Moments of March madness, regional airline version, with multiple First Officers. Thunderstorms and rain, then sleet, then wet snow at home. A week later at Chicago, an ILS down to bare minimums in heavy snow, with me as Pilot Monitoring. My good First Officer number one did a great job as Pilot Flying. Me in bold: "100 to minimums". "Lights in sight - minimums" "Continuing". "Runway in sight". Airplane: "One-hundred". "Runway in sight". "Landing". All in quick succession.
My smart-phone weather radar showed snow squalls passing through Chicago in waves: moderate snow, then short periods of heavy snow, all of it wet with fog. We boarded the next flight during moderate snow: we got deiced, then anti-iced at the gate, then heard murmurs over the operations frequency: "we don't have a holdover period for heavy snow, so we'll wait till it goes back down to moderate before we deice." My good F.O. updated the ATIC and it now reported heavy snow. Well, our charts don't have holdover times for heavy snow either. Time to be a Pilot In-Command and make a decision. We have a procedure for almost everything in the airlines. You can choose to operate per what's written in black and white, or interpret what is written in black and white. But there are gray areas. I looked at my green, anti-iced, clean wing, then at my good F.O. "It won't last long. They've been changing the ATIS every five minutes. Just because they don't have holdover charts for heavy snow, doesn't mean anti-ice fluid can't prevent contamination of the wing for a while, we just don't know how long." I sensed that we had an unspoken understanding, but I asked him outright just the same: "Are you OK with it? I think it will go back to moderate in a few minutes". Yes he was, and yes we went, and yes the snow went back to moderate five minutes later, and stayed that way at least until we took off.
March madness. Before the trip started I should've briefed my good F.O. number two better, he surprised me with: flight spoilers extended down low on approach (I told him before 1,000 AGL, he stowed them & learned from it); crosswind correction totally opposite of the actual wind during the flare (learned from that too); and after one of his landings he suddenly veered off of the runway on the high speed exit. It was un-briefed, un-planned, un-expected, and and un-apologized for. "80 knots MY AIRCRAFT" I exclaimed to transfer controls as he suddenly steered us off the runway. I didn't have to tell him afterwards that was one of my No-No's. It was the equivalent of driving your car full of people, seeing your freeway exit at the last second, jamming on the brakes and jerking the wheel, not comfortable or confidence inspiring for anyone.
March madness. After flying ten out of eleven days, with a one day break in between, I was totally spent. I did it to myself for extra pay the first time, the second time the company did it to me because of staffing problems. I was already near my scheduled FDP limit and felt tired, so I would've not accepted the extra flying if it had been another revenue flight, but because it was a deadhead flight to the overnight and flying the next day, I could be extended up to sixteen hours of duty.
March madness. Let me develop this one, though. "Nothing beats the sun on the water", I said, as my third good F.O., a former corporate flight department chief pilot, was taking a picture. We were slowly climbing up to our cruising altitude, eastbound over Lake Michigan toward Syracuse, New York. The sun was still rising on this morning flight, reflecting a beautiful golden-silver light on the gray-black water. So many times the interplay of sun or moon, clouds and water is in terms of black and white, and silver and gray. We enjoyed the moment in silence for a little, then he said "What you said made me think of another son on the water". It took me just a bit, but I quickly realized he was referring to Jesus Christ of Nazareth, walking on water, toward his disciples, as told in Mark 6:45-52. I smiled and said, "oh, you're right!". What a play on words. We should've talked more, but it had already been established he and I were both God fearing Christian family men. We again in silence appreciated the glorious scene on the water, a physical manifestation and representation of the Godly glory and spiritual reality of the Son of God and Son of Man being not in the water, but on the water.
If you were a disciple of Jesus in that boat, witnessing him walk, er, march, on the water for the first time, you would think your eyes were deceiving you. You would do the mother of all double-takes. You might think you were crazy. March madness.
March madness, basketball version, is coming right up to Easter. Easter will be on April 1st. Easter will be on April Fools Day. Does that make believing Christians fools this year? My last good F.O. might think so. The other night over buffalo wings and a beer with my Flight Attendant, he stated matter-of-factly that "85% of the founding fathers were deists. I'm a Deist." Well we eventually talked about his Deist beliefs, and my Christian beliefs. And I should've asked Dr. Google sooner, but 85% is pretty far off. It's more like 15%, if you just go by the Denominations they belonged to. I will fly with him again I hope, and we can continue the conversation. It was good just to share with a co-worker my faith in Jesus again, and what He means to me for my life, for the here and hereafter.
It's not madness to believe in a personal, benevolent God, who is (1) Holy and demands Justice because He is Holy, and is (2) Loving, and full of Grace and Mercy - both at the same time. We might not understand God, because His ways are not always our ways, even though we were created in His image. It is not madness to believe that you need a Savior, and that Jesus is who the Bible clearly states He is.
Thanks for reading my blog, and may God Bless you!
Monday, March 26, 2018
Friday, March 9, 2018
Crew Room Conflict
It has been a pretty long time since I posted on this blog. Welcome back to me! My church is doing a church wide discipleship program and about 300 of us are involved in it. My small group of eight are involved too. Through the course, I remember how I saw this blog is a way to combine my experiences on the line and in the sky with my spiritual life and share that with readers, and I recall what joy it was doing that. So, I’d like to start blogging again, but maybe in a different way.
Recently hired I had an experience worth sharing , well often I have experiences worth sharing but it is usually my wife and maybe my daughters who get to hear about it. They are growing up! My oldest is 17 ½ and other daughters 13 ½, someday soon they will stop using ½ numbers, that will be a bittersweet moment.
I had a crew room conflict, and it wasn’t pretty. Our new crew room in our new base is small, much too small for the number of folks based there. They say they are working on a larger crew room but the ugly rumor part of that is we are waiting for another regional airline to vacate it for us. There are four computers used to check in for our trips and do various tasks, only two of them typically work at a time.
After verifying which two of the four machines were working, I verbally put my name in the hat, so to speak, to use a computer after a Flight Attendant was done. I turned my back and checked my V-File in the employee filing cabinet. I turned around and she was done, at the same time another Flight Attendant across the room asked if that computer was open. I’ll save you some suspense - the conflict wasn’t with her. I mentioned I had been waiting for it and would be quick. I was closer in any case. With just a little anxious self-conscience about it, I checked in for my trip, printed my trip sheet out, looked at the announcements quickly, and logged out.
I stood up, turned around and starting looking for the Flight Attendant, saw her, and told her I’m done, come on over. Simultaneously a First Officer was on short final for the chair and computer I’d just vacated, and it became clear he wasn’t going around. “I told this Flight Attendant she would be next.” He wasn’t going balked landing either. “What are you doing, she is next, she’s been waiting”. He had landed and was exiting the runway, no radio communication at all. He didn’t even acknowledge me, much less my request.
My temper rose up quickly and I muttered in defeat “I guess you don’t give a crap then”, as I walked away. He had been closer than she was, as a matter of fact, but I didn’t see him when I was looking for her. She wanted to hide at this point and not get involved. I shrugged my shoulders and told her “sorry, I tried.”
He was done even quicker than I was, got up, walked to nearby where I was, and took out his phone. It was then that I started to think “I’m think I’m scheduled to fly with this guy. I am scheduled to fly with this guy. Do I want to fly with this guy? Does he want to fly with me?”
