Speedbird, Dynasty, Redwood… Oh my!

“Speedbird” flight 178 progresses on its way from JFK to LHR

I have a lot to learn.

I listen to the Minneapolis Air Traffic Control (ATC) tower feed quite often, and have been doing so for the last couple years. I love spotting out at MSP, but you don’t see a whole lot of heavies out there. And despite how much I wish… how much I pray… how hard I cross my little fingers… it never ends up being a 747 flying in over the river, and it’s never an A380 being pushed back from its gate.

So what’s a girl to do?

OF COURSE! Listen to the ATC tower feed out of JFK, close my eyes, and try with all my might to pretend I’m out there watching it live. I’ve been doing this for about a week now on my 45-minute bus rides to and from work. It’s amazing. There is never a dull moment and I’m actually surprised at how well I can picture all the action in my head.

However, I’ve realized as I’ve listened to the feed that I have a lot of learning to do. Nearly every other flight that has been cleared for departure or landing has left me dumbfounded because I have NO clue what airline it is. I knew I’d hear a lot of unfamiliar names… but some were more than unfamiliar, they were simply NOT airlines. What gives?

My “Aha!” moment came this morning… this is what I heard amidst the radio fuzz: “Ee-er 178.”

Excuse me?

I pondered and pondered. Then I picked up on the pilot’s British accent. Still… I was clueless. I then tried to figure out what flight I was hearing simply by its number and knowing it was getting ready to depart JFK. And… BOOM! British Airways 178. I found it.

But I still didn’t understand what the heck I had heard. Believe me… it was NOT “British Airways 178.” And then… it clicked. I thought, “Oh my gosh… Oh my gosh… OH. MY. GOSH.”

SPEEDBIRD!

I remembered that my dad had once told me the British Airways call sign was Speedbird. I was equally as excited as I was proud of myself for solving the mystery. And having figured that out, I wondered if there were any other flights that I was unable to decipher due to not understanding what airline the pilot (or even the controller) had said.

Well, there was one that I knew was getting ready to land, but all I heard through the static was something like, “Ine-see 5322 heavy.” Of course I was intrigued knowing it was a heavy, so I paid closer attention… but I still couldn’t figure it out. Similar to what happened with good old Speedbird, however, something clicked. “Were they saying ‘dynasty’?” I asked myself. Sure enough… China Airlines flight 5322, a Boeing 747-400, had just landed at JFK. And… the call sign for China Airlines? You guessed it. Dynasty.

Bam.

Then I remembered that even earlier I had heard a “Redwood” flight… and after searching and searching, I had given up. But after my epiphany, I did some digging to find out that Redwood = Virgin America.

Sure, this was great. This was incredibly exciting. But… I said it before and I’ll say it again: this all just helped me to realize that I have a lot to learn. I’ve found some interesting forums on the topic of airline call signs, and I even found this helpful list that lays out some of the more common ones: Top 10 Coolest Airline Callsigns.

I’ll never be as knowledgeable as the controllers. Heck, I’ll never even be able to speak as quickly and as effortlessly as they do. But… I think reading up on call signs and studying airport runway and approach maps will really help me to paint an even more vivid picture in my head each time I listen to that bustling hub’s feed.

Sun Country just won my heart

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I’ll admit, I’ve NEVER flown on Sun Country Airlines. I mainly attribute it to the fact that I prefer visiting urban meccas like New York City or London over tropical escapes like Mazatlan or Puerto Vallarta — the warm, sunny destinations they’re most known for flying into and out of. But that’s about to change. I booked my first Sun Country flight for this October  — MSP to DFW for a good friend’s wedding. And with Sun Country recently announcing their Hometown Lakes Project, I have a feeling I may start making a bit more of an effort to fly with them.

