American Airlines yesterday released an internal memo in which they comment on a April 20 incident that involved an AA flight that took off from Dallas, promptly lost a “large panel” on the underside of the plane during its initial ascent, and proceeded all the way to Paris, despite both the captain and crew confirming that they knew something was amiss.
Just what was wrong the crew didn’t seem to know until touching down in Paris. And it doesn’t seem that passengers were aware that anything was unusual. Several crew members managed to snap photos of the missing panel after landing, and circulated the shots in e-mails. The photos were attached to the internal member that CNN managed to obtain.
The company issued the statement after receiving upset e-mails from passengers, who stumbled upon pictures of the missing panel on the Internet.
All AA is saying is that it is investigating the matter.
Happy Cinco De Mayo! In honor of this fifth day of May, we’re teaming up with Southwest Airlines to give away a free pair of roundtrip tickets to anywhere they fly.
That’s right, whether you want to fly from Albany to Albuquerque for your Aunt Jennie’s Apple Pie or Washington DC to West Palm Beach, for cousin Willy’s famous four-day Thanksgiving bar crawl, you can cash these tickets in on us.
Tickets are good to redeem up to one year from the contest end with no blackout dates for you and a special friend. Just leave a comment below telling us where you’d like to go should you win the tickets and we’ll randomly draw one winner by this Friday. Make sure you give a shout out to our friends at Southwest for providing the tickets for the giveaway as well.
Happy travels from Gadling and Southwest Airlines!
To enter, simply leave a comment below telling us where you’d like to go should you win the tickets (See a map of where they fly here).
The comment must be left before Friday, May 9th, 2008 at 5PM Eastern Time.
You may enter only once.
One winner will be selected in a random drawing.
One Grand Prize Winner will receive a free pair of roundtrip tickets to anywhere Southwest Airlines flies
Open to legal residents of the 50 United States, the District of Columbia and Canada (excluding Quebec) who are 18 and older.
Tickets are valued at $400.00 per ticket.
Tickets are fully transferrable, are valid for one year, and are good for travel to any of the 64 cities Southwest serves.
There are some advantages to flying a reserve schedule every now and then. I prefer the variety and the thought that just maybe I’ll get called out to cover a New York trip to Zurich or Brussels. It’s rare, but it has happened before.
For April, I didn’t fly anywhere I hadn’t flown before, and they managed to use me on almost every one of my available days. Having just arrived home from the Miami and San Francisco trip, crew scheduling already needed me for another early morning departure. This time they had me fly down to Miami and deadhead home on the same day.
It was hardly worthy of a full Cockpit Chronicles. I rode home in the coach cabin and slept most of the way. Fortunately, we’re required to have at least one day off every 7 days, and crew scheduling decided I could use one.
This meant that I’d have a small stretch of three days in a row before my month would be over. There’s always the chance that a three-day trip could pop up if someone called in sick, but I was pretty sure I’d have the last few days off.
My wife gets nervous when I tell her that there’s little chance they could use me. Don’t worry, I’ll be home to take you and the kids to the airport for your trip to Germany, I’m sure! I figured I’d flown too many hours to be legal for another three-day trip. I should have listened to my wife. She knew I’d get the call.
%Gallery-22103%This time it was for yet another 5:45 a.m. departure. But at least I’d be flying with my photography mentor, Captain Jim P., who you might remember from this Panama City and Caracas trip.
For this three-day trip we both left our good cameras at home. But I always bring my little Canon SD800 camera and I took a few more pictures while we were waiting to takeoff from Boston’s runway 4R. This time Spirit airlines was the airplane holding in position just in front of the sunrise.
Jim flew the airplane down to Miami while I talked with ATC. The air was smooth at this time of the morning. While still above 10,000 feet I snapped a few more pictures of Miami beach and the city looking south.
We kept our same Boston flight attendants for the next uneventful leg to Barbados. I realize it must sound like a dream to fly down to Barbados, and while it is nice to get a blast of the warm air, most everyone on the crew was too tired to enjoy the beach. Jim and I planned to meet up at 6 p.m. after a good nap.
