Feb 28

I read a heart-warming article on Time.com about a Southwest Airlines pilot. He delayed a plane full of passengers by waiting at the gate for a late arriving passenger.

Planes that depart late reflect poorly on the airline’s reputation and how customers evaluate them. There were 100+ passengers sitting in the plane and he’s not in the cockpit. His flight crew, and everyone else who is dependent on him, are forced to answer a lot of tough questions from those inquiring passengers.

Why would he do this?

Why does he still have a job?

He’s done everything that I’m sure all of the company policies and operational manuals tell him not to do. Not only does this fine pilot have a job, his company fully stands behind him and endorses his decision.

The passenger he was waiting for was just a regular guy, a grandfather. He wasn’t a celebrity, personal friend of the pilot, or some high-ranking executive with Southwest Airlines. Just a guy. A man who received some of the most difficult news any person could ever have to deal with. He was flying to Denver because they were pulling his 3 year-old grandson off life support. There was nothing the doctors could do to save him from the brutal act of inhumanity committed by his daughter’s boyfriend.

The grandfather received the news from his wife while he was on a business trip in Los Angeles. She offered to call and make his travel arrangements for him as he was emotionally devastated. She called Southwest Airlines and the lady who helped her book the flight could do very little to hold back her tears throughout the call.

Arriving at the airport two hours before his flight was scheduled to depart, long security lines reduced the probability of him making his flight. No one in the security lines gave a damn while the grandfather pleaded his case about missing his flight. I have to be honest, I would have thought it was a scam and told him that I was sympathetic … but no. I’ve been scammed one to many times to “fall” for that line.

It’s so easy to get caught up in life and become part of the machine. No one would have faulted the pilot for doing his job by departing on time while the grandfather was stuck in the TSA lines.

But Southwest Airlines is a different kind of company. Those who have flown on Southwest know they are a different kind of airline. They aren’t the stuffy type of airline that we’re all accustomed to. If you haven’t seen this video, you should watch it. While this is a clearly a highlight, it’s pretty typical from Southwest and represents just how different they are from other airlines.

YouTube Preview Image

From a corporate perspective, there’s a huge distance between the lady who took the phone call from the grandfather’s wife and the pilot who actually flies the airplane. I doubt they know each other even though they work for the same company. But this is where we start to see what kind of company Southwest really is. We get to see it’s true colors. On the Southwest website they say:

Fly Southwest Airlines because you want to be treated like a person

Most companies say crap like this in their mission statement or some marketing bullshit posted on their website. Nobody in their employ believes in it and they probably mock it. Very few companies actually walk-the-walk.

Southwest Airlines is one of those few companies that walks-the-walk.

After the Southwest booking agent got off the phone, she called the LA gate agent and informed her of the situation. The gate agent told the pilot. The pilot made the decision to go against everything his company pays him to do because … it was the right thing to do. He wasn’t concerned with business metrics or his upcoming employee review. He was a compassionate man with his heart on his sleeve, not a cog in the wheel of a business machine.

When the grandfather arrived at the gate, the pilot was waiting for him.

“Are you Mark? We held the plane for you and we’re so sorry about the loss of your grandson. They can’t go anywhere without me and I wasn’t going anywhere without you. Now relax. We’ll get you there. And again, I’m so sorry.”

This story could move a robot to tears.

Let’s think about the corporate culture that must exist within Southwest Airlines. They clearly hire compassionate people, but the company also gives them the freedom to make the right decisions. Even if they are against what the rules say. They trust their employees to do what their mission statement says; Fly with us because you want to be treated like a person.

This philosophy applies to everyone at Southwest Airlines. From the lady who booked the flight and stopped taking calls while she contacted the gate agent in LA, to the pilot who refused to board his plane while he waited for a passenger going through a tragic time in his life.

Read the comments on this website. Most of them say things like, “If you didn’t mention the airline, I would have totally guessed that it was Southwest.”

Would people say this about your company? Would you?

The original Time.com article can be found here.

Written by Terry Blanchard \\ tags: , ,

Aug 26

There’s a revolution going on in general aviation right now. One that is changing the way small planes, otherwise known as general aviation, are flown.

The Garmin G1000 is driving much of that change into small planes and Very Light Jets. The Garmin G1000 is an integrated cockpit manufactured by Garmin, typically composed of two display units, one serving as a primary flight display, and one as a multi-function display. It serves as a replacement for most conventional flight instruments and avionics.