Does the name Mark Herman ring a bell to you? If not, I’m willing to bet you’d recognize the Minneapolis-based artist’s work the second you saw it. Minnesotans like myself are likely most familiar with his modern, yet vintage graphic art depicting landmarks and other notable places around the state. And Sun Country recently announced they’d be naming each plane in their fleet after one of our state’s 10,000-plus lakes, and displaying Herman’s depiction of that lake on the aircraft’s interior. How cool is that?

I think with Sun Country’s focus on “summer vacation” type destinations, it’s easy to forget that the airline is actually based here in the Twin Cities. But Sun Country hasn’t forgotten where they came from, and they don’t want you to forget that either. By staying true to their Minnesota roots (as we Minnesotans pride ourselves on doing), Sun Country really won me over.

The Hometown Lakes Project will kick off this spring. And in addition to Herman’s artwork inside the plane, the name of the featured lake will be painted on the exterior of the aircraft under either side of the cockpit, and outside the front boarding door.

Cheers to you Sun Country… for staying true to your Minnesota Roots and for showcasing your love of our beautiful state. I can’t wait to see which lake will be featured on my plane this fall!

All images courtesy of Sun Country Airlines. Learn more on their website, where you can also view all of Herman’s work to be featured in the project.

Through Security in the Blink of an Eye

Note: This was originally published on the Aviation Queen blog, where I have been fortunate enough to post as a guest contributor thanks to the immense kindness of Benét Wilson.

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New biometric screening option offers predictability and convenience, but is it right for you?

It may sound unreal… like something straight out of a sci-fi movie, but for $179 a year you can simply blink your eye or swipe your finger to verify who you are, all while significantly reducing the time it takes you to go through airport security.

Biometric screening is becoming more and more commonplace at airports across the country thanks to New York-based CLEAR. In February, Minneapolis-St. Paul International became the 21st U.S. airport to employ the technology, joining the likes of Hartsfield-Jackson, LaGuardia, JFK and Washington Dulles, among others.

CLEAR eliminates the need for a Transportation Security Administration (TSA) agent to manually check boarding passes and identification. Instead, CLEAR subscribers step up to a station where they blink their eye or swipe their finger to prove their identity. From there, it’s on to the standard TSA physical screening or TSA PreCheck for members of the government program.

CLEAR CEO Caryn Seidman-Becker says members love the service because it provides them with a consistently fast and predictable experience at the airport. “They know they’re going to get through security in five minutes or less every time,” she said.

Enrollment in CLEAR is processed onsite at participating airports. CLEAR will digitally authenticate your driver’s license or passport, confirm your identity, and create your account all in roughly five minutes. After signing up, your membership is effective immediately.

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You may be wondering… “Is it really worth it?” In short, it all depends on your travel habits and how much money you’re willing to spend.

If you’re a frequent traveler and often find yourself rushed at the airport, it’s probably worth it to give CLEAR a try. It’s quick and predictable, and you’ll no longer need to juggle your ID and your boarding pass in that stop-and-go line waiting for a TSA agent to check them.

“I signed up because I value my time,” Shane Rixom said. Rixom, a civil engineer living in Abingdon, Va., enrolled in CLEAR three years ago at Orlando International Airport. He travels roughly three weeks each month.

He says that while sometimes his membership hasn’t had much of an impact on his experience going through security, there have been a few times where CLEAR has made a huge difference.

In addition to CLEAR, Rixom is enrolled in TSA PreCheck. The two services complement each other nicely and together will almost certainly make the time between your arrival at the airport and your arrival at your gate a whole lot quicker and a lot less hectic.

A five-year TSA PreCheck membership costs $85, which breaks down to $17 annually. PreCheck speeds up the physical security screening process by allowing you to keep on shoes, belts, and light jackets. Another perk? You don’t need to rummage through your bags – laptops and liquids don’t need to be unpacked.

A CLEAR membership will set you back $179 a year, with the ability to add additional family members for $50 and add children for free. Delta SkyMiles members who want to enroll will receive a special rate, bringing an annual CLEAR membership down to $79 or $99 depending on your membership status; Diamond Medallion members can enroll in CLEAR for free.

