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"We are the protagonists of our stories called life, and there is no limit to how high we can fly."
Type rated on A330, B747-400, B747, B757, B767, B737, B727. International Airline Pilot / Author / Speaker. Dedicated to giving the gift of wings to anyone following their dreams. Supporting Aviation Safety through training, writing, and inspiration.
Wednesday, October 17, 2018
Monday, October 15, 2018
The Eastern Airlines Kitchen Talk Radio!
A show you won't want to miss...
Edward M. "Skip" Booth
"Board Certified Aviation Law Attorney since 1996, Edward M. "Skip" Booth. He is also a partner at Quintairos, Prieto, Wood & Boyer, P.A. in Jacksonville, FL. and serves as Vice-President of the Jacksonville Historical Society.
A vast resume that is outstanding in Aviation Law. His background encompasses a myriad of valuable knowledge. Mr. Booth is an Aircraft Owners and Pilots Association Legal Services Plan panel attorney. He is a past chairman of the Florida Bar’s Aviation Law Certification Committee and Aviation Law Committee, and a past president of the Lawyer Pilots Bar Association. As an experienced pilot, he holds a multi-engine Air Transport License and has over 3,000 hours of flight experience.
Mr. Booth is also a past member of the Jacksonville Aviation Authority Board of Directors and received his undergraduate degree from Emory University in 1978 and his Juris Doctorate from The Florida State University College of Law in 1981. He is also a member of The Florida Bar."
Friday, October 12, 2018
Monday, October 8, 2018
You're Invited to Join the talk.
"When 31-year-old Douglas Groce Corrigan took off from Brooklyn’s Floyd Bennett Field on July 17, 1938, in a modified Curtiss Robin, he carried two chocolate bars, two boxes of fig bars, a quart of water and a U.S. map with the route from New York to California marked out..."
Kitchen Talk Radio
- "Boeing CEO Muilenburg on Flying Car, Hypersonic Plane and Working with NASA.Boeing Co. says the age of air taxis is getting closer.... "
- "For all the noteworthy progress United Airlines had made over the last year, it just takes one bad story to sink the ship. We may have our story…Imagine you are a young mother and step onto a 14-hour flight from Sydney, Australia to San Francisco and find your seat in business class. Your eight month-old is crying and you do your best to calm him down. But he won’t stop...."
- "Sixty years ago, British Airways, then called British Overseas Airways Corporation, became the first airline to fly a turbo jet engine aircraft between Europe and New York, reducing the journey time from 18 hours to around seven...."
AND THE SHOW BEGINS...
Friday, October 5, 2018
Amazing People doing Amazing Things!
Will & Aleeka
Friday's Fabulous Flyers!
William Morgan is an enlisted aviator with the U.S. Military, and his wife Aleeka is a financial advisor. I met them at the ERAU graduation in Seattle last month. Will was graduating, I was the keynote speaker, and Aleeka was the support system for both of us. They found me after the event, and I learned what an amazing couple they are! They have also been extremely patient with my schedule in posting this. What's also amazing is that Aleeka is from Guyana, and we probably walked the same streets. It's a very small world.
Will is one of those people who doesn't allow adversity to defeat him. He faces life's challenges and then keeps pushing forward. The fact he walked across that stage after earning his diploma speaks volumes. And Aleeka could not have been more proud.
The story goes, that they were looking for ways to stay connected while Will was away on his missions. Then they thought of a story plot and decided to write a book together. They created characters through international messaging apps, and emailed each other chapters. This act of partnership resulted in their debut science fiction novel- THE VOG.
"A politician's attempt to increase tourism and "Make Hawai'i Beautiful Again" involves killing the homeless by injecting micro-robots into the volcanic fog. This altered cloud is top secret. It is more deadly than smoke inhalation. And thanks to advancements in nanotechnology, it even has the ability to detect when it's near homelessness. It also might have caused the death of the NOAA bioengineer who programmed it."
Vog (a portmanteau of "volcanic" and "fog") has never been written with such humor and so poignantly. The couple parallels their narrative to the current political climate, making it easy for readers to detach from current events but also validates everything they've been feeling over this past year.
Aleeka and will are also the founders of Honolulu Sea Hawkers (HSH), a non-profit organization that works with NFL players to produce community events that promote mental and physical health. Aleeka, an immigrant from Guyana, graduated from Brown University with a degree in Economics. Prior to HSH Inc., she was a television producer (Today Show, Peter Jennings Documentary Group). She is currently an Adjunct Professor of Business & Communications at Chaminade University. William Morgan, a Seattleite, graduated from Emry-Riddle Aeronautical University and is a 15-year military veteran. He currently serves in the Air National Guard. They live in Hawaii where they are contributing writers to Honolulu Magazine.
Enjoy the Journey!
I have been submersed in my dissertation and life, and last night was the first opportunity I took to read something fun in the tub. I had ordered the VOG and it arrived while I was away at training. So, I climbed into my tub with this book. Wow! Amazing writers. They say you can judge a book by the first 10 pages... I read the first 7 (chapter end) and I was hooked. Their writing is exceptional. Character development, dialogue, and voice are fantastic. These are two incredible authors and I hope they keep this aspect of their bonding going.
Enjoy the Journey!
Tuesday, October 2, 2018
Un-dockings at TAPS
Captain Jim Wright
"The winter of 1978/79 proved to be a memorable winter for high winds in Valdez. The morning of February 3, 1979 was the beginning of an experience that proved especially memorable for me. Just prior to midnight on February 2nd I boarded the VLCC “Atigun Pass” (165,000 tons) at the Rocky Point Pilot Station inbound for TAPS Berth #3. The weather at the time was clear and cold with light winds.
