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 25 Lou - STORIES (Read 911432 times)
LOU
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Re: Lou - STORIES
Reply #1920 - Nov 30th, 2021 at 3:31pm
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Dawn,
Your email brought back a ton of memories.  The nickname came from the fact that the 727's were poor climbers so we called the pigs.  Over time, a bunch of names were applied to every one of the 727 fleet.  I loved the names pilots came up with for the planes.  One of my favorites was: N54348 -231(A) My Hammy Vice.  A few of the pilots got stickers printed and at one time or another you would find a sticker applied to the plane, sometimes right at the entry door.  The newer -231 727's were the really slower climbers.  The -31 & -231 were the numbers that Boeing gave to the TWA planes.  The TWA 707's had a similar # -331, 331B, 331BA etc.

Of the 90 something 727s TWA operated, these are some of the names...

Registration - Type - Name
N12301 -231 Porky's Flagship
N12302 -231 Porky's Petunia
N12303 -231 Hambone
N12304 -231 Porc du Jour
N12305 -231 Picnic Ham
N12306 -231 Heavenly Hambone
N12307 -231 Pigadilly
N12308 -231 Duroc Delight
N52309 -231 Sows About It
N52310 -231 Squealor Pealor
N52311 -231 Spring Chitlin
N52312 -231 Lard Sakes
N52313 -231 Kermit's Desire
N94314 -231 Hampshire Humper
N64315 -231 Hog Lander
N44316 -231 Trough Aloft
N74317 -231 Weiner Winger
N74318 -231 Pigmalion
N64319 -231 Aurora Boarialis
N64320 -231 Lard Above
N64321 -231 Heavenly Hog
N64322 -231 Ham Sweet Ham
N64323 -231 Petulant Porker
N64324 -231 Gilty Lady
N54325 -231 South Dakota Suey
N54326 -231 Me-a-Farrow
N54327 -231 Poland China Diner
N54329 -231 Makin' Bacon
N54330 -231 Short Lardage
N54331 -231 Smokin' Porkin'
N54332 -231 Porky's Palace
N54333 -231 Pig o' my Heart
N54334 -231 Truffle Hunter
N54335 -231 Strato Swine
N54336 -231 Fog Hog
N54337 -231 Oklahoma Oinker
N54338 -231(A) Pickled Pig's Feet
N64339 -231(A) Star Swine of Beirut
N54340 -231(A) Bacon Bomber
N54341 -231(A) Gloria Vandergilt
N54342 -231(A) City of Smithfield
N24343 -231(A) Boaring Soaring
N54344 -231(A) Old Lang Swine
N54345 -231(A) Pork Link Connected
N64346 -231(A) Sue Oui
N64347 -231(A) Road Hog
N54348 -231(A) My Hammy Vice
N54349 -231(A) Sty Stream
N54350 -231(A) Sow Belly
N54351 -231(A) Ozone Oinker
N54352 -231(A) Ham Commander
N54353 -231(A) Poland China Clipper
N54354 -231(A) Millenium Wallflower
N84355 -231(A) Porker Forker
N84356 -231(A) San Juan Sow
N84357 -231(A) Barbados Bristler
N831TW -31 Boeing Oink
N833TW -31 Ham Tram
N839TW -31 Piggy Sue
N840TW -31 Sky Pig
N841TW -31 Thunder Pig
N842TW -31 Porky's Pride
N844TW -31 Pork Chop
N845TW -31 Warped Hog
N846TW -31 Lil' Porky
N847TW -31 Schwine Der Blitzen
N848TW -31 Hog Jaw
N849TW -31 Lard Limo
N850TW -31 Jimmy Dean
N851TW -31 Short Snort
N852TW -31 Queen of the Sty
N853TW -31 Kitty Hog
N854TW -31 Cloud Boarer
N855TW -31 Slow Pork
N856TW -31 Porcine Princess
N857TW -31 Swine Flew
N859TW -31 Gloria DeJavaline
N889TW -31 Celestial Chitlin
  

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Re: Lou - STORIES
Reply #1921 - Dec 7th, 2021 at 2:32pm
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Hi ALL,

Just flew the new CS 767-400 on MSFS...