When Rixom signed up, he was paying a discounted fee through a credit card deal outside of Delta, but has since earned Diamond Medallion status with the airline, so his CLEAR membership is now free.

But again, whether or not CLEAR makes sense for you depends on how often you travel and how much you’re willing to spend – it’s not for everyone.

Brett Snyder runs the popular Cranky Flier blog and flies once or twice a month on average, but doesn’t see enough value in CLEAR to justify signing up. “I would be interested if it truly meant a faster, quicker screening experience, but for now, this is just a pass to cut to the front of the line,” he said. “I have PreCheck and while there can sometimes be lines, it’s never all that bad.”

But as an incentive to at least try it out, CLEAR offers a one-month free trial. When that month is up, you can choose to cancel the membership, or continue it and pay the $179.

Currently, CLEAR has roughly one million members. And although they have plans to launch at a number of new airports this year, CLEAR isn’t limiting the technology to air travel alone, as they expect to announce expanding to different types of facilities in the near future. The biometric service can already be found at a handful of sports venues. Learn more at clearme.com.

Top Fun: A Hidden Gem for Aviation Enthusiasts of ALL Ages

I love airplanes.

I bet you didn’t see that coming.

Of course, I prefer the real deal to a model or a toy of any sort. But alas… I’m not fortunate enough to find myself actually in an airplane or out at the airport as often as I’d like. So, I’ve expectedly gathered an aviation trinket or two… or twenty.

A few of my favorites?

  • A plush Boeing 747 (who wouldn’t want to snuggle an airplane at bedtime?)
  • A shabby chic seaplane that hangs in our living room
  • A model FedEx Boeing 777
  • A vintage Eastern Airlines magazine ad

The list goes on, and on, and on.

But I recently heard about someone whose “collection” puts mine to shame – I mean really puts mine to shame.

The city of Fitchburg, Mass. boasts a hidden gem for aviation enthusiasts of all ages: Top Fun Aviation Toy Museum. I’m ashamed to admit that I’ve never even been to Massachusetts – but now I really have a reason to visit the Bay State.

The Fitchburg Sentinel & Enterprise highlighted the museum and its curators earlier this week. In a nutshell, nearly 20 years ago Deborah Scheetz earned her private pilot’s license. And at the time, her friends jokingly gifted her a number of toy airplanes to “‘make up” for not being able to give her a real plane.

Today, Scheetz and friend Rosalie Dunbar act as cocurators, volunteering their time to keep this all ages “wonder of flight” museum running. And get this – Top Fun boasts nearly three thousand aviation toys. That’s unreal!

The two friends say that it wasn’t necessarily the toy collection, but rather aviation history and a fascination with flight that inspired them to open the museum. They knew kids would be interested and curious, so they first opened Top Fun in 2000 in Winchendon. About six years later, the nonprofit museum relocated to its current spot in Fitchburg.

In addition to the overabundance of toys and the brightly painted murals, the museum’s annual “paper airplane contest” is a huge draw.

Well… I know where I’m headed when I finally make it out to Massachusetts!

Learn more about Top Fun on their website.

MSP: The Great Airport

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On March 6, Airports Council International (ACI) announced the winners of the 2016 Airport Service Quality (ASQ) Awards, an award that recognizes airports around the globe, both big and small, that dedicate themselves to delivering an excellent customer experience.

Winners are determined based on customer surveys that are given to roughly 600,000 travelers in 84 countries. The survey covers airport access, check-in, security, restrooms, shopping, and dining.

I should have known right off the bat that my home away from home, Minneapolis- St. Paul International Airport (MSP), would have been recognized. I mean… “Minnesota nice,” right?

And lo and behold – they were!

MSP was named Best Airport in North America for its size category (25-40 million passengers per year). A few notable competitors in this size category include Orlando International Airport, Boston’s Logan International Airport, and New York’s LaGuardia International Airport.