“Hi, this is _______ ________, and I’m calling in sick”. He was calling in sick, right there in the crew room, which was a good decision under the circumstances. I shook his hand after he ended the call, and we talked it over, talked it out. He was on day six of flying, after being extended and junior manned over the weekend. Crew Scheduling had been abusing him, and as the most senior F.O. in base, he felt didn’t deserve that and had had enough. Enough that he mentioned that he had thought about quitting his job. There was some personal stuff going on too he mentioned, it had been an awful morning already.
I’d worked with him before on a simulator checkride a few years back, but had never flown with him on the line. I didn’t recognize him at first, less hair, more belly, although I’ve changed appearance some too. There may have been some extenuating circumstances contributing, but for his privacy and my some short measure of respect for him I won’t address it.
I felt a little sheepish about making the scene, so I asked him was it something I did to make him call in sick, the way I reacted at the computer? I mentioned I was trying to save the computer for the Flight Attendant, and he seemed to have a new sensitivity to that. I think he understood that I was trying to show her respect. He asked where she was; he suddenly wanted to apologize to her. She had left the crew room to escape the tension and breathe.
I agreed with him that if you’re not emotionally ready to fly then you’re not fit for duty and should call out sick. I assured him that we should fly together in the future, and agreed that he should get his rest. I tried to encourage him to hang in there, now was not a time to quit.
But should I have stood up to him like I did for the Flight Attendant, or let him be like a rude driver on a crazy freeway without any pushback?
It was time for me to head to the gate, with or without my First Officer, to get set up for our first flight, meet my Flight Attendant (the one involved was not her), let the gate agent know we would be delayed, and get in touch with Crew Scheduling to find out when our replacement F.O. would arrive. So I excused myself and headed out for less tense environs.
I saw the Flight Attendant in question in the hallway and mentioned he wanted to apologize to her, she found it difficult to believe. Turning around, he had followed me out in the hall, speaking to a Pilot Manger who wanted him to explain his sick call, a standard practice especially for a sudden sick call at show-time. I encouraged her to approach him, and wanting to give them privacy, moved on out of the way. I think he apologized, she accepted, and they resolved the conflict.
My emotions were dizzy all that first day of this recent trip going over what occurred in my mind and heart. Fortunately they did find a new copilot for me within 30 to 45 minutes, my replacement was a new line holder, and had the idealistic attitude of “commute in early and tell crew scheduling I’m here, do you have anything for me to do?” going. Well, they sure did! Two and a half days later I saw him in the hotel I was checking out of, he was still flying a rerouted trip, even though he is a line holder. But now he had a good story of above and beyond service he maybe shared at his upcoming interview with a Major Airline. He is a U.S. Air Force Veteran Pilot, and just might be a Regional Airline short timer by now, I imagine.
Respect for women is important, whether your status is higher or lower than them, whether you’re young or old, male or female, subordinate or superior.
One person who showed great respect for women was Jesus Christ of Nazareth. Stories abound in the New Testament Gospels where he held them in honor and respect, had them undertake important roles that weren’t in line with ancient attitudes about women, in a culture where men totally wrote the rules and enforced them.
Don’t take my word for it, take these Christian Writers and Bloggers words as well:
https://www.franciscanmedia.org/jesus-extraordinary-treatment-of-women/
https://bible.org/article/christianity-best-thing-ever-happened-women
https://www.gci.org/church/ministry/women6b
God bless you, and thanks for reading my blog.
Recently hired I had an experience worth sharing , well often I have experiences worth sharing but it is usually my wife and maybe my daughters who get to hear about it. They are growing up! My oldest is 17 ½ and other daughters 13 ½, someday soon they will stop using ½ numbers, that will be a bittersweet moment.
I had a crew room conflict, and it wasn’t pretty. Our new crew room in our new base is small, much too small for the number of folks based there. They say they are working on a larger crew room but the ugly rumor part of that is we are waiting for another regional airline to vacate it for us. There are four computers used to check in for our trips and do various tasks, only two of them typically work at a time.
After verifying which two of the four machines were working, I verbally put my name in the hat, so to speak, to use a computer after a Flight Attendant was done. I turned my back and checked my V-File in the employee filing cabinet. I turned around and she was done, at the same time another Flight Attendant across the room asked if that computer was open. I’ll save you some suspense - the conflict wasn’t with her. I mentioned I had been waiting for it and would be quick. I was closer in any case. With just a little anxious self-conscience about it, I checked in for my trip, printed my trip sheet out, looked at the announcements quickly, and logged out.
I stood up, turned around and starting looking for the Flight Attendant, saw her, and told her I’m done, come on over. Simultaneously a First Officer was on short final for the chair and computer I’d just vacated, and it became clear he wasn’t going around. “I told this Flight Attendant she would be next.” He wasn’t going balked landing either. “What are you doing, she is next, she’s been waiting”. He had landed and was exiting the runway, no radio communication at all. He didn’t even acknowledge me, much less my request.
My temper rose up quickly and I muttered in defeat “I guess you don’t give a crap then”, as I walked away. He had been closer than she was, as a matter of fact, but I didn’t see him when I was looking for her. She wanted to hide at this point and not get involved. I shrugged my shoulders and told her “sorry, I tried.”
He was done even quicker than I was, got up, walked to nearby where I was, and took out his phone. It was then that I started to think “I’m think I’m scheduled to fly with this guy. I am scheduled to fly with this guy. Do I want to fly with this guy? Does he want to fly with me?”
“Hi, this is _______ ________, and I’m calling in sick”. He was calling in sick, right there in the crew room, which was a good decision under the circumstances. I shook his hand after he ended the call, and we talked it over, talked it out. He was on day six of flying, after being extended and junior manned over the weekend. Crew Scheduling had been abusing him, and as the most senior F.O. in base, he felt didn’t deserve that and had had enough. Enough that he mentioned that he had thought about quitting his job. There was some personal stuff going on too he mentioned, it had been an awful morning already.
I’d worked with him before on a simulator checkride a few years back, but had never flown with him on the line. I didn’t recognize him at first, less hair, more belly, although I’ve changed appearance some too. There may have been some extenuating circumstances contributing, but for his privacy and my some short measure of respect for him I won’t address it.
I felt a little sheepish about making the scene, so I asked him was it something I did to make him call in sick, the way I reacted at the computer? I mentioned I was trying to save the computer for the Flight Attendant, and he seemed to have a new sensitivity to that. I think he understood that I was trying to show her respect. He asked where she was; he suddenly wanted to apologize to her. She had left the crew room to escape the tension and breathe.
I agreed with him that if you’re not emotionally ready to fly then you’re not fit for duty and should call out sick. I assured him that we should fly together in the future, and agreed that he should get his rest. I tried to encourage him to hang in there, now was not a time to quit.
But should I have stood up to him like I did for the Flight Attendant, or let him be like a rude driver on a crazy freeway without any pushback?
It was time for me to head to the gate, with or without my First Officer, to get set up for our first flight, meet my Flight Attendant (the one involved was not her), let the gate agent know we would be delayed, and get in touch with Crew Scheduling to find out when our replacement F.O. would arrive. So I excused myself and headed out for less tense environs.
