Tale of a New Boeing

Continental Airlines has many new Boeing aircraft on order. The Boeing 787, B-777, and the Boeing 737. As a B737 First Officer, we are qualified to fly all the 737 versions that Continental operates. This includes the B737-300, -500, -700, 800, -900, and the newest -900ER. Over the past two months, we have started taking deliveries of the B737-900ER.

The B-737-900ER is big for a 737. In fact, this airplanes actually holds one more person than the Boeing 757-200! It's long, heavy, and fun to fly. It has lots of new technology and I had the
opportunity to fly it for the first time yesterday.
Tail number N37413.

My first impression was it's exactly like the B737-900. However, after sitting in my seat, I noticed quite a few differences. The most noticeable was the standby instruments. They are now integrated into one electronic display instead of 3 separate instruments. The autopilot had more functionality as we were now given control over altitude and speed intervention during vertical navigation climbs and descents and one of my favorites is the ability to see a profile view of your flight plan and the terrain underneath you.

Our flight yesterday took us from Newark (KEWR) to Ft. Lauderdale (KFLL) and back. It was a nice day to work a day trip to Florida as the weather from the previous day in EWR had moved out and there was a break before thunderstorms were to move into EWR for the evening rush hour. Our departure was at 7:25 am and I was flying with a captain who recently turned 60 and was taking advantage of the new FAA regulation that allows pilots to fly beyond the mandatory retirement age of 60 that used to be the norm.

I flew the first leg to KFLL and the route of flight took us over land until we reached Wilmington, North Carolina and then over water until we reached KFLL. It was an uneventful takeoff and climb out. The airplane flew great and responded quickly to my inputs. After studying about the new technology the company provided us, I was anxious to put it to good use too. It worked as advertised and was a welcome addition to our cockpit resources.

About an hour and a half into our flight, at Flight Level 400 (about 40,000 Ft) we were on AR21 about 134 nm off the coast of Savannah, Georgia (KSAV). We encountered scattered thunderstorms and were navigating around them to provide a safe and comfortable ride for our passengers. These storms were above our altitude and this picture is one of the larger thunderstorms we flew around.

It's always a fantastic site to see these storms from this position. Knowing how dangerous these storms can be and how much destruction they can cause to the people on the ground, I was glad
this one was over over the ocean.

We started our descent when I briefed the approach and selected flaps 30 and our arrival speed for landing. We checked the weather, runway conditions, length, and notice to airman to assure our arrival into KFLL. At about 1200 feet above the ground, we were configured at flaps 30 and slowing to our approach speed. I started hand flying the aircraft and clicked off the autopilot that we use to reduce our workload during the flight so I can get a feel of how this new aircraft will fly at slow speeds.

At 50 feet above the ground I began to flare and slowly reduce the power to touchdown. When the wheels smoothly began to spin up to 150 kts (Vref) the autospeed brakes deployed, the autobrakes applied smooth anti-skid braking and I applied idle reverse thrust while commanding the rudders to keep the aircraft right on the centerline. After the captain called out 80 kts as we were slowing, I smoothly took over the brakes from the autobrake system and stowed the thrust reversers. As we slowed to taxi speed, the captain took over the aircaft so he can taxi us to the gate in KFLL.

My first experience with the B737-900ER was wonderful. It was smooth and responsive and the new technology was outstanding. As we prepared for the flight home, I commented to the captain that it was a great plane to fly.

On the return flight to KEWR, we were 100% full. We had 184 souls on board the aircraft which included two jumpseaters, 6 crew members, 173 passengers and 3 lap children. The plane was loaded with over 22,000lbs of fuel and our 2:32 flight plan was routed similar to our route down, over water and then back over land by Wilmington.

Newarks weather had cleared up and on the descent it was cloudy with winds gusting up to 35 mph. It was perfect weather conditions to test the aircrafts ability to fly such a heavy load in very gusty wind. These conditions are challenging for any pilot, but a new aircraft and a heavy load added to the stress of this arrival. This flight also found us holding for 20 minutes for volume and gusty winds so air traffic control could space aircraft out further due to the weather conditions.

