Position: Over Kansas City
Altitude: 36,000 feet
Mach Number: Point Seven Nine (.79)
Headwind Component: 86 knots
Equipment: A320
Pax-on-Board: 150 plus two jumpers
Departure: KJFK (New York City)
Destination: KSAN (San Diego)
Airborne... Flying has been getting in the way of blogging.
Spring break is underway and the pax loads are huge. In fact, so much so that the wife-of-my-youth has been unable to non-rev with me for a couple of weeks. Those of us looking up the seniority slope, instead of gazing down from the summit, are flying heavy schedules. I'm not complaining, though. I am truly fortunate to have this life on the Airways of America.
Talking about airways... We have been paralleling a contrail for about 100 miles. It is mesmerizing as the sun sets behind it. We cannot see the actual aircraft, only the contrail it is leaving in its six.
My co-pilot, the Argentinian Kid that I really like flying with (and have written about on this very blog) is the flying pilot. He might be the best pilot I have ever seen. Yeah, I know... Some of the old war horses were really good, but there was a lot of hero worship on my part. They could have been flying with the needle and ball on opposite sides of the case and I would have thought it was the greatest thing in aviation.
Center-tank fuel pump 2 fault...
Fi-Fi's systems monitoring software has detected a fault in one of her center-tank fuel pumps. An amber caution light and warning bell followed by a short message from the ECAM (electronic centralized aircraft monitoring) display alerts us and gives as a suggested course of action. Fi-Fi wants me to open the fuel cross-feed valve so that the remaining center-tank fuel pump can distribute the center-tank fuel to the engines. That is a reasonable request... I reach overhead and push a button opening the cross-feed valve. Next request from ECAM is to de-energize the broken fuel pump, which I do with another button.
Obviously, if the remaining center-tank fuel pump fails we cannot access the fuel in the center tank... That translates into landing short of our destination, KSAN, to re-fuel the wing tanks. I decide to email my dispatcher to alert her of that possibility.
Dinner time...
The lead flight attendant calls me to report our crew meals are ready. I ask her if they are cloned-replicator low-bid crew meals or real First Class food. She says they are crew meals, but she is not sure what they are... One looks like beef, maybe, and she thought the other might be chicken or pork. I look at the co-pilot and ask him if he wants his meal... He asks me if I am going to eat mine...
I tell the lead flight attendant that we are not eating. It's safer for the 150 souls-on-board.
Over FTI (Fort Union, N.M.)... 38,000 feet...
Following the flight plan, we climbed to and crossed GCK (Garden City) at 38,000 feet. The remaining center-tank fuel pump is losing prime as it moves the last of the kerosene out of the center tank. We are now good to make KSAN, then KONT (Ontario: the alternate, if necessary) with remaining wing tank fuel. The headwind component is slightly greater than forecast... About plus five knots. In practical terms, this means we will have enough fuel to hold three turns, shoot one localizer approach to KSAN runway 27, miss the approach and go immediately to our alternate of KONT, arriving with minimum legal fuel.
Everything has to go our way tonight. That is why I assigned the flying pilot job to the Kid. He is young with fast reflexes, perfect eyesight, and an agile mind. Not to mention that Fi-Fi seems to like him. I tell him what we need to happen and he makes it happen.
Over PXR (Phoenix, AZ)... 38,000 feet...
The number one VOR receiver fails over PXR. It is rare to have two failures during a flight. I send an email to Mother reporting the new fault and dutifully write it in the logbook. We still have number two VOR receiver, DME receiver, two GPS units, and three inertial nav computers... High-accuracy nav capability remains intact.
Over IPL (Imperial, CA)... 32,000 feet...
KSAN weather is two miles with fog and 800 feet overcast. We need one and three-quarter mile visibility for the non-precision approach. During the approach, we can descend to 690 (640 + 50 mandatory company buffer) feet on the barometric altimeter... The airport elevation is 17 feet. So, as you can see, we might have a problem. My mental fuel computer is in the highest state of awareness complete with the little red uh-oh light flashing.
IPL is the starting point for the LYNDI TWO area navigation arrival into KSAN. The LAX center controller has slowed us to 280 knots indicated airspeed and tells us there are no serious delays into KSAN. That is what I wanted to hear.
Crossing VYDDA intersection at 4,000 feet... 210 knots...
