First, via AV Web, a report that a Delta 767 landed just a bit off the runway centerline returning from Rio de Janeiro Monday:
A couple of Delta Airlines pilots have been suspended after the Boeing 767 they were flying from Rio de Janeiro landed on a taxiway at Atlanta Hartsfield Airport early Monday morning. The FAA reported there were no other aircraft on the taxiway and the landing and rollout were normal. Spokeswoman Kathleen Bergen said the crew was dealing with a medical emergency on board and had been cleared for Runway 27R.
Instead, the crew landed on taxiway M, which runs parallel to the 12,000-foot runway. There was no indication that approach, runway or taxiway lights were malfunctioning. Taxiway landings occur from time to time, but Bergen told Atlanta media that she believes it was the first such incident in Atlanta.
The Atlanta Journal-Constitution has more.
And this, from Tom Vanderbilt...well, good thing the pedestrian had a running start:
Mayor Daley found another $500m hole in the city's budget this year, so he's proposing...nothing new:
Mayor Richard Daley unveils his new budget this morning, and he's going to call for spending more money from the controversial parking meter lease, slashing the tourism promotion budget and ending Chicago's longest-running public party, Venetian Night.
A key labor union that bankrolled challengers to Daley's council allies in the last election praised the mayor's decision to raid reserves from the $1.15 billion parking meter deal. The 75-year lease, which aldermen quickly approved last year, ushered in sharp rate increases at more than 36,000 public parking spots.
More than $400 million was used to balance this year's budget, records show. And the city already has announced plans to spend at least $146.3 million in privatization proceeds next year.
Remember that, even at a conservative discount rate, the $1.15bn parking meter deal was about $3bn too cheap. So we've given up 75 years of parking meter revenues worth $3bn in exchange for, what, about 6 years of partial operating revenue?
We also got some bad news from recent arrival Boeing, which lost $1.6bn last quarter:
Boeing, the world's second-largest commercial plane maker after Europe's Airbus, has struggled with a series of setbacks: Production problems have delayed its eagerly awaited 787 passenger aircraft and a bigger version of its 747 jumbo jet, resulting in charges from write-downs and penalties.
Those charges, which were expected, led the company to cut its 2009 profit forecast to $1.35 to $1.55 per share, down from $4.70 to $5 per share. Analysts had predicted $1.53.
On the other hand, today is probably the warmest day we've had in a month, and probably the warmest we'll have until next spring. So Parker and I will now go for a long walk.
Because sometimes they go off all by themselves:
An arbitrator has ruled the US Airways pilot whose government-issue gun accidentally went off in flight can have his job back. Jim Langenhahn was fired after the 2008 incident and his union is welcoming the arbitration decision. ... Langenhahn's pistol shot a hole through the aircraft's fuselage, but the Department of Homeland Security helped his case when it faulted the design of the captain's holster. However, the Transportation Security Adminstration, which oversees the Federal Flight Deck Officer program claims, the same holster design has been used by thousands of pilots without incident.
Airline pilots were given the option of undergoing firearms training to carry guns in the cockpit in 2002. Langenhahn, a former Air Force pilot, claimed the gun discharged in the cockpit when he was putting it away before landing a flight out of Denver for Charlotte. No passengers or crew were hurt, and the aircraft landed without further incident.
Again, only two things have made airplanes safer against terrorism since 9/11: passenger vigilance and reinforced cockpit doors. Guns? Probably a bad idea.
Via the Economist's Gulliver blog, British Airways has resurrected flight BA001 as an all-business-class flight from London City to New York's Kennedy. They're using tiny Airbus 318 aircraft that have to stop in Shannon, Ireland on the westbound leg to pick up fuel. Still, for less than £4,000 round-trip, it's a lot more convenient and just a bit cheaper than flying in the same class to Heathrow:
Flying from London City means the planes need to land at a much steeper angle than normal - the Airbus A318 which is being used for the new service is approved for a five and a half degree approach slope, compared with three degrees for a normal approach.
The plane will carry only 32 passengers, in seats that recline to fully flat beds.
The airline thinks it's got a winning case for a new business service and will be hoping a resurgent banking sector will provide the custom.
London City airport is only about 15 minutes from the financial center of London, unlike Heathrow which is a good 45 minutes by car or express train. Also, passengers will be able to clear U.S. Customs in Shannon, allowing them to walk off the plane at Kennedy without any delay.
On the other hand, Kennedy is a lot farther from Manhattan than LaGuardia, and has fewer connections to U.S. destinations.
I'll be keeping an eye on this one. I'll also be flying discount to Heathrow the next time I fly to London, so it's not going to affect me much. Still, one wishes British Airways one's best, yes?
Duke will release our financial accounting exam on the 8th, and we'll have 24 hours from the time we download it to finish and hand it in. Our professor, when asked this morning for general guidance about the exam, seemed confident that someone who didn't need to look anything up (e.g., an accounting professor) could finish it in "four to five hours."
