{"id":482,"date":"2008-06-22T15:13:00","date_gmt":"2008-06-22T19:13:00","guid":{"rendered":"http:\/\/sugargroup.net\/varrin\/work\/"},"modified":"2014-05-21T23:52:16","modified_gmt":"2014-05-22T03:52:16","slug":"work","status":"publish","type":"post","link":"https:\/\/sugargroup.net\/varrin\/work\/","title":{"rendered":"Work"},"content":{"rendered":"

When I upgraded to Captain at Comair, I had a hunch that my great life as a senior F\/O would be ruined. Indeed, I was right. But all’s well that ends well, I wound up with this job and that’s good. What I didn’t expect was for the job itself to become more challenging. Seems as though after I upgraded, more stuff went wrong. Or maybe I just noticed it more because the buck stopped with me.<\/p>\n

So here I am again. This time, I knew both my great schedules and easy life would be over. Before I upgraded, I made a habit of enjoying my two favorite lines. “I’ll sleep ’til you call me,” and “What do ya want to do now?” And now, the buck stops with me again.<\/p>\n

Yesterday, we flew from Leipzig to an airport in Qatar, then to Bahrain. The first leg was uneventful. Things went so well on the ground in Qatar that we were able to block out an hour early to come to Bahrain. Then, on the takeoff roll, we had a caution light which resulted in me deciding to reject (abort, stop, discontinue) the takeoff. Fortunately, it wasn’t an extremely critical situation. We were very light (ferrying an empty freighter on a short flight) and the runway was very long (over 12,000 ft.). We were only at about 100 knots when it happened, though that makes it the highest speed rejected takeoff I can remember doing (in any airplane). <\/p>\n

That cost us about a half an hour. The caution light turned out to be a minor item which resolved itself (and wouldn’t have been super critical had we continued the takeoff anyway). The second attempt was successful and we still made it to Bahrain early. Of course, as a little bonus for me, I had to do a bunch of paperwork when I got here.<\/p>\n

That event, though, got me to thinking about how few rejected takeoffs I’ve actually had. I can only recall one other here at World, though I have a hard time believing that’s possible. And it wasn’t at a real high speed. I had a couple in the Brasilia, and a couple in the RJ. I did have several other things happen during my short tenure as an RJ Capain that caused me extra work (diversions, improper ground handling, a tug-driver-induced ground contact incident, and some F\/O’s flying in … non-preferred ways). <\/p>\n

I’m hoping things will get easier, but it seems already there’s plenty of challenges here. I’ve set all-time records for hotel changes<\/a> on a single layover. I believe I set a new personal record for most (maintenance) writeups on a single leg (11). The other day, I had ATC give me multiple successive impossible clearances and nearly cause me a diversion (fortunately it didn’t get that far). And then, there’s the rejected takeoff. All that in less than 100 hours of line flying…<\/p>\n

And then, there’s the schedule issue. As I mentioned previously<\/a>, this bidline has totally fallen apart. They added a trip to Bishkek, Kyrgyzstan day after tomorrow (will be my first time there). I just put in my bid for next month and, well, I’m not sure it was even worth bidding. The lines are awful and who knows if they’ll even turn out to be worth the electrons they’re transmitted with. But I don’t have a whole lot going on next month, so maybe that’s okay…<\/p>\n

V-<\/p>\n","protected":false},"excerpt":{"rendered":"

When I upgraded to Captain at Comair, I had a hunch that my great life as a senior F\/O would be ruined. Indeed, I was right. But all’s well that ends well, I wound up with this job and that’s good. 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