Garmin G1000 Cockpit

Today, most new aircraft come with glass cockpits such as the Garmin G1000. I’m a very big fan of the products that Garmin manufactures. Shortly after getting my private pilot license in 2000, I purchased a handheld GPS unit, the GPSMAP 295 for backup navigation in the event of an avionics failure. However, renting different aircraft, each one with a different GPS unit and manufacturer, it was very difficult to remember how to use each one effectively and efficiently. Therefore, I ended up mounting the GPSMAP 295 unit on my yoke and using it as my primary GPS instead of trying to figure out the panel mounted one in the airplane. I also own one of the portable automotive GPS units, the Garmin StreetPilot C330 which I love and highly recommend.

The flying club that I belong to, Trade Winds Aviation at Reid-Hillview Airport here in San Jose, is a Cessna dealer and most of their rental fleet is made up of mostly new Cessna aircraft. In March of 2006 a brand new Cessna Skyhawk 172SP with the Garmin G1000 glass cockpit was available in the rental fleet. I had been reading about the Garmin G1000 and seen them in the fractional ownership program that Trade Winds Aviation offers. Now that one was available on the rental line, I started attending the seminars, taking courses, and reading up on how to transition to the new glass cockpit environment. For the past… well, a very long time. 30 years at least. Not much has changed in the cockpit environment for general aviation for your basic flying instruments. The “six-pack” instrument panel below is what most of us, our fathers, grandfathers, etc. all learned to fly with.

The old \

The six pack refers to the instruments I’ve highlighted above. These are, from top-left to right:

  • Airspeed Indicator
  • Attitude Indicator
  • Altimeter
  • Turn Coordinator
  • Heading Indicator
  • Vertical Speed Indicator

These are the main instruments that pilots use to keep the airplane in flight. The other instruments are primarily for navigation, communication, and engine indicators such as fuel quantities, oil pressure, etc.

The new glass cockpit is not only sexier, but it is also leaps and bounds safer and more reliable. It provides greater situational awareness and valuable information inside the cockpit that most airliners don’t have yet. There’s so much to cover that I am going to break up the content into a few different posts.

Written by Terry Blanchard \\ tags: ,

Mar 12

Today I took a tour of the Northern California TRACON facility in Mather, California. TRACON is an acronym for Terminal Radar Approach CONtrol. It is usually located within the vicinity of an airport. Typically, the TRACON controls aircraft approaching and departing between 5 and 50 miles of the airport. Radar equipment allows an air traffic controller to “see” the aircraft even at that distance. In Canada, Approach Control is either called Arrival or Terminal. If you want to learn more about TRACON, check out this article on Wikipedia.

Cameras are not allowed inside the facility, but they have some photos posted on their FAA web site. Although, their pictures really suck. I did find an excellent picture of the Potomac TRACON facility in Vint Hill, Virginia. Norcal TRACON is a newer facility but looks very similiar.

One of the differences in the Norcal facility is how the controllers workstations are laid out. In the above picture, the Potomac controllers all work at the ring of workstations along the outside wall. At Norcal, they have separate corridors that break off into their own sections. It looks more like a wheel and spoke type setup if you were looking down on the facility rather than just a circle. Each section is responsible for certain areas of airspace over northern California.

The central area is the Traffic Management section. That’s where the facility traffic managers work. Their job is to look at the bigger picture; what traffic is coming into northern California, and what’s going out. It’s their job to ensure their controllers don’t get overloaded. Every two hours the FAA has a conference call with all of the TRACON and Center facilities across the country. Also, representatives from each of the airlines participate on these calls. What do they talk about? Well, if Chicago O’Hare was just snowed in and incoming aircraft cannot land there, they have to re-route traffic. Obviously, that is going to have an impact on a lot of surrounding airports. It’s traffic managements job to negotiate how much traffic their controllers and airports can handle.

It’s a pretty awesome facility. Seeing the operation at the other end of my microphone transmission was indeed a treat. I’ve always appreciated the wonderful controllers we have in this part of the country, and meeting them today only helped solidify that opinion. The air traffic control system is a complex, multi-faceted machine. One that is run by politics, commerical airlines, general aviation, and business. With so many influences you’d think that the whole system would be a mess. However, after my visit today I can’t stress enough at how well and efficient the machine runs. While we were looking at the scopes today, at that very instance in time, there were 5,709 aircraft in-flight over the United States. Actually, there were more than that. They only show the ones that have filed a flight plan. A very large portion of GA (General Aviation) don’t file flight plans because they are not mandatory. It would be fair to say that another 1,000 aircraft were not being displayed on their scopes. Amazing. I have a lot of respect for these people who make a living at “Pushing Tin” as they call it.

My thanks to Gary and Leslie from Norcal TRACON for the tour and even greater respect for the people that take care of me in the air.

Written by Terry Blanchard \\ tags: , ,