Broken wings...
Thrice I've attempted to fly this week, thrice I've been grounded. I have launched full forward into my instrument training, but not without difficulty. On Tuesday, a higher than normal oil temp forced a return to the airport. On Wednesday we didn't even leave the parking spot as our plane had a dead battery. And today would see a pesky fuel pressure guage with abnormally low and unsafe pressure levels. Again, we were forced to return to the airport. Although I got off the ground twice, both flights ended within 20 minutes of taking off. I chalk it all up to experience. And, as it was said to me today, "I'd rather be on the ground wishing I were up there, than being up there and wishing I were on the ground." A lesson wel learned.
Tomorrow I head off to Dallas for training so that I can fly on TWA airplanes. Although their MD-80s and 757s are nearly identical to American's, the FAA requires "differences" training. I know throwing TWA in to the mix is confusing, so let me explain. American bought TWA about two years ago and has completely integrated TWAs route network into ours, and has aligned TWAs procedures with ours. It takes years, however, to put to rest the operating certificate (issued by the FAA, often the "brith" of the airline) and it is for that reason all this training is necessary. Although TWA ceased to exist a year ago, American still operates the former TWA flights under the TWA operating certificate. I am still an AA employee, with the same seniority, I just will now be flying out of St. Louis on former TWA airplanes. The TWA planes even look like ours, having undergone stripping and repainting several months ago. To the passenger, you'd never know the difference. It's all confusing legal jargon and red tape that make these requirements so confusing. Would we honestly expect anything different from the feds?
Eventually, the TWA operating certificate will be retired and then the TWA fleet of airplanes will truly be integrated into AA's fleet. All of this is necessary since after the latest round of furloughs, every former TWA flight attendant has been layed off. That is why AA suddenly needs to train people on TWA's aircraft. Make sense? I am looking forward to something new and different, and believe it or not, I am looking forward to laying over at US cities again. I loved flying international, and am sure I'll return in the next year or so, but for now I am glad to have a slightly easier and shorter commute.
Thrice I've attempted to fly this week, thrice I've been grounded. I have launched full forward into my instrument training, but not without difficulty. On Tuesday, a higher than normal oil temp forced a return to the airport. On Wednesday we didn't even leave the parking spot as our plane had a dead battery. And today would see a pesky fuel pressure guage with abnormally low and unsafe pressure levels. Again, we were forced to return to the airport. Although I got off the ground twice, both flights ended within 20 minutes of taking off. I chalk it all up to experience. And, as it was said to me today, "I'd rather be on the ground wishing I were up there, than being up there and wishing I were on the ground." A lesson wel learned.
Tomorrow I head off to Dallas for training so that I can fly on TWA airplanes. Although their MD-80s and 757s are nearly identical to American's, the FAA requires "differences" training. I know throwing TWA in to the mix is confusing, so let me explain. American bought TWA about two years ago and has completely integrated TWAs route network into ours, and has aligned TWAs procedures with ours. It takes years, however, to put to rest the operating certificate (issued by the FAA, often the "brith" of the airline) and it is for that reason all this training is necessary. Although TWA ceased to exist a year ago, American still operates the former TWA flights under the TWA operating certificate. I am still an AA employee, with the same seniority, I just will now be flying out of St. Louis on former TWA airplanes. The TWA planes even look like ours, having undergone stripping and repainting several months ago. To the passenger, you'd never know the difference. It's all confusing legal jargon and red tape that make these requirements so confusing. Would we honestly expect anything different from the feds?
Eventually, the TWA operating certificate will be retired and then the TWA fleet of airplanes will truly be integrated into AA's fleet. All of this is necessary since after the latest round of furloughs, every former TWA flight attendant has been layed off. That is why AA suddenly needs to train people on TWA's aircraft. Make sense? I am looking forward to something new and different, and believe it or not, I am looking forward to laying over at US cities again. I loved flying international, and am sure I'll return in the next year or so, but for now I am glad to have a slightly easier and shorter commute.
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