In Charge of the Field Trip Charter

Chapters

Preamble
Articles of a Cancellation
Failed Warnings
We Must, Therefore, Acquiesce in the Necessity
The Out-of-Staters Club
PDL 5643
Reality is Often Disappointing
Rally The Troops, Let’s Roll

Preamble

A lot has happened since last we met, so let me give you a recap:

From the meeting in Atlanta, I am absorbing some of Delta’s financial losses by purchasing all of their Boeing aircraft. Their plan for the long run is to move to an all-Airbus fleet. In line with that, my end of the deal involves purchasing not only all their Boeing aircraft, but also aid in, meaning purchase, new Airbus aircraft for them. Their fully condensed fleet plan is as follows:

Airbus A220-100.
Airbus A220-300.
Airbus A321-200 Sharklet.
Airbus A321neo.
Airbus A330-300.
Airbus A330-900neo.
Airbus A350-900.

You’ll notice that there are a few Airbus types that are missing. Gaps left behind by the A319 and A320 will be filled by the A220-300 and A321-200 respectively. The much-lauded A321neo fills in the massive gap left behind by the legendary 757.

In the wide body department, the A330-900neo will cover the gap left behind with the retirement of the A330-200 as well as the 767-300ER. You may recall that the -400ER are already in my possession, retired at about the same time as United retired theirs. This means that, like I mentioned awhile ago, only one 767-400ER remains in official service, and it’s the one with the Bahraini government. The -400ER kind of falls under the A330-900neo umbrella, but for argument’s sake, it and the 757-300 per the airline’s records have no official replacement.

Delta’s fleet of 737 aircraft spans the -700, -800, and -900ER. Due to the age of the former two, those are lower priority in terms of leases, with priority given to the especially young -900ER. In fact, I might just convert the -700 and -800 into freighters to make them a bit more attractive for the future.

The much-beloved 777. The one that put Delta in the long haul realm (long before the merger with Northwest, who had themselves operated the 747), will be replaced by the A350-900. Special to Delta and to me is that 10 of the 18 they operated were the very rare 777-200LR, which was, at the time of their introduction, the longest-range civilian airplane in the world. Their reason for retiring these? Same as the 757. They may be great aircraft and are undoubtedly fan favorites, but they burn quite a lot of fuel.

The Boeing retirements and replacements are as follows:
737-700 - replaced by A220-300.
737-800 - replaced by A321-200.
737-900ER - replaced by A321neo.
757-200 - replaced by A321neo.
767-300ER - replaced by A330-900neo.
777-200ER - replaced by A330-900neo.
777-200LR - replaced by A350-900.

Just in case there any gaps:
A220-100 - replacing MD-88, MD-90, 717-200.
A220-300 - replacing A319, 737-700.
A321-200 - replacing A320, 737-800.
A321neo - replacing 737-900ER, 757-200.
A330-900neo - replacing 767-300ER, 777-200ER.
A350-900 - replacing A330-200, 777-200LR.

To simplify the terms of the deal, let me outline who receives what.

I receive:
All A319-100.
All A320-200.
All A330-200.
21 out of 31 A330-300.
All 737-700.
All 737-800.
All 737-900ER.
All 757-200.
All 757-300.
All 767-300ER.
All 777-200ER.
All 777-200LR.

Delta receives:
48 additional A220-100.
34 additional A220-300.
11 additional A321-200, plus 60 options.
11 additional A321neo, plus 60 options.
15 additional A330-900neo, plus 35 options.
11 additional A350-900, plus 40 options.

Those A321neo actually replace 11 757’s that were configured for the exclusive use of NBA charters. Their original A321neo order covers the “civilian” 757.

What do all of the following types that Delta is retiring have in common: A319, A320, A330-200, some A330-300, some 757-200, and all the 757-300?

Northwest.

Yes, as I assist Delta in their transition to an all-Airbus fleet, I receive their Boeing aircraft and also all of the aircraft that were in service with Northwest prior to the merger. How did I achieve this oddly specific stipulation? Simple, I made the case that these were among the oldest in the fleet, and to further persuade them, I gave a financial estimate to demonstrate quid pro quo. In essence, the value of the “Northwesters” would be applied to the Airbuses I am purchasing for them, and the options then cover the value of the Boeing aircraft. Basically, it’s a large-scale trade-in in car terms. It’s very likely they’ll exercise those options, as the aggregate value is pretty close to the total appraisal value of what I receive.

As part of such a deal, I made only one stipulation for Delta: because the phasing will be very gradual, and because it’s understood that the decline in air travel is going to last awhile, all of the A220, A321-200, and A321neo must be produced at the Airbus factory in Mobile, Alabama.

Between you and me, there is a bit of punchline in that stipulation.

“Frenchies, not from France.”

As only the A220 and A320 family are manufactured in Mobile, the A330neo and A350 I will provide are the only Airbuses to come from Europe.

Aside from the lame joke, I also believe in supporting American jobs. Simple as that.

The MD-88 and MD-90 I received from Delta are in the process of being converted into freighters. While there are much more payload-oriented airplanes out there currently in use, the Mad Dog freighters focus on the short hops, in attempts to alleviate some of the stress and cycles accumulated on the long-range aircraft. These aircraft were built for quick turnarounds as well as commuters, and theoretically can move the same amount of cargo per day as a bigger mainline aircraft, but across more airports. This may sound counterintuitive, but at least in places like Southern California, where road traffic is absolutely horrendous most times of the day, working these Angry Puppies on the short hops could alleviate some of the road traffic for ground transport, or at the very least, help speed up the process of local deliveries. It may cost a bit more in fuel and maintenance, but it can be a help to delivery drivers who work extremely and excessively long hours. Plus, I know there are a few Mad Dog fans who would love to keep them in the air, even if it’s pushing parcel. Well, at least, that’s how I would utilize them.

The 717 is special to me because it marks the end of the McDonnell Douglas civilian era. As such, I don’t have plans to convert them to freighters or lease them out, since airlines don’t want them. Hawaiian as I said before is one of only two carriers operating them. The other operator is QantasLink, who run primarily niche commuter routes. Perfect for the sparsely placed cities throughout the country.

Since the retirement process is occurring in installments, I can expect to have plenty of space available at any of my three airports. Gusty Garden is about the size of O’Hare, so I can park quite a lot of aircraft there. Victorville is my only viable option for long-term parking in California, as March would require parking on taxiways or even a runway. I don’t have too many aircraft now, but once I start leasing out the MD-series’ especially, I know I’ll have more than enough space to accommodate Delta’s incoming retirees.

The next type on the chopping block after the 757 is the A320. Since these are pre-merger Northwest planes, two of them will be specially selected to be painted in the two liveries they adorned prior to Delta. One is the livery that made Northwest famous, “Bowling Shoe”. The other is sometimes referred to as simply the “silver,” but for humorous and visually obvious reasons, I call it “nwa.”

Perfectly, two A320’s are registration oddballs. They do not end in either “US” or “NW.” The shoe fits on N375NC; and N350NA, is the Northwest With Attitude.

Now, onto the current subject matter. I have a hire!

Articles of a Cancellation

This hire is a series of 3 flights chartered by the same organization: a K-12 school. My elementary, middle, and high school as a matter of fact. All three hire flights are to virtually the same destinations. One of them I’ve done before, to great success: US Government, for (incoming) high school seniors, or year 12s, (“Government Trip” or “GovTrip.”) The other two trips are AP US History (APUSH) for incoming high school juniors/year 11s, and a “DC trip” for year 8s.

DC Trip has been running for a significantly shorter time than Government, but this academic year has been referred to me thanks to word of mouth from the government teacher.

APUSH as a class was first offered when I was a sophomore/year 10, but I didn’t have the merit to even consider application - even if I did qualify, I don’t think I would’ve been able to keep up. Nevertheless, after all the years it’s been offered, only now did the concept for a trip similar to the by and large favorite of the student body emerge.

Government trip has been running for a long time, right around the time I began high school, so I was actually a student on one of the first few trips. Even before I was a certified pilot, I formed a good enough relationship with the teacher to keep myself on the radar for the future. The first Government Trip I did as a pilot was very successful, and from there I had my first client. I am a band geek, and played the clarinet from 5th through 12th grade, so I provided charters to the school’s band and select choir, both of whom traveled nationally (and internationally every four years). There were my second and third clients. The gigs were only once a year, but I was always in good standing with school leadership, so I always knew I had work.

Unfortunately, hard times eventually hit the school, and with the departure of both conductors to pursue their doctorates, my client list went from three to zero. I did miss them, but I also completely understood.

Fast forward to today, and I have received a call from the new Government teacher to charter again!

Government and APUSH are taught by the same teacher, so the APUSH and DC Trip are done during the school year. Fittingly, the new teacher of Government and APUSH is the daughter of the previous teacher, the one who taught me.

In celebration of the return of my original client, returning to their original colors, adorning American patriotic names formerly run by an English conglomerate are:

For the youngsters: N629VA, named midnight ride.
For the elevenses: N623VA, named three if by air.
For the incoming 12s: N624VA, named red, white & blue.

While they wear the colors of Virgin America, the interior is semi-custom. Using the cabins from American Airlines’ A321T (Transcontinental), these kids will be spoiled.

midnight ride is configured in all business class.
three if by air is fitted with a mix of first and business class.
red, white & blue is all first class.