As we approached Saw Island and began making up tugs for docking the wind was beginning to increase. By the time we had the ship on the fenders all 3 tugs (averaging 7,000 HP each) were pushing full to hold us alongside. The wind had now increased to around 60 knots and the deck crew had to bend shackles on the heaving lines to add enough additional weight so the wind would not blow the heaving lines back on deck. After a prolonged period we finally got the ship made fast alongside.
My next job was to undock and pilot the 120,000 ton tanker “Overseas Juneau” from Berth #4 out to the pilot station. The wind was now blowing a steady 70 to 80 knots. Upon arriving on the bridge the Master discussed the advisability of sailing with me and we decided to give it a try. After making fast 2 tugs, letting go all lines and using aggressive tug orders, we were able to work the ship off the berth. VTS then gave us Narrows Clearance to proceed toward the pilot station. Approaching the Narrows the water had become almost white with small water spouts blowing around on the surface. The needle on the anemometer on the aft bulkhead of the wheelhouse was pinned on 120 knots. Entering the Narrows we reported Entrance Island abeam with the vessel stabilized on the optimum track at 6 knots through the water.
Thirty minutes later we reported “Clear of the Narrows” and increasing speed for the pilot station. My attention now began focusing on “Overseas Ohio”, a 90,000 DWT San Clemente Class tanker in winter ballast which had already checked into the system and was inbound for the pilot station. She was to be my next assignment and it was not entirely clear whether proceeding into the harbor under these conditions would be a good decision.
The wind had now increased in lower Prince William Sound and the Master of “Overseas Ohio” was calling Vessel Traffic to inquire whether they would be cleared to proceed. Vessel Traffic was unsure and called me to inquire of my intentions. Having not experienced docking in 100 knots of wind, my response was simply that we would give it a try and for “Overseas Ohio” to keep heading for the pilot station.
Going down the pilot ladder on “Overseas Juneau” transiting on the pilot boat then climbing the pilot ladder on “Overseas Ohio” in 10 degree temperatures and 10 to 15 foot seas was an interesting experience. Upon reaching the top of the ladder on “Overseas Ohio” the main deck was covered with frozen spray and sheet ice where the crew members were awaiting to assist me. The force of the wind across the deck made it necessary to more or less pull ourselves along the railing on our hands and knees to reach the shelter of the deck house.
Once on the bridge the Master discussed our situation with me. This is the point where pilots become “stage actors” in order to instill a level of confidence in the Master that perhaps exceeds the confidence level of the pilot. In order to avoid a false sense of infallibility, the pilot should have a “missed approach point” visualized if conditions deteriorate beyond expected levels.
With the Master in agreement with my plan, we shaped a course for the Narrows, put the engine on “full ahead” and proceeded inbound for the TAPS Terminal. Entering the Narrows the wind continued to blow in excess of 120 knots.
As we approached the TAPS Terminal the tugs came out to meet us off Saw Island and we could see they were taking seas and freezing spray over their bows. My plan was to bring the ship across the wind and make a lee on the port side so the tug crews would have a chance to get out on deck and send up their lines. This part of the plan worked but when the tugs were made up and with the forward tug pushing full it looked doubtful whether that tug would have enough power (6,500 HP) to hold the bow into the wind. At this point the Master questioned whether we should be trying to dock. In my mind we were nearing the “missed approach point” although we still had a reasonable “go around” option open if necessary. My response was that it was going to work out fine which didn’t accurately reflect my level of confidence in the success of the maneuver. My “stage acting” must have been effective and the Master accepted my explanation.
My plan was to use the vessel’s engine and rudder together with the forward tug to oscillate the bow back and forth across the wind letting the force of the wind gradually breast the vessel toward the berth. This required an engine order of “slow ahead” with occasional increases to “half ahead” to stem the wind.
As we approached the berth the Master accompanied me out on the starboard bridge wing where we felt the full force of the wind gusting over 100 knots. The wind created so much static in my VHF radio that is was necessary to get down on my knees behind the dodger to talk with the tugs. Once a tug order was given I had to stand up enough to see over the dodger and observe the effects of the order.
My plan for docking was to set up the approach with slight sternway while holding the bow about 20 degrees off the dock heading letting the wind set the stern onto the after fender. Just before the starboard quarter touched the after fender the rudder was ordered “hard a starboard” and the engine was ordered “half ahead” to cushion the landing on the fender. As the vessel touched the fender the rudder was ordered “midships”, the engine ordered “slow ahead” and the after tug ordered to “push full”. At this point the vessel was stabilized on the after fender so we could use the forward tug to ease the bow onto the forward fenders while mooring lines were run out. Finally the berth operator announced on the berth radio, “stopped and in position” and we were able to retreat to the shelter of the wheelhouse for a long awaited hot cup of coffee.
Another pilot was now entering the harbor with the VLCC Class tanker “Southern Lion” of 270,000 tons bound for Berth #5. Being a substantially larger vessel she was considerably more difficult to handle in high winds. The pilot was able to get tugs made up but was unable to safely control the vessel and elected to execute a “missed approach” and head back for the Narrows to go to anchor and await better conditions. At this point Vessel Traffic closed the port. The winds gusted up to 80 to 100 knots for several more days before finally abating. "
Enjoy the Journey!