In a Metropolitan Airports Commission (MAC) release, MAC executive director and CEO Brian Ryks said the following:

“Our vision is ‘providing your best airport experience,’ and that is something we can only achieve with the support of the entire Minneapolis-St. Paul International Airport community. It is very gratifying to know our customers recognize the tremendous efforts made each day by so many, and our focus to provide a personal touch in order to exceed travelers’ expectations.”

While I don’t get to frequent the airport as much as I’d like to (no, plane spotting doesn’t count), I completely understand why MSP was recognized. I’ve never encountered awfully long lines in security, and I always know that I’ll find something great to eat or a good store to kill some time in if I find myself overly early for my flight.

And again, there’s the “Minnesota nice” factor… the airport is chock-full of kind, helpful employees… from the check-in counter, to the coffee shop, to the gate.

MSP is Delta Air Line’s second largest hub, and is served by 14 airlines, offering service to 155 destinations. More than 37.5 million passengers flew through MSP in 2016.

So here’s to you, MSP. You done good!

View more ASQ award recipients on the ACI website.

Invisible Highways: An Inside Look at Air Traffic Control in the U.S.

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Note: This was originally published on the Aviation Queen blog, where I have been fortunate enough to post as a guest contributor thanks to the immense kindness of Benét Wilson.

While I love music, these days I find myself listening to air traffic control feeds more often than tunes. On average, more than 400,000 landings and takeoffs occur at Minneapolis-St. Paul International Airport each year, and the fact that the controllers get them all on and off the ground safely never ceases to amaze me.

So when passengers at Amsterdam’s Schiphol Airport were faced with serious flight delays in early February due to a computer issue in air traffic control, it really got me thinking about our own ATC system.

How exactly does it work? Is there a “backup” plan in the event something similar happened here?

According to a video released by the FAA, controllers have two primary jobs: to make sure planes are properly separated from one another, and to keep air traffic flowing in the most efficient manner.

When planes depart, an initial heading is used and then they fan out into their specific routes. When planes are nearing their destinations, they’re sequenced and merged into “arrival streams.” And in the air, planes have both a minimum lateral and vertical distance they must remain from one another.

Near airports, planes flying at the same altitude must be at least three miles apart, but at higher altitudes that jumps to five miles. And if planes don’t meet those lateral requirements, they must remain a minimum vertical distance from other one another. For commercial aircraft below 41,000 feet, the minimum vertical separation is only 1,000 feet. So when you’re at cruising altitude, the distance between your plane and one that’s above or beneath you could be as small as the length of three football fields.

Departures and arrivals also have numerous crossing routes where they must be separated from one another, so controllers are continually managing and separating them throughout the day.

So how exactly do air traffic controllers do their job?

Derek Sorenson has worked at the Minneapolis Air Route Traffic Control Center (ARTCC) for roughly three years, first as a contractor and more recently as a controller. The Minneapolis Center is one of 21 ARTCC facilities in the U.S. and encompasses nearly 400,000 square miles of Midwest airspace.

Sorenson is responsible for an area that covers roughly the northern half of Wisconsin, the upper peninsula of Michigan, and the northern half of the lower peninsula of Michigan. And a lot of planes fly through that airspace on any given day.

“If it were averaged throughout the year, I would estimate something like 2,000 aircraft per day,” he said.

Before departing, pilots file a flight plan with the ARTCC, which includes their requested route and altitude. The controllers do their best to accommodate these requests, but that’s not always feasible. “Sometimes, for traffic situations or a required route to be flown to a busier airport, we need to change things up,” Sorenson said.

There’s no such thing as a “typical day” for Sorenson, and he likes that. “It all depends on many factors such as traffic volume, weather, turbulence, and how many people are working that particular shift,” he said.