We finally turned and lined up with runway 22R in EWR and were given clearance from air traffic control to land. The captain did a fantastic job and the aircraft flew as expected . The touchdown and rollout were excellent despite the heavy winds. We taxied to our gate and cleaned up the aircraft for the next crew. This plane was headed back to KFLL for another turn this evening while the captain and I went home for some much needed rest.

The new technology of the Boeing 737-900Er is a welcome addition to the Continental Airlines Fleet. While we fly mostly new aircraft, the privilege of flying a brand new airplane that is still under warranty is always exciting. Thanks for reading, check back often!

N757KN - A Cessna 152

I remember that tail number vividly. When I first started taking flying lessons, this was the aircraft's registration. A Cessna 152 that was large enough to fit two people but small enough to practically be on each others laps.

FRG (Farmingdale Republic Airport) is a busy, tower controlled field in Long Island. I lived in Brooklyn and my dad would drive me an hour to the airfield for my flying lessons. We were driving home after my very first lesson and the radio news was reporting a light airplane accident in the vicinity of FRG. After calling the family to assure them we were safe, we called the flight school and it was confirmed. N757KN was involved in a mid-air collision with another aircraft on short final.

Only two hours earlier, I tied down N757KN on the ramp and my instructor signed my logbook for the first time. It was a 1.4 hour flight with one landing in VFR day conditions. The feeling that I had flown an aircraft, which had now been involved in an accident and ended in the deaths of 2 people, was overwhelming.

I spent the next week wondering if I wanted to continue taking flying lessons. I learned some facts about flying that the general public just doesn't know. Here's what I learned...

Your odds of Death by...

• Cardiovascular disease: 1 in 2
• Smoking (by / before age 35): 1 in 600
• Car trip, coast-to-coast across the USA: 1 in 14,000
• Bicycle accident: 1 in 88,000
• Tornado: 1 in 450,000
• Train, coast-to-coast: 1 in 1,000,000
• Lightning: 1 in 1.9 million
• Bee sting: 1 in 5.5 million
• U.S. commercial jet airline: 1 in 7 million

Number of Accidental Deaths Per Year By Cause in the USA

• 100 on commercial flights
• 850 by electrocution
• 1000 on a bicycle
• 1452 by accidental gunfire
• 3000 by complications to medical procedures
• 3600 by inhaling or ingesting objects
• 5000 by fire
• 5000 by drowning
• 5300 by accidental poisoning
• 8000 as pedestrians
• 11,000 at work
• 12,000 by falls
• 22,500 at home
• 46,000 in motor car accidents

After spending some time researching facts regarding aviation safety, I came to the conclusion that I wanted to continue my flying lessons. My parents then brought me to the flight school for a sit down talk with the owner, remember I was 13 at the time. It was the first of many good decisions that I made regarding my aviation career. I will soon learn that their will be many obstacles on my quest to become an airline pilot.

I do not know what happened to N757KN after the accident. The aircraft, however, will remain forever in my memory as the first aircraft I ever flew.

MX Jokes

After every flight, Qantas (Australia's major airline) pilots fill out a
form, called a 'gripe sheet,' which tells mechanics about problems with
the aircraft. The mechanics correct the problems; document their repairs
on the form, and then pilots review the gripe sheets before the next
flight.

Never let it be said that ground crews lack a sense of humor. Here are
some actual maintenance complaints submitted by Qantas’ pilots (marked
with a “P”) and the solutions recorded by maintenance engineers (marked
with an “ S”). By the way, Qantas is the only major airline that has
never, ever, had an accident.

P: Left inside main tire almost needs replacement.

S: Almost replaced left inside main tire.


P: Test flight OK, except auto-land very rough.

S: Auto-land not installed on this aircraft.


P: Something loose in cockpit.

S: Something tightened in cockpit.


P: Dead bugs on windshield.

S: Live bugs on back-order.