WOW!  I love it.

Lou
  

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Re: Lou - STORIES
Reply #1922 - Dec 7th, 2021 at 4:19pm
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LOU wrote on Dec 7th, 2021 at 2:32pm:
Hi ALL,

Just flew the new CS 767-400 on MSFS...

WOW!  I love it.

Lou

I think I need to reboot my system, as after selecting the 767-400, MSFS CTD's. Shocked
I'll probably test it later today Oz time (it's 3:17am here now). Grin
  

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Re: Lou - STORIES
Reply #1923 - Feb 20th, 2022 at 8:58pm
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Hello all you simmers,

Hope you are all well and safe.

I was chatting with an old pilot friend and we were talking about minimum equipment for dispatch.  In the flight handbook there was a section called MEL or minimum equipment list.  Every once in a while we would have to consult the list to see if we were legal to fly if some item was not working. 

I remember a flight out of Dallas TX in a 757 one evening....

We arrived at the gate for the last flight from Dallas to New York.  The flight had a full passenger load and the weather was good.  When I arrived in the cockpit the first thing I would look for was the logbook.  In the logbook there was an item that would require looking in the MEL.  The left engine generator was INOP. The 757 has a generator on each engine and the MEL says in order to dispatch you need two sources of electrical power.  Okay, so we will need to run the APU for the entire flight to provide a second power source for the flight.  If the APU were to quit, or the other engine driven generator stopped working then you would have to declare an emergency and land ASAP before the plane would run out of battery power (around 30 minutes at best.

Well, over my flying career I had a few of these situations occur. 

I will digress...  I was flying out of Paris CDG one fine day in a Boeing 767-200.  We had just taken off and were in a turn to join the departure when one of the engine driven generators quit.  Shocked  We were fully loaded with passengers and fuel just to make it even more interesting.  I reached up and started the APU.  If it would not start we would be forced to return to CDG and make an overweight landing.  It started so we would continue with our flight to New York running the APU for the entire trip.

So I return to the Dallas story and our situation with the left generator inop.

Departure time is here so the front door is closed and we prepare to push back from the gate.  I called the fellow driving the push tractor and we release the parking brake.  As we started the push the APU quit and all went dark since we had not yet started the engines. I called the tug driver and told him to stop the push and bring us back to the gate and plug in ground power.  Maintenance was called and the jet-way was put back on the plane. I made a PA announcement to the passengers explaining the situation and that we would be delayed until we could resolve the problem.  A mechanic showed up in the cockpit and we discussed the situation.  He said he thought if he replaced the left generator switch on the overhead panel maybe that could fix the problem with the engine driven generator.  He worked fast and hard to install a new generator control switch.  Now we had to run the engine to see if the fix would work.  Ground air was installed so we could start the engine since the APU was dead.  Well, you guessed it, the switch replacement did not fix the problem so now what do we do?. While the mechanic was working on fixing the switch a mechanic supervisor came to the cockpit and announced he was having the APU temp probes cleaned and was going to sign off the problem with the APU quitting. 

Now by this time in my career, approaching 37 years in the cockpit, I was not happy with this solution to fix the APU.  Sad  I told the supervisor I was born at night, but not last night and argued that the APU needed something more than a cleaning of the temp probes.  He would not listen to me and continued to fill out the log book for dispatch.  Just as he handed me the log book telling me all was fine - wait for it - yes you guessed it... the APU quit again. 

So the epilogue is we ALL left the plane - passengers and crew - and went to the hotel and the next morning with a different plane we completed the trip.

Flying is fun! Grin
  

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Re: Lou - STORIES
Reply #1924 - May 30th, 2022 at 3:06pm
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Hello all you simmers.  Hope you are all well and happy!

I've mentioned this before but one of the fun approaches is the River Visual to RW 19 at KDCA.  I really enjoyed this approach in the B-727, but It's really fun in the B-757 as well.