The Kid is flying as he always does... Aggressively, but in total control. Fi-Fi is following his commands and behaving. He asks for flaps/slats to the first notch... The next crossing altitude is 3600 feet two miles ahead. We are cleared for the localizer approach to runway 27 and contact tower over REEBO.
Crossing REEBO intersection at 1,800 feet... 160 knots...
The gear is down and locked, leading edge slats at 22 degrees/trailing edge flaps at 20 degrees. A 3.14 degree glide-slope is recommended after REEBO. Since this is a non-precision approach, there is not an actual radio beam glide-slope, but (and this is one of many reasons I love this aircraft) the Electric Jet builds us a virtual glide-slope, which the co-pilot follows. In the old days flying the 737 steamers, we would descend to a minimum altitude, fly at that altitude until the next descent point, and then descend to the next minimum altitude, etc. This virtual glide-slope business is much better.
100 feet above minimums... 145 knots...
The cloud ceiling, allegedly, is 800 feet above the airport. We are east of the airport at 770 feet above the runway height and still in the fog.
Minimums... 145 knots...
I can see the approach lights through the fog and tell the co-pilot approach lights in sight. On the left side of the runway is a PAPI (precision approach path indicator) burning though the fog with two white lights/two red lights... We are on a good vertical path. Ahead, and only a few feet below the main landing gear wheels is the infamous parking garage... Would not be good to be low here.
Touchdown... 125 knots...
The Kid rolls it on slightly past the 1,000 foot marker... Cannot feel the tires contact the asphalt. The only clue is the wing spoilers rising and forcing the weight onto the landing gear. As usual, he makes my landings look amateurish.
We were so engrossed in the arrival and and approach, both of us forgot to send a message to Mother for a gate assignment. When the ground controller asks us which gate we are going to, I wag it and tell him the usual assignment. He clears us into the alley, but I can see no rampers waiting for us. Oops!
I confess to the controller that I don't know where I am going. We are calling company. He laughs and says no problem... uh, just don't block Delta coming out of the alley.
Roger that...
The assigned gate is at the other end of the airport, so I use asymmetrical thrust to make a tight turn in the alley and begin the taxi to the correct gate. OK, this is a little embarrassing.
Back in the Iron Age, a real Captain would have been chewing my butt (while taxiing) for not having the gate information.
That was then, this is now...
Life on the Line continues...
37 comments:
As always, nicely done.
I'm sure the MX crews were waiting to crawl all over fi-fi and both Mother and the return crew were wondering if the outbound would have an MX delay or cancellation.
Keep the shiny side up, and don't let your scarf get caught in the rudder.
I've been refreshing your blog very much this last week and finally there was a new picture loading up!
The fact that you were still approving comments to be posted on your old posts kept me calm!
Did you hear about the unmanned tower incident at KDCA? What are your thoughts about this? Never really given it much thought, but ATC is a very stressful job and it must be tough sitting multiple hours in front of a screen keeping track on a number of aircraft.
Safe flying,
Edwin.
I loved to sit at the Spreckles organ concerts in San Diego and watch the airplanes come in to the west.
I've never flown in there and hopefully won't have to. I love the drive down I-5 and seeing all the activity at Camp Pendleton.
Clear skies!
Did they mx your airplane?
It was a long wait, Dave but we understand. :-)
Glad you had some time to post! I enjoyed reading about flying into San Diego. I'd heard it was somewhat difficult... I read an interesting account written by a Delta pilot describing his experience landing in Japan right after the quake. Wow! It's amazing everyone made it to the ground in one piece.
Blue Water Seafood, 3667 India St. - whatever is fresh. Choose the size: two tacos, fish salad or full dinner. It's a couple of blocks from the airport -- don't get on the Interstate.
And thanks for the great rides!
Were the choices steak or fish?
(Good that you both passed on the meal, but in any case don't ever choose the fish. Ever.)
And don't call me Shirley.
Being a Flt Sim junkie, I have landed on rwy 27 at KSAN many times. As fun as it is in the virtual world, I can't imagine having to do that app in the fog in real life. I guess that's why you get paid the big bucks?
What a magestic photo ... a wonderful story in and of itself. The sights you share from up there never cease to amaze me.
That virtual glideslope sounds fantastic! It's funny to think of Fi-Fi turning a half a donut in an alley ... I bet she enjoyed showing off her turning radius.
Very nice to see you back Captain.