If I’m honest, there isn’t a whole lot of difference. They’re not exactly worlds apart, but they are Oneworld apart (sorry, I had to). Both are lie-flat and quite spacious. In fact, the only difference is that the first class seats are two inches wider, and there’s only one seat per side, so other than being angled more towards the windows and not having a neighbor on your side, that’s it.

As far as in-flight entertainment, that’s where things get interesting. Each seat has audio and video connections to connect whatever device they can so it’ll broadcast from the monitor. Perfect for the Netflix binger, especially since each aircraft is equipped with high-speed WiFi.

Just a bit of background info for each trip, there are 24 slots available, filled on a first come first served basis. Government is extremely competitive, with an average waitlist of 3 to 5. DC is equally competitive, seeing as it’s basically a “free” trip with only one or two tests. GovTrip by comparison fits a whole semester’s content into about three weeks, freeing up valuable real estate in a high school senior’s schedule that fall. APUSH is kind of an in-between content wise, being able to visit American historical sites from the first semester and also seeing some sites from current material in the second semester.

Government trips traditionally used a 757, and by the same logic as Delta, even though they are very spacious, they burn quite a lot of fuel. Whether or not that was a contributing factor to losing a client to Southwest I don’t know, but I’m glad to have them back nonetheless.

Let me discuss the route on each of the trips.

DC is simple and straightforward: nonstop service to and from the Washington Metro area.

Government is a multi-leg deal. I fly them into New York but then bring them home from DC. The usual itinerary is 3 days in Manhattan, 1 day in Philadelphia, and the remaining 5 days in the 202.

APUSH is going to be an adventure. For starters, there’s the sheer number of destinations, all scattered about the East. And they’re going semi-sequentially as per the history books. In 10 days, same as Government, APUSH trip is to visit Boston, Elizabeth City, NC, Charleston, SC, Lynchburg, VA, Selma, Montgomery, and Birmingham, AL, Memphis, TN, and Little Rock, AR. Tentative itineraries place them for 4 nights in Boston before beginning the almost I-can’t-believable trek. One night in North Carolina, then Charleston and Lynchburg in the same day (that’s where I come in). Montgomery, Birmingham, Memphis, and Little Rock all on the road then close out the trip before the short hop from Little Rock back to home base.

On all three of these trips, I’m lucky to have friends that live in or near most of the anchor cities.

-Rarity in New York (via White Plains).
-Spike in Philadelphia.
-Sol and Selena in Washington, DC.
-Scootaloo in Elizabeth City (via Kill Devil Hills/Kitty Hawk).
-The Apple family in Little Rock (via Fort Smith) - kind of loose, considering the 2 hour driving distance.
-Mario’s Pad from their time here, now a holiday home, in Lexington, MA.
-Mario’s parents in Brooklyn.

The first flight is in a few days, and it’s the DC trip. Ahead of the flight, I sit in on a day’s classes, since the 24 going on the trip are scattered across various class periods. I’m not making a presentation, but I am being introduced as the pilot for the trip so I’m not an unfamiliar face when we meet at the airport.

At day’s end, I receive the final copies of their itinerary, a full and complete manifest, and we share a conversation while reviewing all the material I received. This trip is the easiest one, admittedly, since it’s literally a dispatch from home base to one outstation and back.

While I do have the waivers and clearance to operate into Dulles and Baltimore, both located in the DC Special Flight Rules Area (SFRA), I do not have permission or waivers to operate into Reagan-National, which is located in the Flight Restriction Zone (FRZ). That certification process takes up way too much time and isn’t even justified. I only operate into and out of DC about three times a year, and if I wanted to operate into Reagan-National, I could just go to either Dulles or Baltimore, which ATC and the government would appreciate more.

With only a couple days to the hire, I go pick up the flight attendants. Three, for the purposes of handling 24 middle schoolers. It should be a nice, easy task, as they’re traveling in an all business-class airplane. Well, aside from the normal levels of immaturity and shenanigans. We shall see. I did promise them some nice bonuses if it gets pretty rowdy.

When we arrive in Victorville, just like the Crystal Prep hire, I give the safety demonstration and train them in how to operate the exits, access the safety equipment, and of course, communicate with the flight deck.

They pick up on it quickly but still seem to be more excited at the prospect of working together rather than the task at hand. To prove they’re in it for more than just each other, I run some numbers by them, including the 90 second total escape time and the exit limit for the aircraft, even if she’s forced to ditch. That one sadly is lost on them because as soon as I say ditch, Scootaloo goes off on a Sully tangent.

“Canterlot Movie Club/Cutie Mark Crusaders flight attendants! YAY!!!”

When I file the flight plan, I make note of my reservation block so I don’t bust it. Of course, that’ll all depend on how punctual my clients are, but I know the school. There will be severe penalties imposed on those who are late.

With the aircraft ready on the Victorville ramp, my flight crew and I anxiously await the arrival of our clients.

The teacher is of course the first to arrive, along with the other faculty member, of whom I am acquainted through a mutual friend. Shaking hands and escorting them onboard, Sweetie Belle in the forward cabin assists in getting them settled.

“There are 56 seats, so each passenger has two seats to themselves.”

“What a great configuration!” The teacher says having seen the layout for the first time.

Once their things are set, they head back to the terminal so I can configure the aircraft and do my performance calculations.

I can take care of all the math relatively quickly. The FAA publishes “standard passenger weights” in both winter and summer, a difference of 5 lbs towards winter for thicker clothing and such. Nevertheless, despite what many would call “grossly underestimated,” the standard summer weights are “200 lbs (91 kg) for males and 180 lbs (82 kg) for females, taking the mathematical average if unknown or unspecified.” Normally, I would go on and say “this is America. No way you can assume that.” However, baggage weights are where we can compensate slightly.

In the US, 50 lbs (23 kg) is the published standard weight for checked baggage. Obviously if it exceeds, there’s the surcharge and extra considerations placed for the sake of the ground handlers. Now, as long as a bag is under that 50 lb limit, it will go on the manifest as 50 lbs. This assumes a maximum for the sake of weight and balance and thus keeps the math easy. I don’t remember how airlines handle overweight bags, but for my considerations, I round up to the nearest 5 lbs, so anything greater than 50 up to and including 55 lbs is weighted as 55 lbs, >55-60 is 60, et al.

Obviously, I’m not going to know who has overweight bags, so Scootaloo is in charge of reporting that at check-in.

Speaking of, the nurse arrives and decides to get settled onboard ahead of the others. Sweetie Belle tends to her and points out safety equipment to her just in case, and much to my grace.

About 15 minutes later, the first students start rolling in. As I do not have luggage carts, each student must take their own bag to the ramp. Apple Bloom and I will then load accordingly.

They’re only in town for 5 days, so I don’t see why anyone would need more than one large suitcase with them.

Nevertheless, as the two of us work to load bags, I can hear the footsteps of those boarding above us.

“Thanks AB.” I say as the last piece of baggage is loaded.

“No prob! Glad to help!” She says as she secures each door.

The two of us then return the baggage belts to the ramp and head onboard. No bag listed as overweight, though the heaviest was 49 lbs.

AB then takes the rear cabin and calls me back to get a drink and to arm the doors. I do the same with Sweetie Belle minus the drink. Then, with Scootaloo adjusting her seat, I enter the cockpit and greet her with,

“Alright, you ready?”

“Yeah! I can’t believe I’m going to watch a live takeoff from the right seat!”

“We still have a couple things before we leave though.”

“Ooh, can I run checklists with you?”

“Yeah! It’ll move faster if you call the item and I respond with it.”

“Sweet!”

“Good morning ladies and gentlemen, welcome aboard our flight. My name is Sweetie Belle here in the forward cabin, assisting me is Apple Bloom at the rear cabin. Your Captain today is Split Scimitar, assisted by Scootaloo. We are all here to ensure your flight is safe and comfortable today. Captain Scimitar will say a few words before we get going, so I’ll turn it over to him in the meantime. Once again, welcome aboard.”

As we finish the before pushback checklist, I then Bluetooth the tug and check for a solid connection. With only the parking brake to release, I then head for the cabin and make my presentation.

“Good morning, ladies and gentlemen, welcome aboard once again. As Sweetie Belle said, my name is Split Scimitar, but please just call me Max. Nonstop service to Dulles airport this morning, expecting about, uh, 5 hours and 10 minutes enroute. No reports of any rough weather in the area of either here or DC, however we may encounter some bumps between the Rockies and the Ohio River valley. Some systems have passed through those regions over the past couple days. We do ask that no more than 2 or 3 people congregate in the aisle in case I have to use the lavatory. Rest assured, you are in good hands today, and you are also the first class to experience this brand new business class cabin. As I’m sure some of you have figured out by now, each seat offers HDMI connectivity for screen mirroring if you find our flight track boring. If there are any questions, please direct them to a crew member. At this time, please direct your attention to the video monitor screens in front of you as we demonstrate the safety features of this Airbus A320 aircraft.”

As I roll the video, I release the parking brake and initiate pushback.

2 alight and stable. Flaps 2 for takeoff. First flight with this client, cockpit door closed.

“In case of an engine fire, failure, loss of visibility, directional control, as directed by ATC or as deemed necessary. Below V1, full reverse thrust, spoilers up, braking set to max. At or above V1, it’s an airborne emergency. We are guaranteed a positive climb rate through enough of an altitude where we can climb to traffic pattern altitude and return to land. Initial altitude from Joshua, expect runway heading unless otherwise assigned. Questions, comments, concerns?”