Use this link to get a PDF of the approach plate: https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&ved=2ahUKEwi1l6ns...

The approach starts at the 10 mile DME arc of the DCA VOR 111.0.  You basically follow the river for noise abatement as you step down in altitude at the various DMR arcs.  There are some good visual check marks as you fly the approach.  You need to observe the P-56 area about two miles out as you start your final maneuver to line-up with the runway.  It's best to be configured for landing by the Chain Bridge around 6 DME so you can complete the landing checklist and concentrate on the approach and landing.

Give it a try and let me know how you like it.  You can also try the visual approach to RW 13 L&R at KJFK.  Once you feel comfortable with the approach, try adding some weather to make it more of a challenge.

Have fun,
Lou
  

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Re: Lou - STORIES
Reply #1925 - Aug 11th, 2022 at 7:15pm
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Hi Simmers,

I want to relate a short story of flying the Boeing 767.  As a pilot for TWA before American bought us in 2001, we were able to bid to fly both domestic and international flights as our seniority would allow.  Some times I would bid to fly a month of flying to the Caribbean, especially during the winter months.  These trips were not efficient since the flight time for each leg was around 3 hours from my base in New York.  Many of the flights were just one leg to the Caribbean and then layover and fly back either the next day or sometimes we would layover for day in the Caribbean and then fly home on the third day.  So only around 6 hours flight time for three days, but each trip was like a vacation so that made up for the low flight time.

On other months I would bid flight from JFK to Cairo or Tel Aviv which built up a lot of flight time in few days at work.  So I want to tell you about a flight I flew to Cairo in the 767 ER.  The flight over to Cairo from JFK takes around 12 hours depending on the winds.  The flight leaves JFK around 10 P.M. and arrives in Cairo around 4 P.M. local time.  On these long trip we had and extra pilot so we could get a short rest period during the flight.  The westbound trip could take around 15 hours, again depending on the winds.  So this night we were preparing to leave Egypt for the U.S. and the flight time was around 15 hours and the weather in New York was not forecast to be very good.  The weather around our arrival time at 6 A.M. was forecast to be - wind 190v210 30 G 40 ceiling 200 overcast and 1/2 mile viability with rain. There was a large low pressure area moving up along the east coast and with that kind of weather we were hard pressed to find a decent alternate airport that was within our range.

One of the problems with fueling the plane in Cairo is that the fuel was delivered by fuel trucks and not pumped from under ground storage tanks.  Fuel in the ground tanks would be cooler, a lot cooler than fuel in an above ground fuel truck.  The warmer the fuel the less fuel volume you can place in the wing tanks since the fuel expands with temperature.  For this flight we needed all the fuel we could get since the weather was so bad and the available alternates were not that close.  So this evening we asked the fuller to pump as slow as possible to reduce any foaming and thus get as much as we could in the tanks.  After the fueling was complete we calculated we would have just enough to fly to JFK, make one approach and have enough fuel left to fly to the alternate and make an approach or two.

Now I've told you all this detail to relate this approach in JFK to you and show you how interesting the landing was.  We flew as efficiently as we could by flying as high as we could and trying to avoid the head winds as best as we could so we had enough fuel to make the approach in JFK.  We were cleared for the approach and given the weather as: wind 190v200 degrees at 33 gusting to 40 with ceiling of 200 feet and RVR of 1,800 feet.  So after briefing the approach and the missed approach procedure we began the ILS to RW 22L at JFK.  It was pretty bumpy as we slid down the glide slope.  Our VREF was 127 knots and it was raining pretty hard.  As we passed the 500 foot call we were getting bounced around pretty good and as we approached our minimum of 200 feet I was able to see some ground and the approach lights and sequence flashers. I said continue and as the 200 foot minimum call came I saw on the ground speed read out - 88knots! Wow! As I went into the flare I was amazed how slow we were going in relation to the ground.  We touched down and the spoilers deployed and almost immediately the F/O called out 80 knots.  I never even deployed the reverse thrust and hardly even applied any breaking to make the first turnoff.

