Flying Scenes 7:10 to 9:37 , soundtrack: Data Romance - Night Section<br />
<br />Rendered with Sony Vegas HD 11.0Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com14tag:blogger.com,1999:blog-6424244768666113203.post-76669977919052418702012-11-05T02:12:00.000+00:002013-02-22T00:54:53.458+00:00Sunrise over a sea of Fog<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQ1_5HIcOmjEDQ5Jdgt_FhW-OmrHvtysZSEdPPaIhgAhlqxmE5grRhyphenhyphenKhZ6OS8xmpR02ytYB6DSIVJr5TtkvR4Mz_Ku9oHrnUFgkoIorIpyYH4fJnxVQkX_SSmgDryFbRyNxBLXxcf0_8/s1600/DSC08619b.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQ1_5HIcOmjEDQ5Jdgt_FhW-OmrHvtysZSEdPPaIhgAhlqxmE5grRhyphenhyphenKhZ6OS8xmpR02ytYB6DSIVJr5TtkvR4Mz_Ku9oHrnUFgkoIorIpyYH4fJnxVQkX_SSmgDryFbRyNxBLXxcf0_8/s400/DSC08619b.jpg" width="400" /></a></div>
We are coming down at 280 knots indicated airspeed. <br />
Ahead, less than 100 miles, is our destination still fast asleep, laying between two mountains picking at 4000 feet and partially covered in snow. <br />
<br />
The ride across Europe was smooth and beautiful. We flew into the night since we took off and the day has only recently starting to get up.<br />
<br />
I am pretty sure we can spot the runway in our 12 O'clock, ahead of a low level cloud layer. <br />
We're flying a long straight-in approach and our engines have been at idle thrust since we left our cruise level, we hope to keep it this way up to about 5 miles on final. <br />
<br />
We picked up the ATIS a few minutes ago and it was reporting CAVOK with very good weather conditions for the season. <br />
As we get closer, we can clearly see the fog layer slowly but surely moving towards the runway. Over my left shoulder, I can hear the Captain say something like "<i>this could get interesting</i>". He might well be right. <br />
<br />
Passing through 15,000 feet, seatbelts ON. My colleague switches from VOR to the ILS in the navaid panels and we check the frequency ident against the airport chart. <br />
<br />
<br />
Looking straight ahead, it's still hard to tell whether fog will be an issue.<br />
However, this amazing reddish light filling the entire landscape is simply superb. Quite a great remainder of how lucky we are to be seating in the front seats of this Boeing 737. <br />
God, the view from the flightdeck never fails to be awesome! What a sight, once again! <br />
<br />
20 miles from touchdown, it's time to earn my money. <i>Click click</i>, <i>clack clack</i> and an oral warning confirms that the autopilot has been disengaged. <br />
<br />
Quick glance at the engine gauges, N1 still showing idle thrust. Looking good.<br />
Speed is getting back and the Captain extends the flaps to slow us further down. I'm following the Flight Directors, two cross beams that show the correct pitch and bank angle to stay perfectly centered on the ILS.<br />
<br />
As we're getting closer, our shadow takes shape on the flat fog layer. <br />
It is nothing short of breathtaking. Very rare sight as we have the sun in our back, one which I will remember for a while.<br />
<br />
Nose up a few degrees to get rid of some excess speed before we pop the gear down.<br />
The Tower controler confirms a half-mile visibility on the runway threshold with an estimated cloudbase of 200ft. Right on the limit.<br />
<br />
"<i>Gear down, Flaps 15</i>" and landing checklist. Here we go. <br />
<br />
We're only at 600 feet above the ground when we enter the clouds.<br />
I am focused on my instruments while the Captain is looking outside, trying to spot the approach lights that will allow us to continue below the minimums (200 ft). <br />
Small correction to the right, speed is glued to 147 knots, the glide slope is steady. <br />
Quick glance at the engine display, N1 at 48%, marginally below the usual 51-53% for a flaps 30 landing. I can anticipate a slight loss of speed in the next few seconds and decide to add 2% thrust already. <br />
<br />
"<i>Plus Hundred</i>" callout from the radio-altimeter and still nothing outside.<br />
I run the go-around procedure in my head. If we are not visual by 200ft, I will hit "TOGA" (go-around thrust) and call "<i>Go Around, Flaps 15</i>" to carry out the missed approach as we briefed during the cruise. Straight ahead initially, climbing to 3000ft, Flaps 5 selected by 400ft with HDG Select engaged. Everything is clear in my mind.<br />
On the PFD, the radalt counts down the remaining height: 260 feet, 250, 240, 230, ... 220 and finally here they are, approach lights in sight! "<i>Minimums!</i>"<br />
<br />
We slip beneath the thin fog layer with no runway sight due to the reduced visibility. <br />
I must now resist the temptation to push on the yoke but still get the feeling that we are high. My glide slope indicator is showing "half a dot" low with 3 or 4 knots excess speed. Gentle pull back and I almost immediatly set 700 ft/min on the VSI to keep it going down. At such low altitudes, it is no longer a catch up game with the ILS.<br />
<br />
The runway lights finally appear. We're on profile and two Airbus A320 are watching us from the holding point.<br />
145 knots over the threshold and by 20 feet the thrust is brought back to idle.<br />
Firm touchdown just before the 1,000 foot marker. The runway is fairly short so no messing around.<br />
The two reversers are unlocked and the engines spooled up to about 80% N1, delivering the full reverse thrust which slows us down very effectively along with the autobrake system. <br />
"<i>100 knots</i>", "<i>80 knots</i>" and we vacate first right. <br />
<br />
As a First Officer, it is my role to complete the taxi-in <i>flow </i>(checklist done by memory).<br />
I mechanically turn the autobrake knob onto the OFF position, check the secondary engine gauges and hydraulic system, disconnect the FD's, reset the speed bug, ...<br />
<br />
But to be honest with you, my head is still up there, just above the magnificent fog layer.<br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVJ_16hfRvy11nR4RCWQn2LHpyKQCLjFTejanNaK8q9fYSCB2HNFPLEH70PibT8s-BjR9aKQbXBSTYAM3GTGlSzKSvxWSujjEAHKJRvvHE2JmJoIH3Xi1iATpzv5zAd1tV4CglcuYuFIU/s1600/IMG_5538b.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVJ_16hfRvy11nR4RCWQn2LHpyKQCLjFTejanNaK8q9fYSCB2HNFPLEH70PibT8s-BjR9aKQbXBSTYAM3GTGlSzKSvxWSujjEAHKJRvvHE2JmJoIH3Xi1iATpzv5zAd1tV4CglcuYuFIU/s640/IMG_5538b.jpg" width="640" /></a></div>
<br />
<br />Golfcharlie232http://www.blogger.com/profile/01107155415089024670noreply@blogger.com8