Shaking her head no, I tune the ATIS.

“Victorville airport information Echo, 1748Z. Wind 190 at 7. Visibility 10. Sky clear below 12,000. Temperature 29, dewpoint -1. Altimeter 29.99. All runways restricted access. Prior permission required. Advise on initial contact you have information Echo.”

“Joshua departure, Revere 2, IFR to Dulles.”

“Revere 2, cleared to Dulles airport via as filed. On departure, proceed direct HELDE, expect direct HEC. Departure frequency 124.55, Squawk 1775.”

“Cleared to Dulles via as filed, direct HELDE on departure, expect direct Hector, Joshua departure 124.55, squawk 1775, Revere 2.”

“Revere 2, readback correct. Void in 10 minutes, talk to you on the go.”

“Revere 2,” I respond before flipping on all the lights required by the checklist, which Scootaloo corroborates.

“Go for Sweetie Belle.” She then responds after I call the cabin.

“Cabin secure?”

“Yeah. All seated and correct.”

“Thank you.” “Ladies and gentlemen, we’ve been cleared for takeoff. Flight attendants, please be seated at this time.”

Scootaloo then visibly trembles with excitement as I line up for takeoff.

Autopilot armed, lights on. Centerline set, runway heading verified. Autobrakes set to max.

Power set, takeoff thrust set. Gauges in the green. Airspeed alive.

80 knots.

“Check.” I say as I quickly eye the right side airspeed indicator.

15 knots to V1. Scootaloo grabs the phone and utters,

“Abort.”

Throttles idle, full reverse thrust. Spoilers up, brakes on.

60 knots, disengage reverse thrust.

Exit on A.

“What was that about?” I ask just aggressively enough.

“Uh, talk to one of them I guess.”

Spoilers up, brakes off, all autopilot modes disarmed and disengaged. Strobes, pulse, landing lights off.

“Apple Bloom speakin’.” She responds a moment later.

“Are you forward or rear cabin?”

“Rear.”

“Okay. I’ll need to speak with the front.”

“Go for Sweetie Belle.” She responds when I call the cabin again.

“Scootaloo said you told her to tell me to abort the takeoff?”

“The teacher rang his call button, and I panicked!”

“Well, what seems to be the problem?”

“He wants to cancel the trip.”

“Let me talk to him.”

“One second.”

“Hello?” The teacher responds a few seconds later.

“You want to cancel the trip?”

“Yes.”

“Ok. On what grounds?”

“We’ve just been elevated from epidemic to pandemic.”

“Okay. I’ll need to talk to you and the chaperones. Let me contact my contacts and fill them in. Hopefully it won’t take too long.”

“Okay, thanks. Sorry about all this.”

“Things happen.”

“Okay, talk to you soon.”

“Flight deck out.”

“What’s going on?” Scootaloo asks now a bit nervous.

“We have a viral pandemic on our hands. They’ve decided to cancel the trip in light of. Looks like we’ll go back to the gate.”

“After landing then?”

“Yeah.”

“Spoilers?”

“Down.”

“Flaps?”

“Up.” I say actuating the lever.

“Lights?”

“Strobes, pulse, landing lights off.”

“Transponder?”

“1200. Our clearance should be void in like 2 minutes.”

“Taxi instructions?”

“We’ll come back to that in case he decides to go to March.”

“Last item on the list besides contact ground.”

“Alright. Well, in lieu, I’ll just let the flight plan go void. If he wants to go to Riverside, we’ll just go VFR.”

“After landing checklist complete.”

“Thank you.”

“Go for Apple Bloom.”

“Can I speak to the teacher? If he’d like, we can fly down to Riverside and offload students if he wants.”

“One second.”

“Hello?” He responds a few minutes later.

“Hello sir, Captain Max. Since you want to cancel the trip, do you want to hop down to Riverside and deplane there?”

“Let me see what the others say. One second.”

“What’s the word?” Scootaloo asks.

“We might just hop down to March and offload them there. I’m waiting on a final word.”

As I wait to see what’s happening, I anxiously place my hand on the throttles and wait for the call from the cabin.

“Flight deck, go ahead.”

“We’ll offload here.” The teacher says after a bit of a pause.

“Roger, let me know when everyone is seated.”

“Okay, thank you.”

“All seated.” Sweetie Belle calls a few seconds later.

“Rolling.” I respond. “Flight deck out.”

I somewhat depressingly taxi back to the gate, turning off all the lights except for the beacon. We didn’t even leave the ground, despite being literally split seconds from being able/needing to.

Once parked, I shut the engines down, turn on the APU, and turn off the seatbelt sign. Immediately, I unbuckle and head out to the main cabin door. Everyone seems to be quickly grabbing their things, but I can see the teacher calming everyone down. AB hands him the PA so he can speak to them.

“I know you’re all concerned, but let me break it down for all of you. There has officially been an upgrade from an epidemic to a pandemic. Even though we’re not traveling internationally, it’s been deemed too much of a risk to continue with this trip. We’ll be in touch with the school and they’ll be in touch with you. You can expect full refunds as this cancellation is beyond our control. I need to talk to the Captain and figure out what he wants, so for now, please hold tight. You can call your parents and tell them to pick you up from where you were dropped off. Once again, please don’t go anywhere just yet. We’ll have word for you as soon as we can, thank you.”

I then connect to the air stairs via Bluetooth and line them up with the exit door. Once I set the brakes and check for security, I call Signature at Dulles to cancel the reservation.

The teacher then steps out and starts making calls, presumably to the hotel to try and cancel it. I then step back into the cabin and see what the chaperones want to do, but they seem to be fine waiting. Glad they’re the only ones aboard and not going insane, I complete the ground power checklist so I’m not running the extremely noisy APU or generators.

Before I head down, I ask the chaperones if we should just deplane, and after hesitantly agreeing, I pick up the phone and say on the PA,

“Flight attendants, disarm all doors for gate arrival. Ladies and gentlemen, thank you for your patience. Checked baggage can be claimed on the right side of the plane. Just allow us a few minutes to get everything set up.”

Since it’s pretty much confirmed that we’re not doing this, I wait for the “rear doors disarmed” so I can respond with the “front doors disarmed, cross-check complete.”

I then head down the stairs and get the baggage doors open and get the conveyors up to start the process with AB and Scoots.

With only 28 bags to offload, we finish in no time at all. The teacher then gets my attention as I return the conveyor with Scootaloo.

“So, how do we handle compensation?”

“Well, since we never left the ground, I can’t charge you for flight hours. I only charge for the time between wheels up and wheels down, or the time the landing gear is retracted, whichever number is rounder. No charge there. You didn’t make any changes or requests that warranted extra charges. Everything’s in order. So off the top of my head, I don’t think I can charge you for anything. Let’s go inside and we can review your invoice and close the tab.”

Once we sit down in the terminal office, I pull up the file and get the invoice, itemized and categorized to differentiate between base charges and surcharges.

“Okay, so here’s the tentative invoice, which would’ve been valid if we went through with it. Given my operating costs and the little time we spent on the ramp, we can basically say that all we did was get the engines warmed up. So, uh, let me just run through some things. I guess the only things I can really charge you for are the 5% security and processing fee.”

“That’s fine. I don’t want to leave you completely hanging.”

“I appreciate that, though I feel bad charging you for what basically amounts to scaring the passengers. You made the call to cancel just in the nick of time. If you had made it like 5 seconds later, we would’ve had to take to the air. In any case, I’m sorry it had to come to this.”

“So am I. I know that Ms. Constance and her daughter put in a good word for you. I’ll definitely be coming back.”

“Thank you, I appreciate that. I hope that things work out sooner rather than later. For now though, do you have a credit card to put on file? I don’t think I have one.”

“I never gave you one, but I’ll give you mine. I can always get reimbursed.”

“Can I go ahead and authorize it then?”

“Actually, do you have a money transfer app?”

“Yeah. Can I put the card on file though?”

“Please do. I’m the representative for this trip, as far as you and the school are concerned.”

“Perfect. I’ll go ahead and send you the request for the cash value, then I’ll email you the statement and invoice. I assume you can get reimbursed if you provide a screenshot or something?”

“Yes. They’ll reimburse me then I can forward the amount to you via transfer app.”

“Perfect. Not my first money transfer app rodeo, just wanted to make sure the school does recognize working with them.”

“Sort of. They acknowledge it, but we’re just cutting out the middle man.”

“Yes, yes. Of course, [of] course.” I say as I open up the app and send the request for the cash value as quoted by the invoice.

“Got your cash request.”

Then, a few seconds after sending the email, I wait for him to confirm receipt before we shake hands, head down, and wait for the last of the kids to get picked up.

My flight crew then asks me what happens next, and I tell them,

“Well, is there anything you need done with me? Since your paychecks unfortunately disappeared due to unforeseen circumstances, I’ll help you out with something you may need me for or would like/require my assistance.”

“I think my sister wanted to talk to ya. Ye’ can come to the farm then.” AB says.

“Do either of you need to go anywhere?” I ask the other two.

“I actually do need help moving out.” Sweetie Belle says somewhat shyly.

“That counts.”