I was very happy to have been able to make the landing and not have to go to the alternate.

Have fun flying!

Lou
  

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Re: Lou - STORIES
Reply #1926 - Sep 18th, 2022 at 3:39pm
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Hello all you simmers,

In the above story I mentioned that I would bid to fly trips to the Caribbean during the colder months.  The trips were not that efficient for building time for the monthly total, but they were really like vacations each trip since you would stay a full day each trip so it was really like a paid for vacation every time.

This one trip - back in the 1990's I remember had a special ending.  We would leave New York's KJFK and fly down to Puerto Plata in the Dominican Republic.  The flight was about 3 hours and we would arrive in the early evening and spend the next day at the beach resort before flying home the next day.  I know, very tough duty!  Grin

Just before we were to fly home to New York, I was watching the news about the scheduled launch of the space shuttle which had been delayed but was now set to takeoff that evening.  We were flight planned along one of the AR (Atlantic Route) airways, well off shore maybe 400 hundred miles off the coast of Florida.  As we were flying north along the AR route at 41,000 on a clear night all of a sudden we could see the glow off in the west of the launch from Florida.  We saw what looked like the boosters separating from the main shuttle.  The shuttle was going almost directly over our flight path and as it passed over us we could see the short bursts from the steering thrusters against the night sky.  That is a flight I will always remember.

If you folks have any questions or comments send them to me here and I'll try to answer them. 

As you may know since I retired from flying, I am an enrichment speaker on Viking Ocean ships where my main job is Viking Resident Astronomer on the two ships that have state-of-the-art planetariums and very high end telescopes that allow me to show passengers the wonders of the night sky.  But as a side line I bring along my Predator lap top with Lockheed Martin's P3D-v5 and Captain Sims Boeing 757.  The ship has a fantastic theater with a wall of high definition 1080p LED's - not a projector - and Dolby surround sound.  During the cruise I take the passengers into the cockpit of the 757 to one of the cities along the cruise route in a real time flight, from cold start, where they see everything a pilot does to fly the plane.  It is really a fantastic scene on a high definition screen 30 X 12 feet.  Passengers have told me they are looking for the seat belts in the theater seats!  The cruise director comes around before the flight and hands out air sickness bags as a joke and some of the staff act as flight attendants before the flight with a safety briefing.  Passengers love it! Cool  I've been doing these presentations on Viking Ocean since 2016 and have been all over the world.

I hope you all are enjoying your flying.  Stay safe!

Lou

  

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Re: Lou - STORIES
Reply #1927 - Nov 27th, 2022 at 8:27pm
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Hello all you simmers,

Hope you are all doing well and enjoying flying your simulators.

As you may know, I have been presenting enrichment talks aboard Viking Ocean ships since 2016.  I started doing ship enrichment talks back in 2012 and was able to try many different cruise lines.  I was really impressed with Viking Ocean cruises after sailing on several Viking River cruises.  The size of the ship with only around 930 passengers and the fact that there were no casinos or midnight parties made the voyage a lot nicer.  The owner of the cruise line's motto is "less drinking and more thinking."  This attitude attracts passengers that want to learn things as they enjoy cruising.  That's where I was attracted to this cruise line.  Also, their state-of-the-art wall of high definition LED's in the presentation theater, instead of a projector, is so much better. That along with a Dolby surround sound system really makes it immersive for the audience.

On the ship I bring my fast gaming laptop and use P3D and the Captain Sim Boeing 757 to take "passengers" into the cockpit on a flight from some city along the cruise route. The folks love it and really think they are in a real plane while seated in the ships theater.  Some cruise folks told me they were looking for the seat belt in their theater seat!  Grin  I really enjoy bringing them into the cockpit to let them see what goes on to make the plane fly.  But this is just one of the things I do during the cruise as some of the ships have really wonderful planetariums with 5 liquid cooled projectors and reclining seats that allow me to talk about my real hobby of being an astronomer.  On these ships I am the Viking Resident Astronomer and present many programs on astronomy including star talks on the ship's top deck at night.  I really enjoy doing these presentations.