I saw the Flight Attendant in question in the hallway and mentioned he wanted to apologize to her, she found it difficult to believe. Turning around, he had followed me out in the hall, speaking to a Pilot Manger who wanted him to explain his sick call, a standard practice especially for a sudden sick call at show-time. I encouraged her to approach him, and wanting to give them privacy, moved on out of the way. I think he apologized, she accepted, and they resolved the conflict.
My emotions were dizzy all that first day of this recent trip going over what occurred in my mind and heart. Fortunately they did find a new copilot for me within 30 to 45 minutes, my replacement was a new line holder, and had the idealistic attitude of “commute in early and tell crew scheduling I’m here, do you have anything for me to do?” going. Well, they sure did! Two and a half days later I saw him in the hotel I was checking out of, he was still flying a rerouted trip, even though he is a line holder. But now he had a good story of above and beyond service he maybe shared at his upcoming interview with a Major Airline. He is a U.S. Air Force Veteran Pilot, and just might be a Regional Airline short timer by now, I imagine.
Respect for women is important, whether your status is higher or lower than them, whether you’re young or old, male or female, subordinate or superior.
One person who showed great respect for women was Jesus Christ of Nazareth. Stories abound in the New Testament Gospels where he held them in honor and respect, had them undertake important roles that weren’t in line with ancient attitudes about women, in a culture where men totally wrote the rules and enforced them.
Don’t take my word for it, take these Christian Writers and Bloggers words as well:
https://www.franciscanmedia.org/jesus-extraordinary-treatment-of-women/
https://bible.org/article/christianity-best-thing-ever-happened-women
https://www.gci.org/church/ministry/women6b
God bless you, and thanks for reading my blog.
Monday, April 1, 2013
Good Friday Chants
Dateline: Good Friday, March 29, 2013 A.D.
Location: Flight Level 310, 30 nautical miles west of JST (Johnstown, PA, USA)
Time: 6:45 PM
Speed and Course: GS 417 knots, course about 085 degrees magnetic
This is where we were and where we were going, in the sunshine and smooth air.
"Fa-ther, in-to your hands I com-mit my spi-rit". I was looking for something to help me bide my time with to Philly.
The autopilot was engaged, I was the pilot flying, and I had the ADF tuned to 1060. A Catholic station with a strong but distant signal was fading in and out some, but without much static.
"Fa-ther, in-to your hands I com-mit my spi-rit". A Priest with a reverent voice was singing, slowly, a beautiful chant from some unknown location. I started listening intently.
I noticed the words and remembered where they came from. Was this in one Gospel or more? The sun was behind us, and scattered, early spring cumulus clouds far below were doing the best they could to grow, not very much albeit. A weak layer of haze between the clouds was obscuring the earth in between.
"Fa-ther, in-to your hands I com-mit my spi-rit". Repeatedly, with a perfect rate and rhythm, and pause in between. These were the last words my Lord and Savior, and I hope yours too, said on the cross before he died, and 'gave his life as a ransom for many' (Mark 10:45).
We were still forty minutes out from landing in Philadelphia. I had time to ponder questions that arose in me. In saying this, Jesus in his bodily death gave his spirit back to the control of God the Father. So, where then, did the Father send Jesus to in between his death on the cross and his resurrection on the third day after he was crucified?
"Fa-ther, in-to your hands I com-mit my spi-rit". It was from Luke 23:46 (and Psalm 31:5), I later learned, and Luke was the only gospel these words of Jesus were recorded in.
After my good First Officer, in a precise manner, brought us back to terra-firma on Philadelphia's 5,000 foot runway - a demanding but typical feat for our CRJ200, I had time to ask Dr. Google these questions. Jesus didn't descend to Hell, per se, (yes it is in the Apostle's Creed) for more punishment for mankind's sins, all of it was paid for on the Cross. However, scripture seems to indicate that He visited Sheol/Hades, two other realms of he underworld, 'waiting areas for the dead' you might say. It is interesting and educational reading waiting for you at Got questions? and "C.A.RM.".
"Fa-ther, in-to your hands in com-mit my spi-rit". I was reminded of some of the other last words Jesus also said were ones of complete humiliation and abandonment, of separation from God. Because our sins were laid upon him - although He was without sin, He was made to become sin for us, for my sins and for your sins (2 Corin 5:17) These words of separation from God are from Matthew 27:46 & Mark 15:34: "My God, my God, why have you forsaken me?" How could Jesus issue these trusting words of finality, after He had asked God in a seemingly highly confused and anxious state (he was still human after all) "why have you forsaken me?"
I think this showed his humanness in that his reaction displays the difference between knowing that something difficult is coming and actually experiencing the overwhelming, unfamiliar emotions of it. Jesus had already sweat drops like blood, been tortured and humiliated incomprehensibly, been nailed to a cross, and now the sin guilt burden of all humanity had been laid upon him, an innocent man. Our Holy God had withdrawn His presence from Jesus, because a Holy and Perfect God cannot be in the presence of sin, it is his very nature. This is not a weakness or fault of God as post-Christian thinkers assert, but a characteristic that belies his universe and life creating majesty, honor, and glory that He deserves. Besides, our Holy God's complete presence in the midst of any sin utterly destroys that person (Moses saw God's backside - He wouldn't let Moses see his front because it would've killed him).
"Fa-ther, in-to your hands I com-mit my spi-rit". Via Max Lucado through Pastor John O'Neal, the clarity of contrast is made that Jesus is now reunited because he calls Him Father, not God, when he gives up his spirit to his control. He is separated from God because he took on the guilt and bore the punishment of MY sin; He asks "My God why have you forsaken me?". Then the work is just complete, He knows it and exclaims "It is Finished!". Then
"Fa-ther, in-to your hands I com-mit my spi-rit". I was feeling blessed by these now comforting words Jesus gave in complete trust to the Father, just as those in Christ should aspire to do in death and in life.
He is risen, He is risen indeed! The richness, the mystery, and the truth of the Gospel message is well worth your time investment in getting to know the Good Shepherd, who laid down his life for the sheep. And took it up again. Jesus' resurrection is proof that He alone is the way, the truth, and the life!
God bless you, and thank you for reading my blog.
Location: Flight Level 310, 30 nautical miles west of JST (Johnstown, PA, USA)
Time: 6:45 PM
Speed and Course: GS 417 knots, course about 085 degrees magnetic
This is where we were and where we were going, in the sunshine and smooth air.
"Fa-ther, in-to your hands I com-mit my spi-rit". I was looking for something to help me bide my time with to Philly.
The autopilot was engaged, I was the pilot flying, and I had the ADF tuned to 1060. A Catholic station with a strong but distant signal was fading in and out some, but without much static.
"Fa-ther, in-to your hands I com-mit my spi-rit". A Priest with a reverent voice was singing, slowly, a beautiful chant from some unknown location. I started listening intently.
I noticed the words and remembered where they came from. Was this in one Gospel or more? The sun was behind us, and scattered, early spring cumulus clouds far below were doing the best they could to grow, not very much albeit. A weak layer of haze between the clouds was obscuring the earth in between.
"Fa-ther, in-to your hands I com-mit my spi-rit". Repeatedly, with a perfect rate and rhythm, and pause in between. These were the last words my Lord and Savior, and I hope yours too, said on the cross before he died, and 'gave his life as a ransom for many' (Mark 10:45).