“Let’s do that!” Scootaloo exclaims. “I don’t need to be home for another week. My parents are coming back from a months-long expedition. We’re going to help my aunts move to Charlotte.”

“Where from?”

“Charleston.”

“SC or West V?”

“I don’t know. I haven’t seen them in years. They are, fittingly, frequent fliers on American, so it makes sense for them to move to a hub city.”

“Nice.” I chuckle. “Want to head to Minnesota then? Or should we head to Arkansas?”

“Let’s go tomorrow.” Sweetie Belle says raising her hand to signify MN.

“Fine by me.”

The three then grab their things and head back to the residence terminal, but before I leave, I find a single student left behind.

“Hello. Is your ride on their way?”

“They said they were.”

“I can take you home if you’d like.”

“If they don’t show up in the next 10 minutes, would you mind?”

“Of course not, I’ll happily wait. What’s your name?”

“Luster Dawn.”

“Split Scimitar. I just go by Max. Where’s home for you if it’s taking them this long?”

“Ontario.”

“Your parents chose not to send you to a closer school?”

“They liked this one the best. Plus, [I’m] good family friends with the Headmaster.”

“That’s nice. I went to your school you know. All 13 years.”

“Wow. Nice. I have a few friends who are part of that club. Lived here their whole life.”

“Yeah… out of curiosity, what do your parents do?”

“They’re stockbrokers. Well, my mom specializes in trading. Dad’s a portfolio analyst. [Both] travel to and from New York frequently.”

“Do they use JetBlue from Ontario or do they take one of the premium transcontinental routes from Los Angeles?”

“Both, depending on how quick they need to get over there.”

“I don’t want to pry, but if they’re willing, I can shuttle them myself. On-demand as they need it, though I’d probably be slot-restricted to Westchester or the Hamptons.”

“That’s very kind, but they like to accrue frequent flier miles.”

“Of course. Figured I’d ask just in case. I can be a great backup plan though if something happens.”

“I’ll keep that in mind.“

After I head back up to the office to update client files with missing phone numbers and emails, Luster Dawn knocks on the door.

“Hello Luster Dawn. How can I help you?”

“My parents are delayed. They won’t make it back until late tonight. Can you take me home?”

“Go ahead and wait at the drop off. I’ll get a car and pick you up from there.”

“Sounds good.”

Making no effort to pick a car, I grab the keys to one of my M3’s and swing around to the drop off, loading Luster Dawn’s bag and asking for her home address.

Failed Warnings

*call from Mario*

“Hello?”

“Heya Cap! Mario here! What’s happening?”

“Hey Mario, nothing on my end. You?”

“Well, we heard about the rapidly worsening situation. How are things with you?”

“Eh, not good. My first regular clients in a long time cancelled right before we took off.”

“I’m sorry to hear that. That’s one hell of a tease.”

“If you could call it that. Has your world started closing the pipes?”

“Yes. We’ve closed off all the Seattle routes, which is actually what I was calling you about.”

“Oh?”

“Yes. With how little you use your cars here, could you take a couple and park them in front of the pipe?”

“Yeah. Are your Tacomas ready to be transferred?”

“They will be once you come.”

“Perfect. I’m in Chicago now, but I can head over there.”

“I’ll meet you at the office then.”

“Sounds like a plan. I’m helping a friend move out of their house, so I can hop over there.”

“That’s fine. We’re wrapping up our World Summit anyway.”

“I hope you don’t catch what we have if what I sense with this virus is true.”

“That’s why we’re closing all the pipes.”

“I’ll be over tomorrow afternoon, is that good?”

“Alrighty. B-bye!”

While the rest of the world takes its time to process the news that’s sure to rock it to its core, I wait until the late evening before I file to HPN. Actually, I don’t want Rarity to know we’re there, lest she take us captive, so instead, I plan to an airport already served by airlines, KISP.

All ready to go, we climb in to N772SW and I initiate pushback before leeching some power from the tug to aid in engine start.

Engine 1 start valve open...

10% N2

12.5% N2

15% N2

“Come along, come along.” I chant.

20% N2, fuel control on.

Alight!

Start valve off.

Idle speed dropping.

18% N1

See if it goes back up in 15 seconds.

15% N1, and the engine is vibrating in the caution range, N2 is struggling to hold 20%.

The VIB number is now flashing red along with N2. The whole plane is vibrating.

“Alright, that’s 5 yards. Shut her down.”

Fuel, ignition off. Return to the gate.

Deciding I don’t want to deal with it right now, and figuring that it may have just been a timing issue or something, I tow us remotely controlled to a different terminal, where my next suitable replacement is parked.

“What happened?” Scootaloo asks.

“We had a hung start, or a false start if you like sports. It turned over and lit, but it wouldn’t hold idle speed. We could wait for the engine to stop spinning and try again, but I’ll just use a different one.”

Pushed back, 2 alight and stable, flight plan changed to reflect equipment change, cleared as filed except next flight level down (350 instead of 370).

When we arrive, fortunate to have been vectored over Connecticut to avoid the Class B, Scootaloo bids us farewell rather impromptu as her parents are returning home early. To this, I book her first class back to ORF via PHL, with plenty of hugs, her prorated paycheck, and a bit of extra cash for the journey.

As much as Sweetie B would like to see Rarity, she understands that we will be held captive by her, so quietly, we head for Kings County to meet Mario.

When we roll in, I open the gate and have the girls help me pull the tarps off both trucks, revealing them somewhat clean, but dusted up in the windows. Their batteries I’m sure are flatter than a degassed fizzy drink, so with my full-size pickup and its strong, powerful electrical system, it should have little difficulty getting the Toyotas jumped.

When Plumber 1 emerges from the pipe, in his gloved hands are a Manila envelope and some cables. Regally and eagerly waiting for him, we all exchange hugs and catching up small talk before he unlocks each truck and pops the hoods, propping them up and handing AB and SB their respective keys and titles.

I pop the bonnet on my truck and hook the cables, looking for a place to ground since only the positive terminal is accessible.

Since these trucks have been sitting for such a long time, getting them jump started may be the first of potentially many problems to be faced, but fortunately, the Apples are good with this kind of stuff.

After about 2 minutes, one truck’s lights faintly illuminate, so we give it a few more minutes before attempting to start it assisted with a slight throttle input from my truck as it cranks.

Once one starts to idle, Sweets closes the hood and lets it run for a couple minutes to rejuvenate the oil, fuel, and fluids. The tank is just above the gas light, so as it runs, we get the other one started, with even better luck, as its tank is about 3/8.

While they run, I move my pickup back to the front so we can make space for my blockade. The security of the back of the office plus the gate is its own theft deterrent, so we can get away with all of us warping and bringing a vehicle back while the batteries recharge under their own power.

The backlot to the vehicle warp pipe can hold about three or four cars, which should serve as more than enough of a blockade, so after I grab all the keys, the four of us fire up a vehicle. As Marc is visiting King Bowser, we wait for him to come in from the city of Castle Koopa, where he waves hi to me, which I acknowledge, before we head back to Brooklyn.

After the four of us emerge, Mario and I then move the trucks outside so we can park my Mushroom World cars in such a way that access to the pipe is near impossible. Fiddling around a bit with cars both RHD and LHD requires a bit of Tetris, but once we’re parked, the three of us all share tight hugs of “goodbye for a long while.” Rosalina has elected to return so she can be with the Lumas. She’s been there for awhile now. I’ve been tasked with watching the business, which has shuttered operations after the end of the month.

With that, as Mario steps through the warp pipe for the final time indefinitely, I almost tear up as the pipe summons a barricade with a giant ‘no entry’ sign on it, then in a flash of near-blinding magic, the pipe orifice itself is covered with some orange non-Newtonian fluid.

After draping tarps over each car and securing them, I‘m drawn heavily to the “flaming sword” impression the now closed warp pipe is projecting. I feel like the biblical Adam, banished from the Garden of Eden as I both figuratively and literally get driven out.

Anyway, after we stop at a petrol station to throw in some much fresher fairy juice into the tanks, we head for Ronkonkoma. Once we clear to the airside, we carefully load each truck onboard and set course for Fort Smith.

Electing to further delay the reception of money, the Apple family have been working hard to collect this upcoming year’s harvest, especially with the looming threat. In fact, Apple Bloom planned to spend all of her year’s vacation days for all three trips, so with what’s happening now, she’s pretty much stuck at home. As you would expect, the local runs to the neighborhood are now contactless, and reduced from daily to twice weekly, albeit in slightly larger quantities apiece, resulting in a net change from 7 normal shipments to 2 shipments of about 1.75 times the normal.

Oddly to me at least, Sweet Apple Acres does expect a subsidy not to grow anything, probably to rest their farmland. They’re unaffiliated with mainstream food suppliers, except for whoever the warehouse sends to, so in a way, they are a bit of a surplus supplier, or a bit more accurately, Sweet Apple Acres “fills in the gaps.” Nevertheless, if and when that subsidy or “land conservation” letter does arrive, then they‘ll start to receive money from me.

“I am the President. I call the shots. I cannot, and will not, take any responsibility for what’s occurring in our nation. Everything that stands in our way is the result of rules and regulations previous administrations set forth. It’s their fault, not mine. I accept no responsibility. I wash my hands of this.”

“We are in an emergency.”

“American citizens are stranded across all corners of the globe unable to return home!”