But back to flying.  Last spring Viking asked me to do a show about how planes fly on their Viking TV channel.  If you would like to have a look you can click on the link bellow and see the entire video.  I hope you enjoy it!

https://viking.tv/tv/this-week-on-viking-tv/tuesdays/learn-what-makes-modern-air...   

Stay safe and enjoy the Captain Sim planes!

Lou
  

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Re: Lou - STORIES
Reply #1928 - Feb 21st, 2023 at 4:34pm
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Hello all you simmers!
Hope you are doing well.

I thought I'd pass along this ATC exchange from the past.  Now I'm going back a long way into the 1970's. 

We were in KORD and listening to ground control prior to taxi out.  The ground frequency was very busy as you can imagine.  Chicago O'HARE airport is an old school airport with some very different names for various taxiways.  A flight that had just landed and was getting taxi instructions from the ground controller and was having a problem trying to figure out where some of the taxiways were located.  When he asked the ground controller where the taxiway called the "by-pass" was, the controller snapped back, "you're a pilot and you don't know where the by-pass is?"  The pilot was very calm and asked the controller "it it near the "henway?"  The controller asked, "what's a henway?"  The pilot said "a hen weighs 4 or 5 pounds, a rooster weighs 5 or 6!"

Well you can imagine every pilot on the frequency chimed in with a comment and every body laughed till they cried!  Those were fun times!  Grin

Stay safe and have fun flying...

Lou
  
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Re: Lou - STORIES
Reply #1929 - Jul 28th, 2023 at 2:59pm
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INS vs IRS

Not long after the end of WW-2 engineers at MIT started working on a new type of navigation system called Inertial Navigation System.

The older INS used sensitive accelerometers and real, spinning mechanical gyroscopes to stabilize a platform that rotates independently to the INS. So, as the inertial navigation system rotates, the stabilized platform inside it does not. In this way, the system learns about its orientation and can make use of the measurements from the accelerometers. The downsides of this type of system are gimbal lock and the high cost and complexity.  Later came the strap-down system which as it’s called – is strapped down to the aircraft and does not have the gyro stabilized system.



To capture the measurements needed for navigating in 3D space, the axes of the inertial sensors are laid out in a mutually perpendicular way. In other words, each axis is at 90° to the other two axis.  These systems provide data on linear and angular acceleration, linear and angular velocity, position, attitude (roll, pitch), platform azimuth, magnetic and true heading, altitude, body angular rates and more.  Early on, airlines decided not to depend on just GPS since they are run by the military and could be jammed or otherwise messed with.  The inertial system is self-contained to avoid outside interference, but GPS and other radio nav systems can be used to make sure of the accuracy.



The main difference in the IRS system is that instead of mechanical gyroscopes, ring laser gyro systems are used where there is no moving mass. Instead, laser lights go around circular paths to sense the acceleration in different planes.  An exception in terminology is that on the Boeing 777/787, the IRS is called the ADIRU system – standing for Attitude Direction Inertial Reference Unit.



The IRS system can take from 5-20 minutes to align depending on the aircraft’s co-ordinates. The flight crew can monitor the alignment time via the EICAS (Boeing) or Upper ECAM (Airbus).  During the alignment, the IRS systems are determining the earth’s rotation relative to the aircraft in a stationary position. It is important that the aircraft remains stationary during the alignment process as any movement will require the alignment cycle to be repeated.  As it senses the rotation of the earth, it gains two important pieces of information.  It knows the earth is rotating east so then it knows where true north is.  It also senses the speed of the earth’s rotation, so it knows the latitude of the plane’s location.  The further from the equator, the longer the alignment time will be. This is due to the difference in the earth’s rotation at different locations around the globe. The earth’s rotation is faster the closer the equator is and therefore alignment time will be shorter.  The only thing that it then needs is TIME!  Longitude has always been a problem in navigation. 