FAA-ERAMOn the job, he is in constant communication with pilots via radio, and with other controllers via phone. And when it comes to tracking aircraft, he primarily works off of a radar display that runs on En Route Automation Modernization (ERAM). ERAM technology is a vital component of the Next Generation Air Transportation System, commonly referred to as NextGen, and is helping in the transition from an aging ground-based air traffic control system to a more modern satellite-based system. Previously, controllers could only track 1,100 aircraft at a time, but the use of ERAM has increased that capability to 1,900.

Lucky for him, Sorenson has never encountered a significant system failure akin to what happened in Amsterdam, and he isn’t aware of any past incidents at the Minneapolis ARTCC. The most notable event he could recall here in the U.S. was in September 2014 when a contract worker set fire to the Chicago Center early one morning. As a result, thousands of flights into and out of both Chicago O’Hare and Midway airports were delayed or canceled.

atc_ERAM“In the Chicago incident, they lost communication and radar… so they were ATC-Zero,” said Jennah Perry, Program Chair and Assistant Professor of Air Traffic Management at Embry-Riddle Aeronautical University.

The Independent reports that in Amsterdam, the fault apparently occurred with radar correlation software, which compares and assesses information from primary and secondary radar. Perry explained that primary radar detects anything that has mass, whereas secondary radar only picks up aircraft that are carrying a transponder.

“I would imagine it is the system that puts them together that failed,” Perry added.

According to Perry, the FAA is supposed to have contingency plans in the event of radar failure. In the Chicago situation, even though there were plans in place, they didn’t work. The controllers didn’t have proper training on following the plans and there wasn’t proper infrastructure.

“Due to the high demand of air traffic and the lack of ability to train and be current on those non-radar procedures, those contingency plans are ineffective in the event they have to be used,” Perry said.

The contingency plans in place in Chicago were designed for short-term use, which created limitations and required controllers to discard the plans and instead work with adjacent centers such as Cleveland, Minneapolis, Kansas City, and Indianapolis.

A similar incident happened in October 2015, when record rainfall caused flooding at the Austin-Bergstrom Terminal Radar Approach Control (TRACON), also resulting in an ATC-Zero situation. The damage affected the operations for more than two weeks.

Over the last three years, a number of incidents have revealed a lack of resiliency in the current air traffic control structure, but ultimately, it was the fire at the Chicago Center that led to the FAA’s extensive review of its current contingency plans.

According to a January 2017 report released by the Office of the Inspector General, the FAA’s contingency plans are not yet sufficient to minimize the impact of system disruptions.

Following the Chicago incident, the FAA updated its contingency plan policy to include goals to achieve 90 percent capacity at the top 30 airports with the most passenger activity within 24 hours, and 90 percent capacity at facilities that manage air traffic at high altitude and in the vicinity of airports within 96 hours. But in a crisis situation, that’s just not realistic given the current plans, according to Perry. “The centers will not be operating at normal capacity… they’ll be operating at maybe 30 to 40 percent,” she said.

Additionally, the Air Traffic Organization (ATO) completed a 30-day assessment of the operational contingency plans, which identified five next steps that needed to be completed within one year. However, two of those steps have not yet been fully completed.

“Right now if any major facility went down in the U.S. to ATC-Zero, it would cause major havoc over the whole U.S. airspace system,” Perry said. “It’s a domino effect.”

According to her, our current radar-based system just won’t cut it… the only thing that can bring our centers up to the 90- to 100-percent efficient status they’d need to be at following a crisis is NextGen.

Key site testing for NextGen’s NAS Voice System (NVS) is expected to be complete in 2019. This voice switch capability would allow controllers to talk to any aircraft anywhere in our airspace. So if one facility lost communications, another facility could communicate with their aircraft. Once these systems are certified and available, they’ll be installed in terminal and ARTCC facilities, likely between 2019 and 2026.

Perry said the change in technology is great, theoretically, but it’s timely and expensive.