“The world is in a state of panic as a biological killer has begun its track infecting hundreds of thousands worldwide.”

“Sources are unsure of where it started, but it is suspected that it may have spread at the World Cup in Qatar.”

“If that’s true, we may have a full-on global disaster on our hands!”

“Geez, stop panicking.” I think to myself. “Next thing you know, people will be running for toilet paper or some shit.”

Wait, what do we do about those that need to get home?

*incoming call*

“Hello?”

“Hey, Max? It’s Dash, this is the office line.” She responds sounding a little less Rainbow than normal. “I’m sure you’re busy, but I have orders to patch you in to my superiors. Stand by.”

I wait with a broken dial tone, but suddenly a computer generated voice breaks the “static” by saying,

“Stand by for caller.”

Following that, the dial tone is television static before it fades, rather than cuts.

“Is the… is the line secure?” I hear on the other end. “Scimitar!” They suddenly exclaim.

“Yessir?” I respond trying to speak in the affirmative rather than the confusion/fear on my face.

“Clipper, correction, Soarin’ speaking. I hope you aren’t too busy right now.”

“Not at all. I’m just at home. How can I be of service?”

“I will need to direct you to the current Master Chief Petty Officer, currently stationed in the Gulf. Please mind the time difference.”

“Yes sir.”

“Stand by.”

The same dial tone repeats but instead this time says, “stand by for Officer Thunderlane.”

Static fade to some slight white noise, along with a faint “line secure, go ahead sir.”

“Message for Mr. Split Scimitar?” He asks.

“Speaking. Go ahead.”

“Officer Thunderlane, United States Navy. My apologies for skipping the pleasantries, but as we prepare to return home, I understand you have been recommended by Ms. Rainbow Dash to assist us with repatriation efforts.”

“The honor would be mine, if what I am inferring is correct.”

“Given how little our CiC (Commander in Chief) seems to care, we cannot simply stand on the sidelines.”

“Aye, sir. Ready to help how I can. If I may, ‘reporting for duty.’”

“At ease. We’re attempting to work with other branches to materialize these efforts. HS Sec and SecDef are onboard so far.”

“Will I need to report to any of them?”

“I can’t say. Pending the approval of my other superior officers. POTUS may call the shots, but right about now, I trust Clipper and Crash to get stranded Americans back to the safety of our own soil.”

“Yes sir. Awaiting further orders.”

“You will receive them from Crash. My apologies, as you’re only a civilian.”

“Understood.”

“Expect further communications within seven days.”

“Roger that.”

“Thunderlane out. Good night.”

“Good night, sir.”

Even though here it’s almost midnight, I begin my rudimentary process of “mobilizing” this airfield. Boy am I glad my move of fleet from Victorville is still in progress, even though we haven’t actually been approved to do any flights yet. My fleet and I are and/or will be ready, I’ll just need to know when to go.

We Must, Therefore, Acquiesce in the Necessity

5:16 am: “who the f### (self-censored) is flying this low to the ground in a jet??” I exclaim silently as a deafening whoosh surely has woken up Riverside, Moreno Valley, and Perris.

I know that sound though. Those are thrust reversers, so someone’s landed at my airfield, without my permission.

Now I’m peeved.

When I head outside to figure out the commotion, I’m greeted by a very loud APU and a single crew member disembarking as the pilots do checklists and flip switches in the cockpit.

Stepping out is a Navy commander, evidenced by their dress.

Guess I can’t be peeved, so instead, I salute as they walk toward me.

“Mr. Scimitar! At ease!”

“Sir?” I ask firmly. “[Say] Intentions?”

“Ms. Rainbow Dash cordially requests your presence in Pensacola. We are your transport.”

“Aye aye, sir. Duration of stay?”

“1 night.”

“Permission to pack an overnight bag, sir.”

“Granted.”

“Thank you, sir.” I say as I run inside to grab two changes of clothes and some drinks before securing the base.

“Question, sir.” I query once I’m onboard.

“Go ahead.”

“Why send a Poseidon? No Hercs or Clippers available?”

“Closest on call. We’re from NAS North Island.”

“Is that the one on Coronado?”

“Yessiree.”

“Were you heading to Jacksonville by chance?”

“Yes we were. How’d you know?”

“Lucky guess. If you weren’t going to Hickham, I’d guess you were en route to Atlantic patrols or beyond.”

“You’re sharp, kid.”

“Kid?” I think to myself. “Probably just standard jargon.”

Nevertheless, I ask no further questions as I take my seat and stick my bag on the seat next to me.

Feeling quite a bit awkward being a passenger on a military jet no less, never mind it’s a P-8 Poseidon (I always did wonder why raked wingtips weren’t an option), I anxiously sit back and get comfortable as I can as they fire up and get going.

“Sir?”

“How can I help you, Scimitar?”

“Under whose orders are we operating if Commander in Chief has absconded?”

“SecDef is next in the chain of command, and he’s talking to the embassies. As for the transports themselves, HS Sec is working with the rest of DHS.”

“Can I expect a brief or debrief on the whole situation?”

“Affirmative. Crash is running the show, sort of. That’s why she asked for you.”

“I can assure I have resources, but I’m the only pilot. You would need to communicate with airlines and recruit them.”

“I’m only on a need to know, so what I’ve told you is about the extent of my knowledge. Crash will get you up to speed.”

“Yes sir.” I say with another salute.

“At ease. I appreciate the gestures, but they won’t be necessary.”

I return to my seat and try to catch up on some z’s. For being a military transport plane, there are some unexpected creature comforts. Nevertheless, for the few hours in the air, I try and relax ahead of what’s surely to be a challenging few weeks ahead.

As soon as we park, I get a shot of adrenaline and clean up a bit before stepping onto the base. Not leaving the officer’s side, I wait for Rainbow, who appears to be running slightly late.

Just as I get escorted to what appears to be a board room, Rainbow enters.

“Morning Max.” She begins with an air of urgency. “Sorry I’m late. Let me get you caught up. SecDef is working with all of our embassies to try and arrange for flights for stranded citizens unable to catch mainstream flights home before a hypothetical travel ban pops up. HS is trying to find ways to get those flights into systems or airports that are slot-restricted. I know you have a massive fleet you aren’t using, but I also know you are working with Delta in receiving their old and retiring ships.”

“Yeah I am. What are you suggesting?”

“I think you know where I’m going with this.”

“You want me to use my fleet to bring them home?”

“Yeah!”

“Small problem. I‘m the only pilot.”

“So?“

“I also don’t have the ability to outfit any of the A380s I have to transport 853 people.”

“That’s why we’re here. This is a bit of a rogue op.”

“Does this mean we’re breaking the law?”

“I won’t answer that. Come on, officers are waiting for us.”

When we enter the briefing room, I swallow as best I can, but instead audibly gulp.

I sit opposite Rainbow at the foot of the large table. In the back is a “live” world map with quite a few countries illuminated in green.

The picture then shifts to a dual list. One side shows countries listed as “Approved” and the other as “Pending.”

“Good morning everyone!” Soarin’ belts out as he takes the pulpit. “Thank you all for coming. As I’m sure you’ve been made aware, our own Commander in Chief has removed himself from the narrative. Some of his other staff members however disagree. SecDef has been working diligently with all our diplomatic missions to obtain approval for repatriation flights and start working with local authorities to accommodate these requests. In charge of some of the flight coordination at Commander Rainbow Dash’s recommendation with the approval of Admiral Thunderlane is Split Scimitar.

“While we have approval from a few of our major embassies, notable countries still awaiting a response are Australia, the Philippines, Indonesia, India, and Turkey. Tentatively, we expect approval from all of our embassies and consulates notwithstanding those in either Qatar or Saudi Arabia, as both of those countries are dealing with crises of their own.

“While not all regulatory approval has been granted to authorize these orders, all of the top officers across all our branches, including the space force, will be meeting in Arlington today to hopefully come together and acquiesce in this necessity to bring stranded Americans home.”

“Before we depart for JBA,” one of the Navy Admirals interjects, “do we have a name for this mission?”

“Operation…”

“Spiteful brakevan?” I half-chuckle to myself. “Muckle nuisance?”

(You can tell where my mind’s at.)

“March Madness?” Comes a suggestion from the back.

“Seems a bit on the nose, but it’s a working title for now. Operation March Madness is a-go!”

“You comin’?” Rainbow asks.

“I don’t have the security clearance to get into either Andrews or the Pentagon.”

“We ran that before you were picked up. You’re clear.”

“Wow. Running a security background check without consent, huh?”

“This is a hush-hush Mission, dodo.”

“As you can tell, I’m bothered.”

“I knew you were gonna say that.”

As the P-8 that shuttled me here has left, we load the other kind of military 737, a C-40 Clipper. Not actually commanded by Soarin.

Plunking my duffel in an overhead bin, I sit down and belt up, RD taking the window and Soarin alone across from us. I then grab my last bottle of water and keep it handy as my heart rate climbs ever so slightly. I get to be one of a very select few civilians to fly into Andrews Air Force Base. For a good cause.

Touching down with no reverse thrust, we’re soon in a motorcade to Arlington, where my heart starts pounding.

“Don’t worry Max. This is my mission. Hopefully we’ll have some more diplomatic approvals so we can start gathering information on passenger lists. Don’t want to send a small aircraft where we need a large one.”