We were still forty minutes out from landing in Philadelphia. I had time to ponder questions that arose in me. In saying this, Jesus in his bodily death gave his spirit back to the control of God the Father. So, where then, did the Father send Jesus to in between his death on the cross and his resurrection on the third day after he was crucified?
"Fa-ther, in-to your hands I com-mit my spi-rit". It was from Luke 23:46 (and Psalm 31:5), I later learned, and Luke was the only gospel these words of Jesus were recorded in.
After my good First Officer, in a precise manner, brought us back to terra-firma on Philadelphia's 5,000 foot runway - a demanding but typical feat for our CRJ200, I had time to ask Dr. Google these questions. Jesus didn't descend to Hell, per se, (yes it is in the Apostle's Creed) for more punishment for mankind's sins, all of it was paid for on the Cross. However, scripture seems to indicate that He visited Sheol/Hades, two other realms of he underworld, 'waiting areas for the dead' you might say. It is interesting and educational reading waiting for you at Got questions? and "C.A.RM.".
"Fa-ther, in-to your hands in com-mit my spi-rit". I was reminded of some of the other last words Jesus also said were ones of complete humiliation and abandonment, of separation from God. Because our sins were laid upon him - although He was without sin, He was made to become sin for us, for my sins and for your sins (2 Corin 5:17) These words of separation from God are from Matthew 27:46 & Mark 15:34: "My God, my God, why have you forsaken me?" How could Jesus issue these trusting words of finality, after He had asked God in a seemingly highly confused and anxious state (he was still human after all) "why have you forsaken me?"
I think this showed his humanness in that his reaction displays the difference between knowing that something difficult is coming and actually experiencing the overwhelming, unfamiliar emotions of it. Jesus had already sweat drops like blood, been tortured and humiliated incomprehensibly, been nailed to a cross, and now the sin guilt burden of all humanity had been laid upon him, an innocent man. Our Holy God had withdrawn His presence from Jesus, because a Holy and Perfect God cannot be in the presence of sin, it is his very nature. This is not a weakness or fault of God as post-Christian thinkers assert, but a characteristic that belies his universe and life creating majesty, honor, and glory that He deserves. Besides, our Holy God's complete presence in the midst of any sin utterly destroys that person (Moses saw God's backside - He wouldn't let Moses see his front because it would've killed him).
"Fa-ther, in-to your hands I com-mit my spi-rit". Via Max Lucado through Pastor John O'Neal, the clarity of contrast is made that Jesus is now reunited because he calls Him Father, not God, when he gives up his spirit to his control. He is separated from God because he took on the guilt and bore the punishment of MY sin; He asks "My God why have you forsaken me?". Then the work is just complete, He knows it and exclaims "It is Finished!". Then
"Fa-ther, in-to your hands I com-mit my spi-rit". I was feeling blessed by these now comforting words Jesus gave in complete trust to the Father, just as those in Christ should aspire to do in death and in life.
He is risen, He is risen indeed! The richness, the mystery, and the truth of the Gospel message is well worth your time investment in getting to know the Good Shepherd, who laid down his life for the sheep. And took it up again. Jesus' resurrection is proof that He alone is the way, the truth, and the life!
God bless you, and thank you for reading my blog.
Tuesday, October 30, 2012
Keep your day job, er, career
Every now and then I hear from my RJ friend who quit his flying career to be at home with his wife and two boys. He dove into a Network Marketing system, only a month later to find not success but proof that his wife was on her third boyfriend outside of their marriage.
Now the divorce is nearing completion, and they share custody of their one son together, while she has custody of her first son from her first marriage.
He steered away from network marketing and started a commercial janitor cleaning service, which has succeeded well, apart from the constant problem of hiring and keeping good workers, he says. That problem is also present in his new business, a commercial account donuts business for convenience stores.
With a starting wage of $10 per hour, which he says is higher that other companies of the same type, his employees work ethic and attitude typically fizzle out after a few months, and he finds himself doing most of the work. Now with both businesses (because his commercial cleaning business hasn't sold off yet), he sleeps when he can get it, during the day or a nap in the morning after the donuts have been delivered. He is looking for a manager of the donuts side, I told him he needs a professional.
"Keep your job career Craig! At least until you can make as much as your current job career with your business you have now" he says (my business is good but I have quite a ways to go).
What is the difference between a job and a career? My First Officers lately have again been describing their occupation of Airline Pilot as 'just a job' and not a real career. I just refuse to see it that way. Maybe airline pilots are spoiled prima donnas like the stereotype portrays, because I still constantly meet passengers and others who wish they could have my career.
I'm feeling a little spoiled right now, actually. Currently I have a few more days off, because Hurricane Sandy has taken a pretty good swipe at New Jersey and New York City. I was scheduled to start a four day trip this past Monday, but it was delayed Sunday night. I will be lucky if I fly the last day of it on Thursday. As a result of water from Sandy feeding into Long Island Sound from the east, LaGuardia Airport is flooded and closed as I write this. It might be closed for days more. Feet of water covers the runway, and the water line is up to the terminal I fly out of. Consideration of the scene brings questions to mind which include: when will it re-open? Will the runways be damaged? Will the runway lights still work? Will the ILS (Instrument Landing System) still work? When will I return to LGA?
Fortunately, I've been blessed to be at home all during Sandy. Many of my fellow pilots were flying during this event, which is now called "Superstorm Sandy" and were given re-routes from their flight schedules to take their aircraft to places away from danger like Charlotte or Cincinnati. My hat is off to them. A good number of them are now stuck away from home on their scheduled days off. This storm will leave a deep impact in terms of damage and lives lost.
Storms of nature, storms of life. A mess is created and then someone has to clean it up, during which lessons are learned in the reflective process, and the "if I could do it again"s come up.
Aaron's "if I could do it again" after his storm included continuing to fly, even if he knew his wife was having affairs. No one saw it coming, at least in my circle; I certainly didn't. Divorce would've been likely whether he kept flying or not. Even if he did, I think he still would've been a good father to his son, present and active in his life on his days off.
After about a year, Aaron started to mention that he missed flying, he missed making the 'life and death decisions', I think he missed the joy of it, the adventure of it, and the camaraderie. He didn't miss the inconvenience of being gone half the time, of living out of a suitcase, from airport to airport to hotel to airport, or the various headaches he had to put up with. He was using personal skills he had honed while flying in his new business, but it missed some of the challenges and adventures that flying satisfied him with. I felt bad for him, still do, and every time we talk it is like his words reset my outlook on my career.
What is is the difference between a job and a career? Chris Rock knows the difference, and its pretty funny (four letter words warning):
Note to self: try not to talk about how fun my job is to friends and relatives (unless they ask).
If you can't wait to get out of there and go home, and the clock surely runs slow, you are working at a job. If what you are doing requires extensive training and education, intelligence, good judgement, a specific skill set that can only be had by training and practice, social skills, and entrusts a great deal of responsibility and authority to those in the occupation, you are working as a professional.
That is why they call it being a Professional Pilot. You call it a job to my face and you might as well have used God's name or His Son's name in vain. I don't like it, it makes me frown inside. When you call it just a job, you sell yourself short and you sell the profession short, and give yourself and your passengers a false justification to make less of an effort at excelling at your job than you should.