The True Story of a Lone Genius Who Solved the Greatest Scientific Problem of His Time is a best-selling book by Dava Sobel about John Harrison, an 18th-century clockmaker who created the first clock sufficiently accurate to be used to determine longitude at sea—an important development in navigation.  Great book and a fun read.

Want more on how the ring laser gyro works?  Follow the link below...
https://en.wikipedia.org/wiki/Ring_laser_gyroscope
  

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Re: Lou - STORIES
Reply #1930 - Jul 29th, 2023 at 2:34am
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A great explanation of INS and IRS. I had no idea of the actual differences between them (I never really looked into it).
Thanks for that Lou. Wink
  

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Re: Lou - STORIES
Reply #1931 - Aug 5th, 2023 at 2:27pm
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Hi fellow pilots,

Hope you are enjoying the fantastic planes made by Captain Sim.

A few years ago I made a tutorial on the Boeing 737 model to get you started having fun flying this great aircraft.  The file is located here:

https://www.captainsim.com/products/x737/tutorials.html

I hope you enjoy it.

Lou
  

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Re: Lou - STORIES
Reply #1932 - Aug 29th, 2023 at 2:54pm
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Hello all you simmers...

I've been reading about all the runway incursions lately, and was thinking back to when I was a working line pilot.  TWA had a very strict policy of sterile cockpit at all times below 10,000 feet but especially while taxing.  We would only read the checklist while we were stopped.  When American Airlines bought TWA in 2001 all the TWA pilots had to go to AA's school and pass a check ride to be placed on the AA operating certificate.  That is when I observed the difference in the way AA operated vs TWA.  They would read long checklist while taxing and miss radio calls from the tower.  American Airlines, at that time, had the highest runway incursion rate of any airline, so it's no wonder that there have been close calls and missed taxi instructions.

I really enjoy flying the CS 757/767.  It is so very real and just like I remember flying the plane all over the world.  I also fly the Airbus, but I don't fully understand all the various computer laws but I admit not having the big yoke is a lot nicer, especially during crew meal time!  Roll Eyes

Stay well,
Lou
  

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Re: Lou - STORIES
Reply #1933 - Oct 29th, 2023 at 3:39pm
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Hello all you Simmers,

Way back in the mid-nineties I was flying the 727 from KSTL (Saint Louis) to KICT (Wichita).  The weather was typical summer thunderstorms with a strong line of storms pushed by a potent cold front.  The front was long, stretching from almost Canada down to Texas aligned from the northeast to southwest.  The line was moving fast, being pushed by the cold front.  The forecast was for the front to pass by Wichita before our arrival. 

Wichita was around a one-hour flight from Saint Louis, and I was able to carry enough fuel to give me a lot of options in case the weather did not clear for our arrival time.  We had really good radar on the 727 so we were able to pick our way around the cells as we went through the line and got to the west side of the cold front.  It was very bumpy and there was all kinds of lighting and tall build-ups, but using the radar we were ably to find safe passage through the area.  Once on the west side of the front, the skies were mostly clear with some light turbulence left over from the frontal passage. 

ATC advised us that the front was just passing the airport at KICT and that several planes were getting ready to make approaches.  We were still up at altitude so it would give us a chance to hear how the planes in front of us would make out.
 
We started our decent to get in line for the approach.  ATC advised us that there was windshear reported on the approach, but that planes were landing.  The plane just in front of us was a corporate jet that had very new GPS and inertial systems on board.  In our 727 we had none of the fancy avionics, just old school VOR’s and ILS from the 60’s.  We did have new “X” band radar which was state-of-the-art at that time.  We proceeded with the ILS to RW-14 since the surface wind was strong out of the southeast, we were advised that the plane in front of us reported a strong wind shear on the approach where the wind at altitude was out of the northwest at 30 to 40 knots and that around 500 feet the wind sheared to a headwind of around 25 to 30 knots.