“Of course not. I’ll be calling on all airlines as charters. But I won’t make any calls until you get approval.”

“Can we get Mr. President to approve it? I don’t know. This mission will pretty much be the biggest display of whether or not he cares about his citizens.”

“Well, when you put it like that.”

“Mr. Secretary, how many embassies do we have approved?”

“256 and still counting. Most of those still awaiting approval are still not yet open for the day.”

“Good to hear.”

“Those that have already approved are accepting applications for flights home. Some of our major ones including the UK, France, Spain, and Japan have already well-exceeded the initial expectations.”

“That’s a good thing, isn’t it?”

“Absolutely. I myself can’t be having to bring all these citizens myself? Surely I could just send a charter request to the various airlines and find a way for the government and I to split the bill.”

“That’s what we have to plan, but Congress and the President himself will still have to approve it.”

“It sounds like everyone in this room is on board with it though.”

“All in favor of Mr. Scimitar’s assistance in bringing Americans home, say ‘aye.’”

All except one form a consensus, the only objection being that he wants to see the “verbatim” agreement on the terms of the deal. Fortunately for us, the bill is only awaiting dollar amounts. That’s where I have to take my most educated guesses on how much is a decent margin so that neither the government nor me are spending too much additional out of pocket.

To get the ball rolling, I send an email to the COO of Delta so he can pass it along to the rest of management. I don’t expect a reply for a day or two, so after making approximation based on the various aircraft that can be sent, I present a tentative amount of $20 Million, split $10M apiece. Hopefully the amount is close, but I give the go ahead with that amount. Wasting no time to send the documents to each chamber, the only thing we can do at this point is wait for Congress and the Oval Office to review it.

SecDef then brings Rainbow and I to his mess facility. Since Congress is in session, it could become a last-minute submission. If it doesn’t make it, I’m gonna have to bunk up here, likely.

In any case, since I already have my clearance, I shan’t leave until closing. Nervously though, I wait for news of the spending approval. Slightly problematic I realized after reviewing it that the money the government is spending is coming from military spending, which may or may not be a good thing, depending on who the influential vote is.

As we dig in to our “early bird” dinner, I try and take my mind off being roped into a rogue government effort, but as soon as I can place myself in another place, I’m reminded that I’m in the Pentagon. Having no luck despite my best efforts, I instead remain silent, since I don’t want to really strike up a conversation with either Rainbow or Mr. Secretary. At least, until word from the Capitol comes back.

I want a cigarette, but I don’t want to go outside. I need to be with someone with clearance at all times, and Rainbow Dash has been very critical of my habit. Mr. Secretary I imagine would be too, since previous SecDef policies have cut the reported smoking rates across the armed forces tremendously.

Anyway, despite my stress-induced craving, I get a couple of drinks for later and wait about as nervously as the other two.

“Just another day at work. No need to act like a newbie. You’re already an outsider as is.” I say to myself.

About a half hour later, when presumably all the rest of the capital has gone home, a paper message gets placed in front of Mr. Secretary, and upon reading it, appears stoic as when we first met.

“The proposal was approved by the House. The senate hotlined and approved. Awaiting presidential approval.”

“How long might that take?”

“Depends on how he feels. This means we may have to send you home, then bring you back here if we can mobilize.”

“Can we start discussing our plan of attack then?”

“Wouldn’t hurt. Tomorrow however is another day.”

“Oh!” I exclaim checking my watch. “20:59.”

With that, I exit the Pentagon with Rainbow and walk over to the Ritz after Dash leaves to join other officers presumably at a bar. I’d go, but I need to unwind in a different way. All that time in the Pentagon with an ultra-secure clearance has gotten to me.

Glad their executive/penthouse suite is available at least for tonight, I hole up there and unwind with a shower and the scent of… cherry blossoms? Seems a little early in the year, but who am I to complain?

I’m no proponent of essential oils, nor do I find myself actively looking for or using them, but after the events of today… though that may be the accumulated grime and general grossness of my body talking.

Next morning, I get ready for the day but soon realize I never got a call time. If they went to a bar, then I would expect a call time between 9 and 11, but so far nothing yet.

Instead, I try to continue my unwinding process, which just goes to show you how nervous I was yesterday.

Short of an actual spa treatment, of which I would never partake (unless Rarity was to bend me so), I lay in bed and meditate on my thoughts so I can box them up and toss them into the bonfire.

To try and feed the proverbial flames, I decide to text Applejack.

“Hey, got some time to talk?”

I close my eyes and wait for a response, and to my surprise, one comes.

“Of course! What’s up?”

Shit, now I’m short of words.

“Uh…” “Are you in the orchards right now?”

“Yeah. Why?”

“Curious. Never mind. I’ll try and get back to you later.”

“Well, that failed epically.”

“Relax.”

“Me relax? You’re the one who still can’t figure out if you like Applejack or not.”

“She doesn’t even like me like that. I’ve been very clear about my feelings for her, as has she with what we are.”

“Look at you! Such a hopeless optimist, thinking you might actually have a chance with Applejack of all people.”

“I had my reasons for falling for her, and I never saw you stop me.”

“And spoil what was to come?”

“You know me all too well.”

“I’m your inner voices. Of course I do.”

“Everything okay Max?” She then texts to interrupt my previous conversation.

“Yeah.” I respond immediately, “why wouldn’t I be?”

“Well, you’re texting me for starters. I know something’s up too because you’re texting me this early.”

“Oh haha. I’m in DC, so I have an hour up on you.”

“I thought you canceled that trip of yours.”

“I did, but I’m here anyway. On other business.”

“Thanks for those trucks by the way.”

“Thanks to Mario. Sounds like you’re enjoying them.”

“They get the job done. Now that our workload is going down, we can eventually start working on getting rid of our old equipment.”

“If you need anything, let me know.”

Before I sleep through important news, I decide to slowly walk over to the Pentagon, scanning my card with security but being held at the checkpoint for one of my contacts.

Rainbow arrives about 5 minutes after I do, and once she clears, she and I are met by SecDef after the security guard radios ahead.

5 minutes later, we’re back in the briefing room, where the list of awaiting approvals has dwindled down to 5. I sigh in relief as all the major countries have given the green light.

As everyone takes their seats, silence sweeps across the room before Soarin and Rainbow Dash begin the meeting.

“Good morning ladies and gentlemen. Thank you for coming.” Soarin begins. “As we await congressional approval, I am pleased to announce that all of the countries listed here have officially given repatriation operations the green light. While we have yet to confirm dates and sizes of manifest, Commander Dash and Mr. Scimitar will begin work on our plan of attack.”

“Tentatively, all the destinations currently served by respective United States airlines will be the likely candidates for operation for specific routes. In order to sort through those that may have to quarantine, those repatriation flights will be operated into airports where we have National Guard stations, due to their preparedness for such passengers. Mr. Scimitar and I will try and assemble a preliminary network as soon as we get congressional approval and we can get in contact with airlines.”

“I’m sure this breaks and bypasses a lot of processes and channels that we’re supposed to go through for government approval.” I think to myself.

About an hour after we adjourn the meeting, a message comes in from SecDef’s assistant.

If he passes it, then we’re golden. Otherwise, we’ll have to wait for a veto override. I don’t know the margin of yeas and nays in either chamber, but I imagine at least the required 2/3rds vote will be met.

“Veto.”

At that moment, the entire room goes silent.

From the Oval Office,

“We cannot risk bringing people here when they can be transmitters of the virus. They made the decision to go abroad with the knowledge that the virus was spreading. The money they spent in other countries around the world should have been used to fund AMERICAN tourism and boost AMERICAN jobs and the AMERICAN economy. Leave them there. How can these people call themselves Americans if they’re sending away OUR money and bringing back diseases? Why should it be our responsibility to rescue those who leave the safety and security of our soil? This is their responsibility, not mine.”

“Call Atlanta! Call Dallas! Call Chicago! Call Minneapolis, New York, Seattle and Denver!”

“Don’t forget Vegas.”

“And [Fort] Lauderdale!”

“Them too!”

“What about the congressional override?”

“We’ll get it. Call the other branches. Get them on the line. This is no longer a matter of service bragging. We must acquiesce and work together as a whole armed forces in the necessity to get American citizens home.”

I check my email to find a reply from the new Chief Pilot at Delta.

“Mr. Scimitar,

Thank you for your email. I have been monitoring the situation very closely and on behalf of our operations center, we appreciate your assistance as well as your cooperation. I know that our CEO and COO have been in talks with our industry competitors and colleagues as the situation is constantly changing.

I have been in close talks with both gentlemen and, even as I represent a dwindling number of Boeing 777 rated pilots, we are strongly leaning – though have yet to confirm – the retirement acceleration of our Boeing 777 instead of our 767. I understand you’re following our fleet change closely as part of the deal that you had sealed before I began in this position, so our only Boeing aircraft left are the Boeing 737-700, -800, -900ER, and the 767-300ER.

As I personally have been communicating with my colleagues at American [Airlines] and Southwest, I can confirm that both companies are anxiously awaiting the dispatch orders.

Management looks forward to meeting to discuss our role in this mission as it were. If you are involved in the process of planning, please send me your contact information so I can pass it on to my other colleagues.

With confidence,

-Chief Pilot, Delta Air Lines, Inc.
ATP - AMEL
Commercial/Instrument - ASEL, ASES
High Altitude, High Performance, Tailwheel
Type Ratings - B777, E170”

Since it’s about a day old, I immediately reply.

