Sunday, January 27, 2008
Continental Divide
Position: Six miles above KASE (Aspen)Groundspeed: 450 mph (393 kts)
Magnetic heading: 270 degrees
Destination: KSFO
Passengers on board: 147
Day two of a four day...
It looks cold down there, even with the warm rays of the low winter sun illuminating the peaks of the Continental Divide. Below, in the shadow of those peaks, lies Aspen. It is a beautiful evening aloft as we proceed at, seemingly, a snail's pace toward the west coast. Our nose is in the wind...
Yesterday, our groundspeed was so high eastbound that our wrist watches started running backwards, or as my co-pilot said, "We almost landed before we took off." It was scary fast; we arrived 75 minutes ahead of schedule in Boston.
We are paying for it this evening, though. My dispatcher figured we would be better off staying low, trying to slip underneath some of the wind. The fuel flows are obnoxious, but the ground speed is almost 400 knots, which is acceptable against the wind. This route, with the weather requiring a landing alternate, is about the limit of Fi-Fi's fuel range. The co-pilot is flying this leg, so during the pre-departure briefing I impressed upon him the need to pay attention to the flight plan like a dog looking at a milk bone, or else we would be landing in KSLC (Salt Lake City) for more fuel, i.e., we can not go in a straight line at Warp 6, although I understand his need for speed... He is young, single, and in a hurry to meet a girlfriend at SFO.
We just passed over DBL (Red Table VOR) on time and on fuel burn. I need to call my dispatcher when we land and tell him he is a veritable genius.
Life on the line continues...
Comments:
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Dave-- as a passenger, I read on your blog how headwinds can make the fuel situation tight. I think you once wrote about how you had to make a fuel stop, battling a head wind from Seattle to Anchorage. I've only been on one airline trip in my entire life where we had to divert for fuel, and it had to do with us circling JFK, waiting for the fog to lift (it never did). I guess my question is: is it rare for an airliner to divert for fuel? How many times in your career have you had to do it?
# posted by 
: 7:40 PM, January 27, 2008
: 7:40 PM, January 27, 2008
Winds have been wicked lately. I finally got an oxygen-equipped airplane, and I've had to stay low to keep the headwind under 50 kts.
75 minutes ahead of schedule? Next time I'm flying with you... I would love to see my watch running counter clockwise.
# posted by : 8:11 AM, January 28, 2008
: 8:11 AM, January 28, 2008
When I was a youngster our boat would do about 20 knots. I learned it derived from a clever way to measure the speed of a vessel in water that involved dragging a length of rope with evenly spaced knots tied in it. The faster you go, the more knots are out of the water.
Still, I have a hard time understanding why jet airplanes report their speed in knots, which does not correlate with whole numbers to any basic unit of measure other than itself.
I really enjoy your blog.
Still, I have a hard time understanding why jet airplanes report their speed in knots, which does not correlate with whole numbers to any basic unit of measure other than itself.
I really enjoy your blog.
# posted by : 8:34 AM, January 28, 2008
: 8:34 AM, January 28, 2008
In aviation, nautical miles are referred to as "knots" and are 15% longer than a statute mile, or what your car speedometer reads. Also, probably not coincidentally, a knot is a minute of latitude, or 1/60 of a degree. Makes navigation a ton simpler, tho Fi-Fis computers don't mind either way :-)
# posted by : 9:47 AM, January 28, 2008
: 9:47 AM, January 28, 2008
Was that a front or was it Mountain wave on the leeward side?
# posted by : 12:01 PM, January 28, 2008
: 12:01 PM, January 28, 2008
Hi Dave, Been a fan of your blog for around 3 years now, fantastic stuff.
Have you ever wished you could fly somewhere around the globe outside of the empire?
Cheers, Ben (UK)
Have you ever wished you could fly somewhere around the globe outside of the empire?
Cheers, Ben (UK)
# posted by : 5:40 AM, January 29, 2008
: 5:40 AM, January 29, 2008
Hey Dave. I found your blog by complete accident about a year ago, and love reading your entries. Thanks for doing it. I fly only about 6 or 7 times a year, and usually fly American (I'm located in DFW so they tend to be convenient) I can't help but notice how young the pilots seem to be getting. What ever happened to the old dogs with a little gray in the hair??? Maybe I'm just getting old, (only 35) but It seems the captains are younger than me!! Best of luck and keep up the great work!