Furthermore, you place all value of what you do for a living in terms of pay and benefits, when in reality, so much of job satisfaction is experienced because of other factors. Real job satisfaction does involve pay and benefits, but ask these questions of your job/career: do you enjoy it?, are you good at it?, does it leave you time for a personal life?, does it help or hinder your overall quality of life?
Yes, all airline pilots, including regional airline pilots, make less than they used to, as much as 50% of what they did before the 9/11 attacks. Yes, it is difficult to get by as a regional jet Co-Pilot these days, especially if you have a family and/or live in a high cost of living area. Yes, management 'doesn't treat us as well as they used to'. It is just the way it is.
The saying "I'll act like a professional when they treat me like one" just rings hollow and like a selfish child to me. If my Chief Pilot or Domicile Manager rode in the jumpseat, or even in the first row, on every flight, I would act like the professional I am every time (not that I don't already, but even more so). This is the equivalent of the boss being in the cubicle or office two doors down, a situation which many workers still have, and airline pilots don't. It is a convenience that we often take for granted.
Furthermore, and I won't dwell on it much but just touch on it: the difference between being a professional just working a job is in the attitude one has. One could be digging ditches or in a factory doing a mundane job, but if you make a daily effort to give that job your best and take advantage of every opportunity to excel and be the best ditch digger or assembly worker you can be, you will be noticed and advancement in position, responsibility, and pay will follow.
Ahh, but Craig, you say, its easy for you to behave as a Professional, because you have a job you love, and passengers who respect you. Yes, that is true, I am blessed/fortunate/lucky to make a living at something I love to do, many don't, but stay in a job/career for the money, convenience, etc.
I can't elaborate very well on how and why one can actually take joy in toil that is not your preferred line of work, but this link can: from the Bible book of Eccelesiastes by King Solomon, this is a good, readable study: "Fear God, Enjoy Life". I can testify though that anyone can glorify God through their work, if they work with an attitude being one of serving God and doing his will, with joy and to the best of his or her God given ability. This is scriptural as well: "Modeling Christ in the Workplace Through Work Well Done".
If you would like to have a career as a Pilot and have that burning, passionate desire that you can't shake, like you can feel in your clenched hand when you dream about it, I encourage you wholeheartedly to pursue one, but be prepared to be a Professional in your conduct throughout. Others will notice, and you will build a reputation that will continue to pay off throughout your journey in the sky. Professionals do a professional job because they love it, not just because they are paid well to do it.
And maybe that is the simplest way to look at it. If what you are doing for a living is something you love, even once upon a time, that is a career, and deserves to be treated as such, for everyone's benefit. Even the Almighty's.
God bless you and thanks for reading my blog!
Fortunately, I've been blessed to be at home all during Sandy. Many of my fellow pilots were flying during this event, which is now called "Superstorm Sandy" and were given re-routes from their flight schedules to take their aircraft to places away from danger like Charlotte or Cincinnati. My hat is off to them. A good number of them are now stuck away from home on their scheduled days off. This storm will leave a deep impact in terms of damage and lives lost.
Storms of nature, storms of life. A mess is created and then someone has to clean it up, during which lessons are learned in the reflective process, and the "if I could do it again"s come up.
Aaron's "if I could do it again" after his storm included continuing to fly, even if he knew his wife was having affairs. No one saw it coming, at least in my circle; I certainly didn't. Divorce would've been likely whether he kept flying or not. Even if he did, I think he still would've been a good father to his son, present and active in his life on his days off.
After about a year, Aaron started to mention that he missed flying, he missed making the 'life and death decisions', I think he missed the joy of it, the adventure of it, and the camaraderie. He didn't miss the inconvenience of being gone half the time, of living out of a suitcase, from airport to airport to hotel to airport, or the various headaches he had to put up with. He was using personal skills he had honed while flying in his new business, but it missed some of the challenges and adventures that flying satisfied him with. I felt bad for him, still do, and every time we talk it is like his words reset my outlook on my career.
What is is the difference between a job and a career? Chris Rock knows the difference, and its pretty funny (four letter words warning):
Note to self: try not to talk about how fun my job is to friends and relatives (unless they ask).
If you can't wait to get out of there and go home, and the clock surely runs slow, you are working at a job. If what you are doing requires extensive training and education, intelligence, good judgement, a specific skill set that can only be had by training and practice, social skills, and entrusts a great deal of responsibility and authority to those in the occupation, you are working as a professional.
That is why they call it being a Professional Pilot. You call it a job to my face and you might as well have used God's name or His Son's name in vain. I don't like it, it makes me frown inside. When you call it just a job, you sell yourself short and you sell the profession short, and give yourself and your passengers a false justification to make less of an effort at excelling at your job than you should.
Furthermore, you place all value of what you do for a living in terms of pay and benefits, when in reality, so much of job satisfaction is experienced because of other factors. Real job satisfaction does involve pay and benefits, but ask these questions of your job/career: do you enjoy it?, are you good at it?, does it leave you time for a personal life?, does it help or hinder your overall quality of life?
Yes, all airline pilots, including regional airline pilots, make less than they used to, as much as 50% of what they did before the 9/11 attacks. Yes, it is difficult to get by as a regional jet Co-Pilot these days, especially if you have a family and/or live in a high cost of living area. Yes, management 'doesn't treat us as well as they used to'. It is just the way it is.
The saying "I'll act like a professional when they treat me like one" just rings hollow and like a selfish child to me. If my Chief Pilot or Domicile Manager rode in the jumpseat, or even in the first row, on every flight, I would act like the professional I am every time (not that I don't already, but even more so). This is the equivalent of the boss being in the cubicle or office two doors down, a situation which many workers still have, and airline pilots don't. It is a convenience that we often take for granted.
Furthermore, and I won't dwell on it much but just touch on it: the difference between being a professional just working a job is in the attitude one has. One could be digging ditches or in a factory doing a mundane job, but if you make a daily effort to give that job your best and take advantage of every opportunity to excel and be the best ditch digger or assembly worker you can be, you will be noticed and advancement in position, responsibility, and pay will follow.
Ahh, but Craig, you say, its easy for you to behave as a Professional, because you have a job you love, and passengers who respect you. Yes, that is true, I am blessed/fortunate/lucky to make a living at something I love to do, many don't, but stay in a job/career for the money, convenience, etc.
I can't elaborate very well on how and why one can actually take joy in toil that is not your preferred line of work, but this link can: from the Bible book of Eccelesiastes by King Solomon, this is a good, readable study: "Fear God, Enjoy Life". I can testify though that anyone can glorify God through their work, if they work with an attitude being one of serving God and doing his will, with joy and to the best of his or her God given ability. This is scriptural as well: "Modeling Christ in the Workplace Through Work Well Done".
If you would like to have a career as a Pilot and have that burning, passionate desire that you can't shake, like you can feel in your clenched hand when you dream about it, I encourage you wholeheartedly to pursue one, but be prepared to be a Professional in your conduct throughout. Others will notice, and you will build a reputation that will continue to pay off throughout your journey in the sky. Professionals do a professional job because they love it, not just because they are paid well to do it.
And maybe that is the simplest way to look at it. If what you are doing for a living is something you love, even once upon a time, that is a career, and deserves to be treated as such, for everyone's benefit. Even the Almighty's.
God bless you and thanks for reading my blog!