“Dear Captain,

Here is all my contact information. If at all possible, please include that I would greatly appreciate as many airlines join the meeting if possible, as per the information I have available to me, we will be utilizing each airline’s pre-existing route networks.

(xxx) A321NEO
(xxx) MOR2LUV
(xxx) MIXALOT

Split.Scimitar@*EmailServer*

I look forward to working with everyone. The more we can have, the better. Given the type of virus that’s spreading, while I would like to hold an in-person gathering, it may behoove us to hold our meeting digitally, so I also request that those who will be meeting, please specify which medium they will use, as I can accommodate multiple communications platforms as long as I know who’s who.

All the best,

Split Scimitar “Max”
ATP - AMEL
Commercial/Instrument - ASEL
Complex, Tailwheel, High Performance, High Altitude
Aerobatics - Advanced

Complete list of type ratings available upon request.”

When I finish composing my reply, another message from SecDef’s assistant is brought to our attention.

“Congress has overridden the veto, but now will not allot more than $5 Million. I hope that’s still enough.”

“I don’t mind that. I can dip into my personal fuel stash if absolutely necessary. I’m planning on losing a lot of business, so it ought to be used for a good cause.

“I’m talking with Delta, and they can spread my info to other airlines. Seemed confident that the airline industry is onboard. And they should be. Airlines, especially in the pilot department, are one place that’s absolutely saturated with veterans, so it’ll be a nice sort of callback for them.”

“Should we set up shop in El Centro?”

“We can work out of either Victorville or Peotone. I have a bunch of 777s coming in from Qatar. I was the highest bidder.”

“They’re dumping their 777s?”

“Yeah, to make room for the 777X.”

“How did you outbid Emirates or Etihad?”

“They didn’t bid. It was basically me, GECAS, and IAG. Only reason I imagine winning is because it was the whole lot and weren’t willing to split it up.”

“Well, congrats.”

“Thanks. That should be my last purchase for a very long while.”

“I would think so,” Dash harrumphs indignantly. “You have a larger fleet than the bottom half of the US airline industry combined.”

“For your information, I do plan on leasing portions of my fleet.”

“Probably the worst time to consider that business model.”

“It’s more of a side hustle.”

“Whatever. Let’s just get going.”

The Out-of-Staters Club

“Okay, I have six of you on the manifest. Let me just make sure you’re all here and you are who you say you are.

“Silverstream?”

“That’s me!” A bright and bubbly student calls, brandishing only one large suitcase.

“Smolder?”

“Yeah?” Another student with two midsize suitcases grunts before clearing her throat. “Yeah, that’s me.”

“Ocellus?”

“That’s me!” A much more soft-spoken girl calls from what was behind a book.

“Gallus?”

“Here.” The student then acknowledges sort of apathetically.

“Yona?”

“Yona here!” She calls enthusiastically, adorned with nothing other than a large but nonetheless very full camper’s backpack.

“And lastly, Sandbar?” I ask, making eye contact with the last student here, holding nothing.

“That’s me.” He acknowledges brightly.

“Split Scimitar. Just call me Max. I understand you were slotted to fly on the… APUSH this year. I’m sorry it didn’t work out.”

The sea of long faces more than echoes my sentiment.

“I understand you’re all from out of state, but were sent to this school for its quality education?”

“Yeah,” Gallus grumbles, “it’s kind of tough though. I wish I didn’t have to go home, but I have nowhere else to go. My landlord said I need to go home, both for financial reasons and because they insisted I be with my family. Can’t say I blame them, but…”

Yona picks up where he leaves off.

“But Gallus no feel same way at home as here.”

“I’m sorry about that.”

“That’s alright.” Gallus shrugs. “We all have ways to stay in touch, and I did already promise my return. At least I can see Gabby again.”

“Alright. Let me run through all of your reported cities of residence. You’re quite an eclectic bunch, so…

“Metairie?”

“Me.” Gallus says raising his hand.

“Kent?”

“Yeah.” Smolder acknowledges.

“Brownsville.”

“Me!” Silverstream calls.

“Asheville?”

“That’s me.” Ocellus responds, the book now tucked away inside her backpack.

“Ooh, this is a nice change: Yakutat.”

“Yona proud of Alaskan roots! YAKutat best city!”

“And finally… Oxnard?”

“Yeah. I asked if I could join so I would be able to say goodbye to each of my friends as a group.” Sandbar says somewhat sheepishly.

“Sure! Glad you’re with us! Well, it seems we have a bit of a predicament. All of you live in one direction except for Yona. This is a 2 or 3-day trip, so before we begin, are there any of you who need to return home ASAP?”

Everyone else looks at each other, which slowly leads into a consensus of no, so I say,

“Alright then, the tentative plan is Seattle or Yakutat first, Brownsville, New Orleans, Asheville. Who wants to say goodbye first, Yona or Smolder?”

“Yona should leave first.” She says trying to sound brave. “[For] everyone else’s sake.”

“It’s a long flight up to Yakutat.” Sandbar says.

“And even longer if we drop off Smolder first.” Gallus adds.

“We’ll have to spend the night somewhere.” Silverstream then interjects with a tinge of concern.

“Nonsense. I’ve done many a trip without an overnight halt. As long as we can keep our ground time between 30 and 45 minutes. Taking on fuel at some airports will help with that. Nevertheless, the sooner we start, the sooner we finish, so let’s get to it.”

Once again, a closed cockpit to cruise aboard N634VA, but once I open the door, I see all of them trying to hold a conversation across the aisle. Our route of flight takes us over Reno and Portland before turning northwest to the coast of British Columbia to meet the Alaska panhandle. At this time of the year, we are getting close to midnight sun, but will not get a chance to see it.

Because Yakutat is a small airport in a quite rural borough, and because their ramp space is extremely limited (with a maximum capacity of 2 airliners), this will unfortunately need to be a quick turnaround. There’s a small window between Alaska Airlines and Alaska Air Cargo, and I intend to use it. So, with a small bit of performance envelope available, I increase airspeed to try and gain a bit more steam.

“Yakutat traffic, Youngster 6, 5 southeast of the Yakutat VOR, ILS 11 from WORTT.”

Crossing the VOR, airspeed 200, set flaps 1.

Intercept the DME Arc, speed 190, flaps 2.

Established, speed 150, lower landing gear.

1 mile from final approach fix, flaps 3.

“Yakutat traffic, Youngster 6, established on the ILS 11.”

Flaps full. Spoilers and auto-brakes armed.

1000.

500.

200.

100.

50.

40.

30.

20.

10.

Touchdown. Spoilers up, brakes on, 2 in reverse.

50 knots, disengage reverse thrust.

Clear of the runway, spoilers down, flaps up, landing, strobe, pulse lights off, transponder reset.

“Yakutat traffic, Youngster 6 clear of the runway.”

Park, shut down. Air stair deployed, unload luggage. Everyone shares a tearful goodbye, so I don’t hurry them. The APU is running, and it is burning fuel, but we’re such a light load on this mission that I have enough to make it to Seattle.

Inside the terminal, I pay all the fees and take care of the performance calculations, making note to include a message in the school’s invoice about a “repatriation discount” since the reason for my hire is from circumstances beyond anyone’s control.

After a car rolls up to the front, I say my goodbyes to Yona and give her a business card for when they do return to in-person lectures.

As the rest of us wait for Sandbar to return from the bathroom, I get towed a distance from the terminal for jet blast. Once clear, Sandbar climbs aboard, I close up, fire up, and wheels up.

“Anchorage Center, Youngster 5 off Yakutat, 3,200 climbing… FL180.”

“Youngster 5, Anchorage Center, roger. Should pick you up on radar momentarily. Question from Alaska Air, their morning cargo run had to divert to Gustavus due to snow removal. Could you give your best guess for a FICON?”

“Runway 29 was probably… 4/4/5.”

“Roger, I’ll pass that along. Was there any snow?”

“Not on the runway.”

“Roger. Thanks for the info, contact Vancouver Center now, 128.4, great day!”

“128.4, see ya soon, Youngster 5.” “Vancouver Center, Youngster 5, 8,000 for FL180.”

“Youngster 5, Vancouver Center, welcome. Ketchikan altimeter 29.93.”

“29.93, Youngster 5.”

“Victoria approach, Youngster 5, out of 12,000, Victoria to the MARNR.”

“Youngster 5, Victoria approach. The Victoria altimeter is 30.04. Passing Victoria, maintain 260 knots.”

“30.04, 260 after Victoria, Youngster 5.”

I take a quick peek at the back and find the others seated, so as we exit the flight levels, I decide to put the seatbelt sign on very early, usually waiting until 10,000 to do so on smooth days, which this is.

“Ladies and gentlemen, as we begin our descent into Seattle, please return to your seats and fasten your seatbelts securely, ensure your chair backs and tray tables are in the full, upright, and locked position. Please also check around your general area for any trash or other loose items that may have fallen about over the course of the flight. All aisle armrests and cabin baggage must also be stowed for landing, thank you.”

“Youngster 5, contact Seattle approach on 125.6, nice talking to you!”

“125.6, thanks for all the help, Youngster 5.”

“You’re welcome!”

“Seattle approach, Youngster 5, 2 past Victoria on the MARNR.”