It's the combination of self-deprecation, credit-giving to others, and total authority that really makes this blog.
hi dave,
welcome back , i was worried that you had moved to a tropical island and my favorite blog would be no more.
look forward to your next one.
al. from south africa
Finally, a new entry in your fantastic blog. Always good to hear about your admiration for the younger guy. Glad you made it even with those 2 alerts along the way. Happy to read you blog.
Love reading your blog. Your stories from the right seat are always interesting and clever. That was quite an active flight!
gunner- they were, three techs waiting...
Edwin- Thanks... Yeah I heard about DCA. I don't have any inside info (yet) but I bet someone gets a few months on the sidelines. Hats off to those crews who decided to land using uncontrolled procedures. I am glad I was not there.
almbunny- yep, the mechanics were waiting. The a/c only had 58 min on ground.
john- yep, my favorite scene is when the captain looks down at his plate and sees a fish skeleton.
DeAnn- thanks... your comments are much appreciated
David- thanks...
David White- the localizer approach into SAN has always been problematic because it is very busy with the other traffic ahead of and behind your a/c, the steeper than normal descent profile and the terrain east of the runway.
Ed Skinner- I'll keep that in mind... Thanks
Ben Read- thanks...
Captain,
I am currently going through my Instrument Rating training now and I'm being taught to get down to the MDA as soon as possible this way I have more time at the MDA to see the airport. Wouldn't you want the same in a jet with a 150 knot ground speed instead of flying the computer derived glideslope?
Love the blog and can't wait for your book ;-)... Stay high and fly high.. Steve
Thanks for the story, Cap'n! Once again, so well told that I was sitting on your shoulder the whole flight.
I AM surprised, however, that number 2 VOR doesn't have a glideslope. Even my little Beech has 2 of those - one that it had before, and another one added as part of the Garmin GPS installation.
BTW, how did FiFi know #1 was broken enroute? Did she do it? Don't you use GPS waypoints instead of the VOR stations?
Captain Dave
Another fantastic read - thank you for the great post! It's interesting to know that those of us in the back think everything is going so smoothly, yet there can be "glitches" in the office! But of course, we don't hear that - we just enjoy our flight!!!
Blue skies
Mark
Capt. Dave,
Do you know the meaning of "generous teacher" and "humble pro?"
I do. It is you, sir.
thanks
=) this is awesome...keep writing capt!
Impeccable flying - as always, Captain. For a moment there I thought you were finally found out and told to cut it out on the blogging by Mother!
Safe flying, clear skies and smooth winds
Steven- you are paying attention! OK, here is the current thinking on that, and I more or less agree. The virtual glideslope business is very accurate, in fact as accurate as a real glide-slope, so we use it. It is considered safer than holding the MDA and flying along a few hundred feet above the terrain looking for the airport. There have been countless accidents derived from that practice in the air carrier business as well as gen av. Thanks for the compliments on my blog, too.
D.B.- its that engineering thing coming out in you, isn't it? Yes, Fi-Fi does have two glideslope rx and we could have used it if we shot the ILS runway 9 at KSAN. Fi-Fi is an inter-twined electronic entity that knows everything about her circuit boards. Yes, she detected a small fault in the #1 VOR and failed it as a pre-caution. Yes we use GPS waypoints and VORs combined. She is capable of very precise navigation. Good questions, by the way...
Mark Lawrence- thanks...
Olson- no, but I do now. Thanks for the nice compliment...
aishah meor- thanks...
Rush- thanks...
Another winner, Dave, with your attention-riveting writing. I love your photo also, with the contrail leading into the sunset.
I still can't fathom why the company offers such (perhaps even dangerously) inferior meals to the two most important people on board with the responsibility for their multi-million dollar equipment, let alone their passengers' lives!
I am particularly enjoying the comments and your responses - there are some really nice folk on board this flight!
Aaah, good old crew meals, how I miss them!
Our company had a cost saving drive and got the cheapest crew meals possible. The experiment lasted only a few days after it was discovered that boil-in-the-bag rice and microwave curry are indeed cheap but there was no facility to either boil or microwave in the galley!
Great read as always...I was getting withdrawal symptoms with the wait!
Hello Captain Dave,
Well worth the wait.
Thanks so much as always....
Noella is dead on i.r.o. her comments re crew meals.
Does seem to be pretty weird logic on the part of airline companies ?
Do you pack your own 'padkos' (food for the road) ?