Tim
tkenney@bellandmccoy.com
Tim
tkenney@bellandmccoy.com
# posted by : 1:29 PM, January 29, 2008
: 1:29 PM, January 29, 2008
I have kind of a strange request, I teach 8th grade math and I have a student that is having some trouble in math but he "loves"(that word probably isn't strong enough) planes. I started last week tutoring him and I went on the angle of math used by pilots. Well, I'm actually majored in biology and have a minor in math but I have no idea what kinds of math you pilots use except for the obvious of velocity and speeds and travel times. Could you please give me some ideas of what kind of things to teach to my student. Any help you can give me would help me out A LOT! Thanx!
Ben(UK)- I could if I wanted to change aircraft. My aircraft, i.e., the 319/320 Airbus flys from Alaska to Central America and California to the Carribbean. I am very satisfied with the Airbus, so I'll think I will stay with it.
Tim- The average age of the captain at my airline is 43. Maybe they are coloring their hair.
Tim- The average age of the captain at my airline is 43. Maybe they are coloring their hair.
kesha- well, we use basic arithmetric... For instance, three miles per thousand feet of descent, i.e., lose 20,000 feet= 60 miles horizontal distance + tailwind correction of 1 mile per 10 kts, i.e., 80 kt tailwind = 8 miles additive. Also, 1 mile per 10 kts of airspeed loss, so if you have to slow 50 kts= 5 miles. And, of course, fuel calculations at different altitudes. Basic cruise burn is 5200 pounds p/hr at 35,000 feet at 150,000 pounds aircraft weight. As fuel weight decreases, fuel burn decreases as thrust decreases to keep same velocity. I keep detailed fuel burn records during every flight to detect fuel leaks. For instance, first hour burn, which includes lifting aircraft weight to cruise altitude, is usually 8,000 pounds. Second hour, 5400 pounds. Third hour 5200 pounds, fourth hour 5,000 pounds, fifth hour 4800 pounds.
Aircraft weight determines take-off distance and landing distance. We have charts created by our performance engineers giving distances for different weights, airport altitudes, temperatures and winds.
Does this help?
Aircraft weight determines take-off distance and landing distance. We have charts created by our performance engineers giving distances for different weights, airport altitudes, temperatures and winds.
Does this help?
Hi Dave, loved your description of 'basic arithmetic' used to determine fuel burn.These descriptions are just one of the many things I find so fascinating in your writing.
What a great photo! I was once stuck in a middle seat as we flew over that area while the passenger in the window seat (which I had requested) slept, blind down! Your view has helped satisfy my curiosity and ease my frustration of seeing nothing on that flight!
The main purpose of flying might be to get from one place to another safely, but to me any journey is much more than that - it's the whole show!
What a great photo! I was once stuck in a middle seat as we flew over that area while the passenger in the window seat (which I had requested) slept, blind down! Your view has helped satisfy my curiosity and ease my frustration of seeing nothing on that flight!
The main purpose of flying might be to get from one place to another safely, but to me any journey is much more than that - it's the whole show!
Dave,
I've been an aviation geek most my life. I used to work on B-52's in my short stint with the Air Force. I just read your blog from past to present. Great stuff. Looking forward to more.
I've been an aviation geek most my life. I used to work on B-52's in my short stint with the Air Force. I just read your blog from past to present. Great stuff. Looking forward to more.
# posted by : 11:59 PM, January 30, 2008
: 11:59 PM, January 30, 2008
Hi Dave, found your blog a few weeks ago and love reading it. Too bad that you are not flying in Europe :)
Can you clear up an urban myth? Is it true that pilots can not hear applause of pax after landings?
(I hate it anyway... here in Germany we have people applaud mainly on charter flights)
Can you clear up an urban myth? Is it true that pilots can not hear applause of pax after landings?
(I hate it anyway... here in Germany we have people applaud mainly on charter flights)
# posted by : 11:44 AM, January 31, 2008
: 11:44 AM, January 31, 2008
Keisha, tell us what type of math you are teaching: be it trigonometry, geometry, fractions, calculus, algebra or simple arithmetic I can give you with real world problems that pilots do. E-mail me at cockpitconversation@gmail.com
I love this blog, too!
Noella, I recently had a like-experience when flying over the grand canyon. Everyone had their shades down!
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Noella, I recently had a like-experience when flying over the grand canyon. Everyone had their shades down!
# posted by : 9:48 AM, February 01, 2008
: 9:48 AM, February 01, 2008 << Home