We walked across the street from the hotel to eat with two of our flight attendants. The restaurant sat in the parking lot of a small strip mall. While it doesn’t look like much, this fish shack had some great Mahi Mahi sandwiches. I was thrilled to use the last of my Barbados dollars.
When we arrived at the airplane the next morning, the sun was just coming up behind another 757 parked next door. I took my camera with me during the walk-around inspection and snapped pictures of the silhouette. Who says you can’t shoot into the sun!?
For day two, we had just one leg from Barbados to Miami. We laid over at the same crew hotel where I stayed a few days earlier on the domestic trip with Captain Roland.
Jim and I met up in the lobby of the hotel and there was Roland waiting for his co-pilot to arrive for dinner. We all decided to go to a really good Mexican restaurant north of the hotel. I was using my iPhone to find the restaurant. It wasn’t the one I had in mind, but it turned out to have a really attentive waiter and great food.
The four of us talked about every possible rumor running around the airline industry. The major U.S. airlines are doing their best impression of an episode of Desperate Housewives right now. Delta and Northwest are getting married. In a jealous rage, United drops by Continental’s place. Little does United know, but USAirways just slipped out the back door. Continental smiles toward United, but gives a little nod to American who’s out trimming the hedges. Continental finally tells United, “It’s not you, it’s me. I’m just not ready for a relationship right now.”
What’s going to happen next week? After being snubbed by Continental, will United knock on the door of USAirways, saying “We were always meant for each other. It was true eight years ago and it’s true today.”
And will Continental commit to being best friends forever with American and British Airways, the wealthy exchange student who just arrived and who’s trying to figure out who she needs to marry to get a green card?
Stay tuned. We’re in for a wild finale.
The next morning Jim and I ran into a former Boston based co-pilot, Jack, who was traveling with us to Punta Cana in the Dominican Republic for a vacation.
Jack’s now flying as a co-pilot on the 767 out of New York. He rode along with us in the cockpit and told me how wonderful it was to finally have some seniority in New York. This has allowed him to fly to some great destinations such as Buenos Aires, Brussels, and the occasional trip to Rome.
I have to say, he had me thinking for a while. I could bid to fly from JFK, but there’s no guarantee I’d get back to Boston if I didn’t like the commute. In the end, I decided that I’d stick with the limited flying in Boston so I could be home a day or two more per month.
We pushed back and started up both engines. As the power transferred from the airplane’s APU (auxiliary power unit) to the engine driven generators a light warning us of a problem with our spoilers illuminated on the overhead panel. This meant we’d need to go back to the gate and have our mechanics take a look at the problem.
Spoilers are the panels at the top of the wings that we occasionally use as ‘speedbrakes’ to allow us to descend at a faster rate without picking up any extra speed. They’re also used after touchdown to eliminate some of the lift in the wings which helps put more weight on the wheels for braking.
One of three things could happen at this point. The mechanics could find a fault with the unit that senses the spoiler position. Or they could find a problem with the spoilers themselves that they would need to be fixed. Finally, they could defer the problem by using a large book called the minimum equipment list (MEL) approved by the FAA to see if the airplane is allowed to fly a few days (often just three days) until parts can be found and the problem can be fixed at a major maintenance base.
Fortunately for us (and Jack’s vacation plans) the problem was a fault in the sensor unit that was easily cleared. This is what we suspected, since it happened at the very moment we switched the electrical power. The mechanics then had to go back and verify that this hadn’t occurred in the past month before they could sign it off. After they reviewed the aircraft’s history, we were good to g
o.
It was my leg from Miami to Punta Cana. As we approached the island, we were advised by air traffic control to slow way up. There were two or three flights ahead of us trying to get in. We heard one of them fly a missed approach because they didn’t have the runway in sight, and of course, Punta Cana doesn’t have a Cat III approach that would allow for an autolanding as I discussed in the last Plane Answers post.
After working our way around some small build-ups, we timed our arrival just perfectly. The weather had moved inland and we were able to make a visual approach to the airport. The airplane was equipped with winglets which, in addition to providing nearly 4% in fuel savings, make for a very nice touchdown. Since half of our 757 fleet now have these wingtip extensions, it’s rather noticeable when going back and forth between the converted and not yet converted airplanes. And since we also had a freshly moistened runway, the odds for a smooth landing were well in my favor. As we expected, the spoilers activated properly after touchdown.