Wow, that was a big deal and now knowing this from the proceeding plane we were well advised and that this would not be a surprise as we flew the ILS.  At around 1,500 feet on the approach, we were in very bumpy air with moderate to heavy rain and a strong tailwind.  This made the vertical speed high to stay on the glideslope since our ground speed was at least 30 knots higher than indicated airspeed.  As we approached 600 feet on the ILS we broke out of the clouds and rain and got hit with the plus windshear.  I reduced power to remain on the glideslope but now the visibility was good and the air much smoother.  Touchdown was normal and we all breath a sigh of relief as we turned off the runway and headed to the gate.

Today in modern planes with inertial systems and other fancy gadgets we would have had a lot more information to ferret out what was happening outside, but I was really glad to have gotten the heads-up from the plane in front of us on the approach.  Without the pilot report from the preceding aircraft, I probably would have gone around since we were in heavy turbulence and rain with a steep glideslope approaching our minimums.

Have fun flying!
Lou
  

Processor: Intel Core i7-4770k @3.5Ghz Memory: 6Gb DDR3 1600mhz Video: NVIDIA GeForce GTX 680 Storage: 256Gb Samsung 840 Pro | 120Gb OCZ Agility 3 | WD Black 640Gb 7200rpm 55" Samsung LED - HDTV for monitor
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Re: Lou - STORIES
Reply #1934 - Dec 23rd, 2023 at 1:27pm
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Hello Simmers,

The best of the holidays to you all!

A friend of mine was talking to my about running into people that you did not know and then finding out that you have a connection.  That brought back to me a story, very personal, about a person that I had never met before that I had a close connection with.

The story goes back to the late 90's.  I was flying the 767 out of KJFK to KSFO.  It was a nice trip to fly since we would leave KJFJ in the late afternoon and arrive in KSFO just in time for dinner and the next morning we would return to KJFK.  We could fly the trips back-to-back to save commuting back and forth to home, which in my case was about a 4 hour drive each way.

So let me tell you the story about a small world.  I'm sitting in the cockpit of the 767 just about ready to leave KJFK for our trip to the west coast.  The gate agent comes into the cockpit to tell me they are just about ready to close the front door since the plane is full.  I look out the cockpit window and see in the jetway that there are 4 TWA flight attendants looking to get a ride home after flying in from an international trip.  With a full flight, that means there will not be any chance for them to fly home on this trip.  But TWA was like a family back then and I wanted to do what I could to help them get home.  The company policy at that time was only pilots in the cockpit, but since I'm the captain I should be able to bend the rules a bit.

The cockpit of the 767 is big with 2 jump seats. The jump seat is not very nice to sit in, but better than missing the flight.  I went out on the jetway and asked who were the two senior flight attendants?  I asked the two to follow me into the cockpit and have a seat.  There was plenty of room for the suitcases and one of the flight attendants had to sit on the fold down seat and the other sat right behind me.  Off we go on our trip to San Francisco.

As we fly west the airway takes us right over the town where I live.  So I'm looking out the left window checking out my house.  The flight attendant sitting right behind me asks, "what are you looking at."  Oh I said, I'm looking at my house to see if the motorcycle gang was at my house  Cheesy, just kidding! She said where do you live?  When I told her the name of the town she sat straight up in the seat. After a short back and forth we discovered that I live in the house she grew up in!  That's right, it's a small world after all!

A year later she returned to my house with her husband since they were attending a high school reunion.  She brought pictures of the house when she lived there many years ago.  It was great fun reminiscing about the past.  It just goes to show you that you never know when you will meet someone that has some connection to you too.

Have a great Holiday and a fun  Smiley time flying,

Lou
  

Processor: Intel Core i7-4770k @3.5Ghz Memory: 6Gb DDR3 1600mhz Video: NVIDIA GeForce GTX 680 Storage: 256Gb Samsung 840 Pro | 120Gb OCZ Agility 3 | WD Black 640Gb 7200rpm 55" Samsung LED - HDTV for monitor
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