“It has a lot of advancements that we need in order to keep our system safe and streamlined, but with technology comes failure… redundancy needs to be there.”

So while flying is statistically the safest form of travel, more work needs to be done to keep it that way. The FAA has made progress by establishing goals and working to achieve them, but the January report concluded that until the administration strengthens controller training and implements policies and procedures for transferring traffic within all airspace, they’ll continue to face challenges.

Realistically, in a situation similar to what happened in Amsterdam, we probably wouldn’t fare much better than they did. But in the next 5-10 years, once NextGen is fully implemented, a center’s response to a crisis will almost certainly be much smoother and more effective, making our skies even safer than they are today.

A Truly Great Plane: The Boeing 747

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Photo Courtesy of Boeing

Two hundred and sixty-four days… it sounds like a long time, but I know it will come quickly. Just about eight months from now I’ll be soaring through the clouds aboard the Queen of the Skies: a Boeing 747. While it may not sound incredibly exciting to some, it will be truly monumental for me, as it will be my first time flying on one of my favorite aircraft of all time.

Sure, I love plenty of airplanes: the Boeing 377 Stratocruiser, the Lockheed L-1011 TriStar, the McDonnell-Douglas MD-11, but those aircraft, or at least the passenger versions of them, are obsolete. My only chance to fly on one of my favorite planes was to snag a ticket on a Boeing 747. And with the help of my dad, I did just that.

I’ve said it before, and I’ll say it again:

I consider only one man made “thing” on this earth to be as truly remarkable and awe-inspiring as Mother Nature herself: the airplane.

And the Boeing 747 was the inspiration behind that quote by yours truly. It’s hard not to love that plane – don’t you think?

Let’s start with how this beauty came to be. Of course the roughly 50,000 people who worked on this plane in the late 1960s are called “the Incredibles” – how could they not be given such a nickname? The engineers, the mechanics, the secretaries… they all contributed to aviation history when they seemingly “whipped up” the world’s largest civilian airplane in a mere 16 months.

The final design was offered in three different models: all passenger, all cargo, and a convertible passenger/cargo model. And I’m over the moon that my dad and I are getting to fly on the convertible model, often referred to as a “combi.”

The 747 is also the reason the largest building (by volume) was even built. The Boeing Everett Factory in Everett, Washington is where the manufacturer’s largest planes are constructed. Some equate the size of the facility to that of a city; workers even use bicycles to get around.

And it’s no wonder they had to construct that beast of a building – the 747 is huge. I work on the sixth floor of an office building in downtown Minneapolis, and knowing that if a 747 was parked on the street below, its tail would be at eye level with me, is just astounding to say the least.

While the 747’s iconic “hump” makes it so easily identifiable, the plane has been modified a number of times over the last several decades. The National Aeronautics and Space Administration (NASA) modified two 747s into shuttle carriers (the first in 1976 and the second in 1988), in 1990 two were modified to serve as Air Force One, and in 2007 Boeing introduced the “Dreamlifter” – a specially modified version of the 747 used to carry large composite structures, including fuselage sections of the 787 Dreamliner. Additional modifications over the years such as an extended upper deck and the addition of winglets on some models have continued to shape the look, feel, and functionality of the plane.

Nearly three years ago, the 747 became the first wide-body airplane to reach the 1,500 milestone, when number 1,500 was delivered to Germany-based Lufthansa. And while that was reason to celebrate, the truth is – these planes may not be around much longer. Both United and Delta airlines are retiring the jumbo jet this year, and that news was what fueled my desire to catch a ride on one while I still had the chance.

The plane is gorgeous. It’s iconic. It’s a symbol of a special era in flight. And I’m ecstatic that I’ll have the privilege to fly in one. A flight in a 747 is certainly a “bucket list” item for me, as I’m sure it is for countless aviation enthusiasts. And you can bet your bottom dollar that come November 6, when I set foot on that plane and we lift off the ground, I’ll be overcome with joy as I check that item off.