Monday, October 8, 2012
A moment in HPN time
I was only a moment I had this evening in a typical day, looking through the best office windows of any job in the world. I was able to savor it and contemplate for a few seconds, then we came in to land. Don't fret, I was the PNF (pilot not flying).
We were on approach in mostly smooth air to White Plains, NY, home of some of the wealthest folks in the USA, and home of the most crowded small airport terminal I know of, bar none. My fine First Officer, with six years (almost) service to our regional airline, was smoothly flying our fully configured for landing CRJ on final approach to runway 34 (towards the north). The beads of water kept sliding past on the windscreen. Light raindrops falling were being interrupted at one hundred sixty miles an hour, and rolling back on the 'rain-x' treated windscreen. The visual of that led me to shift my near focus to the scene outside. The still lush green lawns and golf course below. The broccoli tops of the trees now starting to turn to autumn colors. The dusky yellow light on the horizon, breaking through where gray clouds and scud blocking the view weren't. The points of light lit up in a vertical rectangle growing larger, quickly on the ground up toward us, - the bent strip of metal shaped runway that make this place one of the more challenging airports we fly into.
FO Josh was configured, on speed, on glideslope. The center landing light was on and that meant the Control Tower had cleared us to land. He reduced thrust and flared right where I would've, in fact he was doing it as I was thinking it. Then he didn't flare enough. Or did he? The runway underneath us had just made the switch from a slightly uphill grade to a pretty steep grade, for a runway anyway. With the jet losing speed and lift, and the sink rate apt to increase without an increase in yoke back pressure, the runway was 'rising' to meet us faster than normal. More back pressure was needed to avert a firm touchdown. I saw us sink that last three feet and it was a nice plop to terra firma, not the firm touchdown I was expecting. I was impressed. Josh had a nice touch and didn't land long either, or gyrate the jet too much.
Leaving the runway I knew, I felt, once again, that I was right where I needed to be, wearing this uniform (as much as I complain about it), doing these duties, performing these tasks, being with these people (co-workers), all with pride, honor, and excellence. At least for this moment.
I used to hear that to be an airline pilot for a career, and to stick with it, you have to 'really love flying'. Easy to understand until you think long and hard about what one has to put up with to endure an airline pilot career. The sacrifices that everyone makes do not stop. Not everyone gets the six figure plus salary, their desired airline, or a quick upgrade. Not everyone keeps their first wife or first house (but that is great advice). Not everyone flies till retirement. To get into it, sure, you love it, but to put up with all the negatives, you better love it still. I'm still flirting with getting out, somehow, to be honest.
But the beauty of the sights to be seen, the moments of camaraderie and achievements to be had, and the opportunities to share my testimony of Jesus with others, still give me a real sense of receiving (outside of pay and benefits) something valuable for what I sacrifice - the precious time I spend away from my wife and family.
I still hope to write more in the future. I am currently still trying to juggle my side business better. I feel that three balls are in the air again, so to speak, and the focus is there. God bless you, and thanks for reading my blog!
We were on approach in mostly smooth air to White Plains, NY, home of some of the wealthest folks in the USA, and home of the most crowded small airport terminal I know of, bar none. My fine First Officer, with six years (almost) service to our regional airline, was smoothly flying our fully configured for landing CRJ on final approach to runway 34 (towards the north). The beads of water kept sliding past on the windscreen. Light raindrops falling were being interrupted at one hundred sixty miles an hour, and rolling back on the 'rain-x' treated windscreen. The visual of that led me to shift my near focus to the scene outside. The still lush green lawns and golf course below. The broccoli tops of the trees now starting to turn to autumn colors. The dusky yellow light on the horizon, breaking through where gray clouds and scud blocking the view weren't. The points of light lit up in a vertical rectangle growing larger, quickly on the ground up toward us, - the bent strip of metal shaped runway that make this place one of the more challenging airports we fly into.
FO Josh was configured, on speed, on glideslope. The center landing light was on and that meant the Control Tower had cleared us to land. He reduced thrust and flared right where I would've, in fact he was doing it as I was thinking it. Then he didn't flare enough. Or did he? The runway underneath us had just made the switch from a slightly uphill grade to a pretty steep grade, for a runway anyway. With the jet losing speed and lift, and the sink rate apt to increase without an increase in yoke back pressure, the runway was 'rising' to meet us faster than normal. More back pressure was needed to avert a firm touchdown. I saw us sink that last three feet and it was a nice plop to terra firma, not the firm touchdown I was expecting. I was impressed. Josh had a nice touch and didn't land long either, or gyrate the jet too much.
Leaving the runway I knew, I felt, once again, that I was right where I needed to be, wearing this uniform (as much as I complain about it), doing these duties, performing these tasks, being with these people (co-workers), all with pride, honor, and excellence. At least for this moment.
I used to hear that to be an airline pilot for a career, and to stick with it, you have to 'really love flying'. Easy to understand until you think long and hard about what one has to put up with to endure an airline pilot career. The sacrifices that everyone makes do not stop. Not everyone gets the six figure plus salary, their desired airline, or a quick upgrade. Not everyone keeps their first wife or first house (but that is great advice). Not everyone flies till retirement. To get into it, sure, you love it, but to put up with all the negatives, you better love it still. I'm still flirting with getting out, somehow, to be honest.
But the beauty of the sights to be seen, the moments of camaraderie and achievements to be had, and the opportunities to share my testimony of Jesus with others, still give me a real sense of receiving (outside of pay and benefits) something valuable for what I sacrifice - the precious time I spend away from my wife and family.
I still hope to write more in the future. I am currently still trying to juggle my side business better. I feel that three balls are in the air again, so to speak, and the focus is there. God bless you, and thanks for reading my blog!
Thursday, May 10, 2012
Look before you leap
As a one year CRJ Captain, about six years ago, I
taxied the jet out of the Philadelphia regional jet ramp late one evening for
Binghamton, New York. This was the first
trip with this particular First Officer, and we were getting along great
together. He had many good qualities,
and you don’t always find well rounded FO’s (or Captains) on the line. Many times one is able to determine (or hear
on the line) that each pilot has a few areas which are their strengths, but
there is one area where the other crewmembers would be wise to ‘cover them’
on. It’s a wise and professional tactic
to practice, and if you do it in the right way it does not disrespect the other
crewmember at all; on the contrary it makes your ‘team’ stronger.
Jay appeared to be strong in all areas; but there was still one
corner in which I thought I might have to be careful in, and that was in taking
his suggestions. He was pretty assertive
for a First Officer and a little cavalier (he had a lot of confidence which seemed
to give him leeway), but he used the right tact and balance in communicating
with me. During our flights we had been
conversing, mostly out of “sterile cockpit”, about all kinds of subjects –
politics, company goings-on, our pilots union, and religion (and his lack of
faith in my Jesus), and we had a pretty good time doing so, in spite of our
differences on matters of faith.
Really, we probably talked too much, in places where we
shouldn’t have been. I can’t recall how
much the sterile cockpit rule was bent, but I’ve learned over the years that heated
conversation during periods out of sterile cockpit can leave a pilots mind
remain focused on the subject relatively long after sterile cockpit is entered
again. This is where discipline could
and should come into play (not talking about subjects not pertaining to the
flight at hand), and an area I try to focus on more these days. I say ‘these days’ because as the years roll
on, things happen, things that make you think twice about how disciplined you
really are in your duties, and how you would like to be matches us with the
reality.