I suppose that would be a whole mission in itself....especially being on the move as you are between flights.
No....not a practical suggestion...
Surely pilots could sit down with Mother and talk about this... ?
Good to have you back Captain.
I was awfully afraid you had retired without telling us...
Bev
Cape Town
P.S.
Pardon the prod....I try so hard not to....
It does speak volumes for this blog though....
Captain & Steven - re MDA vs. virtual glideslope - is there also a question of slant visibility in mist / fog conditions? eg at, say, 3 miles to run, the visibility towards the threshold on a slant on a glideslope at 900' will be better than at 3 miles / 700'MDA. So better chance of seeing the runway earlier on a GS than at MDA?
Always look forward to your posts, please keep them coming. From the UK.
Hi,
I have been reading this blog for a couple of months and I already feel like a little kid again waiting for the next issue of my favourite magazine.
I love hearing about what goes on behind that locked door at the front of the plane.
Can't wait for the next installment!
I lived in San Diego for quite a few years and visit periodically since leaving, so have been on board for quite a few landings at SAN over the years. From a passenger point of view, we always hoped its reputation as a difficult landing situation would keep pilots extra alert.
In the spookiest landing several years ago, we dropped under cloud-cover awfully close to the ground, over terrain that didn't look anything like the normal approach terrain. We went swooping up and around for a redo.
I've been on both sides of the near eyeball-to-eyeball exchange between passengers and workers in the office buildings.
Been a while since I've chimed in. Thanks for another excellent read Dave.
Great post, as always, captain. I went to high school with a girl whose dad was the guy who designed the "infamous parking garage." I gave her hell about it each time I had fly in to San Diego.
Yet another great post. I gain more and more respect for the "Electric Jet" every time I read your blog. One quick request, I've heard the departure out of KSAN is kind of a pain, would you ever consider writing a few words about it?
As always, a very nice post Captain!
Steven, regarding the Virtual GS, in our company we say that it is for passenger comfort, fuel saving reasons and of course the precision, i.e. less playing around with the thrust levers for a level off means a quieter cabin and less fuel burned. It's always about safety and money.
Great blog! Gotta love a humble Skipper! I really enjoy reading and can relate to a lot of what you're writing. Keep em coming boss
//Martin, on the other side of the pond
Captain Dave said.."Steven- you are paying attention! OK, here is the current thinking on that, and I more or less agree. The virtual glideslope business is very accurate, in fact as accurate as a real glide-slope, so we use it. It is considered safer than holding the MDA and flying along a few hundred feet above the terrain looking for the airport."
The one plane I fly does have a GPS derived glideslope but my instructor prefers flying at the MDA since it might give you more time to see the runway environment. I guess it is company SOP to follow the derived glideslope when available or is it left to the PIC?
Motoring along at the MDA waiting for my time to run out always does give me the heeby jeebies.. than again right now most of my flying is in the flatlands, Jersey, RBV VOR to give you an idea, so high terain is not a major issue right now until I start speading my IFR wings.
Thanks again sir!
The only comment I have is that the word verification is "pabst" in clear red letters which I just couldn't pass up.
Do they still brew it up somewhere in the country?
Thanks Captain, great post! The unique approach into KSAN begs a question, which I'd like to pose to you and any other commercial airline pilots here: aside from the myriad oddball local/regional airports, what are the ten most challenging approaches in the contentinal US? And, as time allows, could you provide a few words as to why? Thank you, sir!
Isn't it great to have Fi Fi there to keep you informed and advise you of what you need to do? What would Gann have done in the DC-4's without all the whiz bang stuff?
Great post!
JetAviator7
Al Things Aviation
Jet Aviator 7- Ernie Gann would be shaking his head at the state of the Industry. He would be asking we Line pilots what happened? How did it get this way? What have you guys done?
Capt. Dave,
When I'm not flight training at the University of Illinois, I'm at home in San Diego. I have a great view of KSAN, and whenever I'm there I've got the scanner flipping between ground and tower.
I spent many hours during Spring Break listening to that scanner, and I think I can remember your Cactus going to the wrong alley as you describe. That almost makes me feel like I've been in the presence of a celebrity.
I read all of your posts, and I will say it again - the way you write is absolutely captivating and I cannot wait until I get to sit in the front seat of an electric jet. My Commercial oral is in two weeks; maybe two years until my electric jet career takes off.
Safe flying,
Mike
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