P: Auto-pilot in altitude-hold mode produces a 200 feet per minute
descent.

S: Cannot reproduce problem on ground.


P: Evidence of leak on right main landing gear.

S: Evidence removed.


P: DME volume unbelievably loud.

S: DME volume set to more believable level.


P: Friction locks cause throttle levers to stick.

S: That's what friction locks are for.


P: IFF inoperative in OFF mode.

S: IFF always inoperative in OFF mode.



P: Suspected crack in windshield.

S: Suspect you're right.


P: Number 3 engine missing.

S: Engine found on right wing after brief search.



P: Aircraft handles funny.

S: Aircraft warned to: straighten up, fly right, and be serious.



P: Target radar hums.

S: Reprogrammed target radar with lyrics.



P: Mouse in cockpit.

S: Cat installed.


And the best one for last…

P: Noise coming from under instrument panel. Sounds like a midget
pounding on something with a hammer.

S: Took hammer away from midget.

My First Flight

When I took my first flying lesson at 13, my dad later told me that it was to scare me out of flying! He said "Flying is a tough business" and that "I wouldn't like it." You see, he worked for Eastern Airlines many years ago as a Ramper and a Manager. After Continental bought Eastern, he lost his job that he loved and wanted to protect me from going through the same pain.

After my very first lesson at Farmingdale Republic Airport (FRG) in Long Island, I was hooked for life. My Grandma lives close to this airport and every time we visited her, I would insist that we drove past it, even if it was 10 minutes out of the way. I especially liked going by it at night since it was all lit up with the blue taxi lights.

My father reluctantly agreed to pay for my first flying lesson as an early birthday present. He called up the flight school and made an appointment for me to meet my instructor and go flying on March 20th, 1994.

I arrived at the airport on a crisp March morning for my first lesson. I was extremely excited and nervous. Something as thrilling as the prospect of flying would make nearly anyone get butterflies. My first instructor was a young guy named Peter who was just biding his time to become an airline pilot himself. He taught me how to pre-flight a Cessna 152 and after warming up the engine, we taxied to the runway for takeoff.

"Relax" he told me. "You'll be surprised at how fast you catch on." He explained the airspeed indicator and the hand throttle and all the airplanes controls. "Always be gentle with the controls...relax, be smooth and easy" he said. As we scanned the sky for other airplanes, Peter called the control tower for clearance to take off. "Clear for takeoff," radioed the tower.

The palms of my hands were damp as I pushed the throttle for full power. I held the dual control wheel in front of me to feel what Peter did to takeoff. Accelerate...airspeed...45...50...55...hold gentle back pressure...lift off, we're flying!

It was amazing. I learned how to fly straight ahead, make turns, climbs, and how to descend. Before I knew it, my first flight was over. An hour ago I had no idea I could pilot a plane so easily...and confidently. We returned to the field and as I walked to the hangar, I felt like a changed man. I had learned something new and felt bigger for the experience. It was more satisfying than I had ever imagined.

When I looked ahead to the ways flying could change things for me, my father just smiled and said he was happy I had such a good time. And thus was the first day I went flying which began a lifetime of memories.

A Video I Created

This is part of a Video I produced from a long time ago when I was working for Continental Express. Enjoy!

http://www.youtube.com/watch?v=ou2j8iQ2RO4

My First Post - About Me!

Hi and thanks for viewing my blog! I'm an Airline Pilot in service with Continental Airlines and currently fly the Boeing 737. Prior to joining the Continental family, I worked for Continental Express and flew the ATR42 and the EMB 135/145.

The purpose of this blog is to give you a glimpse into the life of an airline pilot and what it takes to become one. I'm relatively young, at 29, to be an airline pilot. I have been in service with the airlines for the past 8 years as well.

I have the knowledge, the experience, and the stories that will help you become an airline pilot in short order. Plus I plan to entertain you with stories from my flying experience and from my friends in the industry. I will update this blog with pictures and information regarding my monthly schedule and where I travel to each and every trip.

Thank you for visiting and check back often!