It was late, a quarter till eleven, when we were given the
“cross two-seven right, right turn on sierra, contact tower one one eight point
five” clearance. We continued south on
taxiway Echo and followed the snaking, right left right path of taxiway Sierra,
my left hand on the tiller steering the pointy end of the CRJ toward the rows
of the orange lights of the UPS ramp nearby runway two-seven left.
Whatever non-pertaining conversation there was (couldn’t
have been much) stopped suddenly when Philly Tower gave our takeoff clearance,
“cleared for takeoff runway two-seven left”.
My ‘strong in all areas’ first officer repeated the clearance back to the Tower, and I
called out “Flaps eight before takeoff checklist”, which we quickly completed,
leaving a two hundred yard straight section of taxiway Sierra, headed west,
before a quick left and very short taxi segment on taxiway Sierra One (S1) to
get on runway two-seven left, and then a sharp right turn to align with the runway
for takeoff (see the airport diagram below).
 |
| Philadelphia International - Taxiway S1 and Runway 27L on center lower half, near control tower |
We made the left turn and started to cross the hold short
line for runway two-seven left. I had
made this turn many times, and only as a Captain. Because S1 was a very short taxi segment
before the hold short line, it was tricky to visually check the final approach
of runway two-seven left for traffic before actually crossing the hold short
line for the runway. Not to worry,
though, we had good men with good intentions looking out for us; the control
tower was close enough that we could still see their silhouettes in the cab during
the day. Many times, but not always,
before this evening I would delay making the turn until the last moment in
order to make a sharper turn, which would give us more room to visually check
that there is no traffic on the final approach course before the jet’s nose
crossed the hold short line that marked the boundary between the taxiway and
runway.
“Tower are they going to get out of our way in time?” The clearly and quickly spoken words by the
female UPS pilot alerted us to a major problem, simultaneously as I got over my
disbelief and did a triple take with my eyes, observing the multiple bright
lights of a Boeing 757 on short final of our runway, and their runway also,
two-seven left (27L). My synapses snapped
into overdrive, suddenly thinking as quickly as possible. There was no time to wonder
about why this was happening, no time to deny or delay the reality of the
moment, no time to escape from the sudden pressure of the situation. A huge airplane about a half mile to our left
and about two hundred feet above the ground would be right where we were in less than
fifteen seconds.
The need for a pilot to check the final approach is a primary safety directive taught from a student’s first flight: always visually check that the final approach is clear before you take the runway for takeoff. By this evening I had about six thousand hours of flight time, and I had never been in another aircraft’s way on the runway.
The need for a pilot to check the final approach is a primary safety directive taught from a student’s first flight: always visually check that the final approach is clear before you take the runway for takeoff. By this evening I had about six thousand hours of flight time, and I had never been in another aircraft’s way on the runway.
Fortunately I didn't freeze. Because they were so close and we still weren’t aligned with
the runway and wouldn’t have started the turn to do that for another ten
seconds, there was absolutely no way we could have taken off and cleared the runway in time. That was a no
brainer, and postflight that made me think the UPS pilot’s words were a polite (and
surprised) way of asking the control tower to make us clear the runway so that
they did not have to abandon the approach and execute a go-around.
 |
| Runway boundary constituted by 'holding positions markings' shown - FAA AIM |
Because the nose and our cockpit was already past the hold
short line and we were technically on the runway even though the plane wasn’t past
the runway edge lines (see FAA AIM diagram above), I didn't let my feet ever touch the brakes. I saw my escape across the runway to the other side of taxiway “Sierra One” and started to advance the thrust levers. We could sort
out the taxi back to the runway after we got out of the way.
With a stuttered surprise, the tower controller ordered urgently: “Exit the runway at Sierra Two”. He owed us that much at least, after clearing
our aircraft to take off while having already cleared one to land, and creating
a serious safety risk all at once.
At that point I didn’t know if Sierra Two was straight ahead
or where, I just wanted to ‘get away’ and have a snickers, so to speak. “To the right, to the right!” My First Officer urgently yelled and motioned
in reply to my question regarding Sierra Two: “is that straight?” I gunned the thrust levers halfway up, made
a quick right turn down the runway halfway between the edge and the centerline,
found Sierra Two (S2) and turned off clear of the runway, back eastbound,
again on Sierra. We watched the big,
long 757 with cool customers driving it land just as we finished the turn on Sierra. They braked normally and took
the left turnoff from the runway at taxiway Yankee (Y) just like nothing had happened. But something had just
happened, something bad. The control
tower had cleared us for takeoff, directly conflicting with another aircraft they
had already cleared to land. We had just
experienced a moment you do not want to have, ever, as a pilot.
The tower did not miss a beat, in spite of knowing their
mistake. I should say his mistake,
although I don't know the staffing at that hour but I assumed the tower was minimally staffed with one
controller for the tower and one for ground, and no manager backing either of
them up. He was businesslike as he
stated to us “you are still cleared for takeoff, runway two-seven right”. Still cleared for takeoff. No takeoff clearance cancellation had been
given, in spite of us severely cramping some big iron’s style on short
final. He should’ve cancelled our
takeoff clearance, and I thought during our climbout that he didn’t because (1)
he didn’t want that to be on the ATC tapes, and (2) he didn’t want to perform
any possible paperwork required, (3) he didn’t have time to either. He knew what he was doing, except for that
one moment, and that’s all you need is a moment, unfortunately.
My First Officer and I talked a lot about this on the way up
to Binghamton, New York, that night.
How did that happen?
I didn’t visually clear the final approach path, and the tower probably
had cleared the 757 to land before we had switched to the tower frequency. Runway 27L is not usually used for landings,
except by UPS at night when it provides them a short taxi to their nearby
ramp. I didn’t have my guard up for that
possibility. I have a theory that at
some point the controller couldn’t see the 757 because the approach path
position of the 757 made it to become blocked from view by the control tower
cab roof, unless the controller gets up close to the windows. The controller had a moment of inattention and
permitted himself to be distracted.
Controller fatigue could have been a factor. They could have had reduced staffing and
fewer controllers to back each other up.
I asked: should we report the controller’s mistake? It would surely get him in trouble. We wondered if they had an immunity program
to write a report about their mistakes and be given protection from discipline
or termination (they didn’t at that time).
Reporting him would force us to admit we didn’t clear the runway
visually before entering it, and we wondered about what that meant for us. We could call him when we arrived at Binghamton
and asked for an explanation, he probably had a ready apology.
What do you think I did, reader, at the end of the flight
and end of the night? What would you have done,
and why? Let’s start a little
discussion.
Learn from my lesson: always, always, always clear your
runway before you cross the hold short line, control tower or not! My favorite quote from Ronald Reagan applies
here: “Trust but Verify”.
God bless you, and thanks for reading my blog!
Tuesday, March 6, 2012
Where have you been?
Hello again, blogosphere! "Where have you been, Captain Craig"?
Well, you're right, the last post was in October. I've been flying and have had a few "moments" I'd like to write about sometime. I have also been on twitter, as you can see. My respectful apologies to Rush Limbaugh listeners, regarding his current troubles and my retweets. I listened to him in the nineties, but now its just to get my blood pressure up. And yes, I am an evangelical, born-again Christian. Anyway, that's not what I'm writing about quickly this morning.