In other words, until October 8th, I will likely post link lists, like this one. Sorry.
- The Economist's Gulliver blog highlighted the differences between Virgin America and the "legacy" carriers. Now, as a lifetime elite member of American Airlines' frequent-flyer program, I might be treated better than non-elite passengers. It still sounds like Virgin America might be on to something. (I'm still going to fly American, because I live in Chicago, which they dominate.)
- Mark Morford outdoes himself this week tackling the problem of how to talk to a complete idiot. He explains: "The absolute best way to speak to complete idiots is, of course, not to speak to them at all. That is, you work around them, ignore them completely, disregard the rants and the spittle and the misspelled protest signs and the fervent prayers for apocalypse on Fox News. Complete refusal to take the fringe nutballs even the slightest bit seriously is the only way to make true progress."
- The Cook County Sheriff this week broke up a dogfighting ring at a day care. The descriptions of the dogs they found turned my stomach. (The current story on the Tribune's website omits the descriptions.) That this went on in a building where 10 children spent their days added to the horror. People who inflict cruelty for sport deserve nothing less than the same inflicted on them, I think.
More later. Now, back to financial accounting....
Patrick Smith ("Ask the Pilot") wonders why we still can't get airport security right:
[T]he primary threat to commercial planes is, was and shall remain explosive devices. The Sept. 11 skyjack scheme is today unworkable for a variety of reasons. Yet those who run airport security refuse to acknowledge this, wasting time and resources ransacking people's luggage for what are, in effect, harmless items. Has anybody at the Transportation Security Administration bothered to peruse the air crimes annals of the past 50 years? The agency, along with too many Americans in general, seems to exist in a world that did not begin until 2001, oblivious to the long record of terrorist sabotage against civilian airliners.
My ranting on this topic might be redundant, but remember there are hundreds of lives, and tens of billions of dollars, at stake. A bombing, or multiple bombings, would be devastating to the U.S. economy and possibly catastrophic for the airline business. In the past, airlines were able to pull through after incidents of sabotage. People recoiled in horror, but they didn't stop flying. Nowadays our mind-set is very different. We are, I'm afraid, more predisposed to panic and rash behavior.
The entire column is worth a read.
As sleep deprivation and other physical assaults continue here in London, and as we begin a five-day sprint through all of Financial Accounting, I pause to note one of the bigger news stories from back home in Chicago. No, not the Cubs sale to the Ricketts family or United's and American's shared panic; I mean the alligator in the Chicago river:
A 3-foot-long alligator was caught in the Chicago River last night and is en route to a more suitable home, according to a spokesman for the Chicago Commission on Animal Care and Control.
Animal Care and Control called the Chicago Herpetological Society, which sent two people in a canoe last night to set traps for the reptile.
All right. I can deal with that. Moving on...
I need to buy a smaller bag.
I learned this checking in at O'Hare a few minutes ago. It turns out, American Airlines has a 32-kilo limit on each checked bag. However, if your bag wieghs more than 22.7 kg, they charge you $50 for the overweight.
My bag weighed 33 kg until I removed my one-kilo Financial Accounting binder—just the binder, not the textbook, workbook, or CD—and rearranged my other two bags to distribute the weight better. The final score: Checked bag, 31.7 kg on the nose; carry-on bag, 7.7 kg; backpack, 8 kg; doctor visit co-pay, $10.
So, once I get to London and, a few hours later, recover from schlepping 48 kg of baggage up the steps of the Tower Hill Tube stop, I may pop 'round to Oxford Street and get a new bag. Because, see, the bag I have at home that would have perfectly fit the bill is inconveniently still at home.
Another thing: when did American start putting winglets on Boeing 767s? Look:
Quick follow-up to people who aren't pilots: This week's "Ask the Pilot" has an explanation of winglets. He also has a description of Princess Juliana Airport as well, which is the reason I visited Sint Maarten last winter.
I did some landing practice yesterday morning: four at Waukegan and one at Chicago Executive. A quick review of my Google Earth track shows that my turns to final are getting much more consistent (within 350 m now) and my final approaches are right down the center line. I still need to work on squaring my turn from crosswind to downwind; I'm turning too early which makes the downwind leg slightly oblique. (By the time I'm abeam the numbers, though, I'm where I should be—about 1400 m from the touchdown point.)
It helped that yesterday's weather was glorious: clear, light winds, cool air, and unlimited visibility:
"Landing" might be too subtle a term for it, but when you put 327 tonnes of airplane on a runway designed with Cessnas in mind, graceful is less important than intact. This is what a super-jumbo looks like landing at OSH:
Yes, they can use the airplane again. Possibly the runway, too. (Note: "PIO" is "pilot-induced oscillation," which you can see on three axes in the video.)