My favorite thing about Punta Cana is the airport terminal. It’s unlike anything you’ve ever seen. The airplane pulls up just a few feet from a thatched roof terminal. I’ve taken pictures of it in the past, even using it in a ‘where on earth’ post. This time, however, our airplane was parked right in front of a roof that was in the process of being re-thatched. It was rather entertaining to watch this process, both for the passengers walking by and for us in the cockpit. I felt I just had to get some video of this:
The dark clouds that were giving way to a bright sunny sky made for some good photo opportunities on the ground.
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One thing Jim and I noticed on the ramp was an Eos 757 that was parked behind us. I knew one of the premium New York to London carriers had gone bankrupt (which turned out to be MaxJet) but I couldn’t remember which one at the time. The picture of this airplane sitting on the Punta Cana ramp may have been the first clue that Eos was shutting down the next day.
After landing back in Miami, we were told that our gate was occupied. This meant we would have to h old on taxiway JJ which was a perfect perch to watch airplanes land in front of us. With the brakes parked and one engine shut down, I took a few pictures of some of the activity. Most interesting was this 757 which belonged to Honeywell. They are the manufacturers of the FMS, a navigation computer that feeds much of the information to our instruments and helps us navigate. I imagine every time they make a software change they have to demonstrate to the FAA that the are no issues with the upgrade using this 757.
Since this trip would have me exceeding the maximum 30 hours in a seven day period, a fresh Miami based co-pilot was assigned to fly the last leg home. Once again I rode in the back for my deadheading leg. In fact, after I wrote about deadheading in the first class cabin, I’ve had a seat in the back ever since. Maybe that post jinxed me.
I have a vacation week at the beginning of May that I’m using to meet up with my wife and kids who are visiting my mother-in-law in Germany. So I’ll get some more time in the back of an airplane before writing the next Cockpit Chronicles. Until then…
Cockpit Chronicles takes you along on each of Kent’s trips as a co-pilot on the Boeing 757 and 767 out of Boston.
Don’t jump with joy just yet. It won’t exactly be first class.
However, Delta‘s new “Cozy Suite” seats do promise to make economy class seating less of a hellish, crippling nightmare, today.com reports. The major feature of the design is a staggered layout that increases privacy while simultaneously creating a space for weary travelers to rest their heads. It also allows passengers to enjoy 31-inches of leg room (2-inches better than the competition) and the ability to recline without disturbing the person behind them.
Here is the bad part. Delta is planning on installing the Cozy Suite in its Boeing 777 and 767 economy class aircraft by 2010. The impending merger between Delta and Northwest could mean that travelers loyal to the latter company might reap the benefits of these new seats as well. Until then, you will just have to suck it up or spring for a higher class ticket.
The Chicago Tribune is reporting a new row that’s sprung up at United Airlines, where union workers are questioning a corporate plan that involves setting aside 8 million shares of United stock worth $130 million to fund a new incentive program aimed at company executives.
United’s board is expected to vote on the matter at its regular meeting in June. The announcement of the plan comes at a time of record fare prices, passenger fees and soaring fuel costs that have airlines industrywide looking for ways to trim expenses.
For United workers, the deal hits closer to home. They’re still upset over the airline doling out $150 million in stock benefits to company brass as the airline emerged out of bankruptcy in 2006.
The new incentive plan is to range from 3 to 5 years and is meant to both drive recruitment of high level executives and reward performance goals of those already in office.
Greg Davidowitch, leader of the airline’s flight attendants union, told the Tribune: “This is just another money grab.”
The ire of United’s workers reflects a broader attitude within the industry toward corporate pay and benefits, since many carriers’ employees took big salary hits following 9/11 as the industry spiraled into a steep downturn.
Others question the logic of announcing such a spending plan with the company in serious talks with U.S. Airways to merge operations, in a move seen to counter the recent merger of Delta and Northwest.