Passion. Everyone wants it, needs it, and hopefully recognizes when they have it for something and how valuable it is. When you are excited about something going on in your life so much that you want to take that moment and squeeze it in your fist, as if in childlike faith you could make your passion ooze out of your fingers in exultation, victory, and vibrant life? That's my street version of passion, and you can have it for many things: for a spouse or loved one, for God, for a career, for a vocation, for sport, for an activity, for a hobby, for an interest. When our passion is brought out in what we love, it resonates within us and around us, and that is a good thing.
One of my passions has long been flying, obviously, still is. I still love catapulting a riveted aluminum pressure tube full of human cargo five miles in the sky at eight miles a mile. The wonder, beauty, adventure, and challenges flying presents to me always makes for a satisfying experience. Its what I do, and I believe I am fairly good at it. But I have other passions as well, and want to share them with you.
Another passion I have is entrepreneurship, specifically in the realm of designing and marketing new products and services. I've made other attempts at this, but my latest foray is successful, so far. I'm happy about it, and it has a good deal of untapped potential and market share to gain. Unfortunately, between airline flying, family time, starting and running the business, and sleep, I've had a difficult time carving out time to blog. I'd like this to change; maybe I can devote my airline commuting time solely to blogging.
Okay, thanks for waiting, wondering what it is. Logbook Solutions is the main entity of my LLC, and we serve pilots who use computer based logbooks. We don't sell software or plan to. We sell high quality logbook binders and paper, to help pilots to look their best when presenting their logbook at a pilot interview, checkride, or whenever. An appropriate binder and paper is becoming essential for pilots to maintain their professional image with, while taking full advantage of today's excellent logbook software. We also have a printing service; a pilot can purchase a binder and paper, and have us professionally print his or her logbook, all at once. We are planning a logbook conversion service also. Performing the data entry of a pilot's handwritten logbook into logbook software will be a major time saver for new computer logbook pilots. To learn more, please visit http://logbooksolutions.com.
The website is basic but clear, I hope. It needs work, however, and I need help with it. I need help with other tasks in addition to the website also; logbook conversion services and marketing come to mind. Interested or know someone who is? Please contact me at your convenience.
There are other great ideas I am chasing and developing, in the area of PED accessories for personal and aviation uses. PED = personal electronic devices, BTW. I can't share very many details here, but these ideas have great potential. I need business partners and investors, angel investors are desired but not required.
This blog started out as a passion, one in which I wanted to combine my passion for flying with my passion (which God gave me BTW) for the Lord of Lords and King of Kings. In my writings I've desired to correlate my flying experiences and adventures to my personal faith life and the scriptures as I understand them.
I'm still going to write, but it will probably be infrequently, due to my other business activities. This blog would be better served if pilots who had time would participate. Would you like to write for this blog? I am inviting passionate pilots of faith to write posts which I will publish on this blog. It doesn't have to include elements of your faith, but it would be nice. I prefer to host only pilots who call themselves Christians, by any standard commonly accepted. I know it sounds non-inclusive, but this is inline with the intent and mission of this blog. Blogs are free! If you're a hedonist, free-thinking atheist pilot (extreme example) and want to write, get your own blog! (And God bless you).
Maybe I will get a few takers, maybe not. If I do, great! If not, that's all right too. Like being an entrepreneur, asking for assistance from complete strangers involves risk taking. Come to think of it, that is what Jesus and a good 'preacher-man' asks believers to do: take a risk and share your story and faith in Jesus with others. God bless you, and thanks for reading my blog.
Well, you're right, the last post was in October. I've been flying and have had a few "moments" I'd like to write about sometime. I have also been on twitter, as you can see. My respectful apologies to Rush Limbaugh listeners, regarding his current troubles and my retweets. I listened to him in the nineties, but now its just to get my blood pressure up. And yes, I am an evangelical, born-again Christian. Anyway, that's not what I'm writing about quickly this morning.
Passion. Everyone wants it, needs it, and hopefully recognizes when they have it for something and how valuable it is. When you are excited about something going on in your life so much that you want to take that moment and squeeze it in your fist, as if in childlike faith you could make your passion ooze out of your fingers in exultation, victory, and vibrant life? That's my street version of passion, and you can have it for many things: for a spouse or loved one, for God, for a career, for a vocation, for sport, for an activity, for a hobby, for an interest. When our passion is brought out in what we love, it resonates within us and around us, and that is a good thing.
One of my passions has long been flying, obviously, still is. I still love catapulting a riveted aluminum pressure tube full of human cargo five miles in the sky at eight miles a mile. The wonder, beauty, adventure, and challenges flying presents to me always makes for a satisfying experience. Its what I do, and I believe I am fairly good at it. But I have other passions as well, and want to share them with you.
Another passion I have is entrepreneurship, specifically in the realm of designing and marketing new products and services. I've made other attempts at this, but my latest foray is successful, so far. I'm happy about it, and it has a good deal of untapped potential and market share to gain. Unfortunately, between airline flying, family time, starting and running the business, and sleep, I've had a difficult time carving out time to blog. I'd like this to change; maybe I can devote my airline commuting time solely to blogging.
Okay, thanks for waiting, wondering what it is. Logbook Solutions is the main entity of my LLC, and we serve pilots who use computer based logbooks. We don't sell software or plan to. We sell high quality logbook binders and paper, to help pilots to look their best when presenting their logbook at a pilot interview, checkride, or whenever. An appropriate binder and paper is becoming essential for pilots to maintain their professional image with, while taking full advantage of today's excellent logbook software. We also have a printing service; a pilot can purchase a binder and paper, and have us professionally print his or her logbook, all at once. We are planning a logbook conversion service also. Performing the data entry of a pilot's handwritten logbook into logbook software will be a major time saver for new computer logbook pilots. To learn more, please visit http://logbooksolutions.com.
The website is basic but clear, I hope. It needs work, however, and I need help with it. I need help with other tasks in addition to the website also; logbook conversion services and marketing come to mind. Interested or know someone who is? Please contact me at your convenience.
There are other great ideas I am chasing and developing, in the area of PED accessories for personal and aviation uses. PED = personal electronic devices, BTW. I can't share very many details here, but these ideas have great potential. I need business partners and investors, angel investors are desired but not required.
This blog started out as a passion, one in which I wanted to combine my passion for flying with my passion (which God gave me BTW) for the Lord of Lords and King of Kings. In my writings I've desired to correlate my flying experiences and adventures to my personal faith life and the scriptures as I understand them.
I'm still going to write, but it will probably be infrequently, due to my other business activities. This blog would be better served if pilots who had time would participate. Would you like to write for this blog? I am inviting passionate pilots of faith to write posts which I will publish on this blog. It doesn't have to include elements of your faith, but it would be nice. I prefer to host only pilots who call themselves Christians, by any standard commonly accepted. I know it sounds non-inclusive, but this is inline with the intent and mission of this blog. Blogs are free! If you're a hedonist, free-thinking atheist pilot (extreme example) and want to write, get your own blog! (And God bless you).
Maybe I will get a few takers, maybe not. If I do, great! If not, that's all right too. Like being an entrepreneur, asking for assistance from complete strangers involves risk taking. Come to think of it, that is what Jesus and a good 'preacher-man' asks believers to do: take a risk and share your story and faith in Jesus with others. God bless you, and thanks for reading my blog.
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