“Youngster 5, Seattle approach. Advise information Hotel.”

“We’ll get hotel, Youngster 5.”

“Seattle–Tacoma International Airport, information Hotel. 2258Z. Wind 280 at 7. Visibility 10. Few clouds at 5,000. Scattered 15,000. Broken 20,000. Temperature 21, dewpoint 7, altimeter 30.02. ILS runway 34L, ILS runway 34C and ILS runway 34R in use. Landing and departing runway 34L, runway 34C and runway 34R. Notices to airmen: numerous cranes unlighted and flagged in various quadrants. North Satellite terminal interior construction project, expect random closures across different gates. South Satellite terminal closed except for gates S5 and S6. Advisory: all VFR aircraft contact clearance delivery prior to taxi. All aircraft read back all runway hold short instructions. Advise on initial contact you have information Hotel.”

“Approach, Youngster 5 has Hotel.”

“Youngster 5, roger. Resume normal speed. I want to get you in ahead of some heavies.”

“Normal speed, Youngster 5.”

“FedEx 17, maintain 250 knots.”

“250 knots, FedEx 17.”

“Victoria transition to MARNR Seven arrival landing north. From Victoria (YYJ) at or above FL200, course 132° to ORCUS, cross at or above 17,000 at 280 knots. From ORCUS, course 132° to MARNR, cross at or above 12,000 at 270 knots. From MARNR, track 133° to PNELA, cross at or above 12,000 at 270 knots. From PNELA, track 133° to VEGGN, cross between 11,000 and 15,000 at 250 knots. From VEGGN, track 139° to UNITT, cross at or above 10,000 at 230 knots. From UNITT, track 164° to WUBET, cross at or above 8,000 at 230 knots. From WUBET, track 164° to SHIPZ, cross at 7,000 at 210 knots. From SHIPZ, track 164° to EMMSS, then track 164°. Arrival brief complete.”

“Youngster 5, would you like 34C or 34L?”

“34L.”

“Youngster 5, roger. At EMMSS, proceed direct SONDR, cleared ILS approach runway 34L, contact Seattle tower on 120.95.”

“EMMSS, direct SONDR, cleared ILS 34L, tower 20.95 at SONDR, Youngster 5.” “ILS runway 34L into Seattle–Tacoma. Primary navaid I-BEJ localizer on 110.75, approach course inbound 344°, 8,500’ of runway available. Touchdown zone elevation 379’, airport elevation 433’. SONDR transition: cross SONDR at or above 6,000 then descend to 5,000 intercepting the localizer at HIPRO. Glideslope intercept is at 2,400 at JALON, but we’ll follow it down if we intercept it before then. Follow glideslope down to ILS minima of 579 and 2400 RVR. If we have the lights or the runway environment in sight, we can descend to 479’ (1,000 above touchdown zone elevation). Normal maneuvers, normal descent to land, otherwise go missed. Missed approach procedure: climb to 900’, then left turn heading 300, intercept Seattle (SEA) radial (R-) 310 to cross WEXUB at or above 3,000, then climb to 5,000 along SEA R-310 to LOFAL and hold. Approach brief complete.”

Passing EMMSS, speed 180 to SONDR.

Below 230, flaps 1.

Flaps 2, speed 215 or below.

Crossing SONDR, speed 160, contact tower.

“Seattle tower, Youngster 5, SONDR, ILS 34L.”

“Youngster 5, Seattle tower, good afternoon. Runway 34L, cleared to land.”

“Cleared to land 34L, Youngster 5.”

Glideslope intercept. Speed 185, flaps 3.

Lower landing gear.

3 green, down and locked.

Full flaps. 1000’.

Runway and environment in sight, continue to land.

50.

40.

30.

20.

10.

Touchdown. Spoilers up, brakes on, 2 in reverse.

“Youngster 5, Z C T, hold short N. Contact ground .7.”

“Z C T, short of N, over to ground, Youngster 5.” “Seattle ground, Youngster 5, Z to C.”

“Youngster 5, Seattle ground. The Signature ramp is full, but they do have one due out soon.”

“Roger. I’m just dropping off one passenger, and I need fuel. I can shut down here if you can send a truck.”

“Youngster 5, unable.”

“How long do you think it’ll be?”

“I don’t know.”

“Can I just hop over to Boeing Field then? I don’t want to be sitting for too long.”

“Let me call Signature and see what I can do.”

“Youngster 5.” “Ladies and gentlemen, we apologize. We’re encountering a slight delay for parking. For the sake of time constraints, we may unload at Boeing Field instead. We’ll let you know what happens as it’s available, we appreciate your patience.”

Smolder then taps me on the shoulder.

“Where should I tell my brother to pick me up?”

“I’ll find out in a few. If we have to go somewhere else, it’ll probably be Boeing Field. Where’s home for you?”

“Kent.”

“All the more reason I want to drop you off here.”

“Youngster 5, Signature can make space for you. Continue on T, hold short of Q behind the ILS line.”

“Short Q behind the ILS, Youngster 5.” “Sounds like I can drop you off here. Go ahead and tell him.”

“Got it.”

“Tell him not to go to the terminal.”

“I can send him my current location.”

“Alrighty.”

Despite the time constraint, I order only enough fuel to get us to Texas, where fuel is gonna be much cheaper. Once everything is squared away, we get towed off the ramp approved by ground before queueing for 34C, since we’re right there.

At cruise, we reach the sundown, so I flip on the logo and recognition lights and leave the cabin lights at their lowest setting. Everyone’s asleep now, since we left Victorville at about 9 am, but with a call time of 8, it wasn’t supposed to be worse than a normal day at school. This weekend though I’m sure was expected to be a difficult one, even for me, though admittedly the most difficult part is not all the stopovers, it’s the anxiousness to get going once each drop-off is complete.

As we cross two time zones, I expect to get a bit of jet lag, though a two hour difference doesn’t affect me much if at all, and we spent less than an hour in Yakutat.

Without making too much of a fuss on the way down, we land in Brownsville and at her request, I meet Silverstream’s parents along with the others still with us. I request the tanks to be topped off, so the fueling period is perfect for a bit of talking.

We don’t get into much chat, as they’re much more interested in meeting their daughter’s friends, so I reprogram the FMS and chart course for New Orleans. Nevertheless, after a round of thanks, we’re on our way, but not before Silverstream’s parents ask me about my business; so I give them my card.

Touchdown in New Orleans at 22:34, I get some interesting instructions from ground.

“Young’un (sic) 3, continue down to the end, you’re the final aircraft to use our old terminal on the south side of the field. Courtesy of the port of New Orleans.”

“Thank you so much, please pass my thanks along to them. Is there a gate you want me to park at?”

“Stand by, I’ll get it for ya.”

A few moments later, as I hold, I see a small crew gathering.

“Young’un 3, your gate is… actually, since the terminal’s decommissioned, just follow the instructions of the ground crew.”

“Roger, Youngster 3.”

As soon as I park, I turn on all the lights and prepare to meet a jetway.

“I know you’re a little apprehensive about coming home and leaving your friends, but since the terminal is closing, port authority decided to let us drop you off here. Said we’re the last to officially use it.”

“Wow,” Gallus says with the slightest hint of surprise, “lucky us.”

Once I get the door open, we’re met by the jet bridge operator and a security guard.

“Alright, Gallus. You ready?”

“Yeah.” He replies, but not before breaking and sharing one last good embrace with the ones that are still here.

“Okay, now I’m ready. Thank you so much for getting me back home Max.”

“Of course.” I respond handing him my card. “If you need anything.”

He smiles brightly again as the others send him off with a series of waves before I hand him over to the security guard.

One more drop off to go now, but the gate crew have been told to wait a little while. It’s already close to midnight, so I guess they’re going for the 23:59 cutoff?

Confirmed, as the jetway operator tells me pushback has to be at 23:57 or so. This gives me 5 minutes to go over the last minute details for the leg to Asheville. Ocellus however is completely engrossed in a book, but since she and Sandbar are the last two aboard, I give a much more personalized passenger brief, since they’re sitting next to each other.

When I return to the cockpit, the jetway has retracted for the final time, and the boarding door is closed. I keep the cabin lights on their dimmest setting as I communicate with the tug driver and get my IFR clearance via CPDLC.

At precisely 23:57 and 13 seconds, we initiate pushback. I wait for the all clear to start the engines, and with an assist from the tug, I configure the aircraft for takeoff just as the tug crew disconnect, but just as I contact ground, the lights of the terminal we departed from go out, followed by an open message from ground.

“Goodnight to the original terminal. You’ve done us good since opening day. Rest easy, rest well. You deserve it.”

“Ground, Youngster 2, ready to taxi.”

“Young’un 2, Nawlins ground. Information… Tango current. The winds are calm, altimeter’s 29.92. It’s your lucky night! Standby for taxi instructions.”

“Good timing!”

“Young’un 2, I can get you off runway 2, 11, or 29.”

“I understand you have noise abatement for all of them, and I have performance data for all four. If you’d like to assign the one with the lowest impact, please do.”

“I appreciate that. Runway… 29, taxi via S.”

“S to runway 29, Youngster 2.”

“Young’un 2, you can monitor tower, 119.5.”

“Over to tower, Youngster 2.”

“Young’un 2, runway 29, line up and wait.”

“Line up and wait 29, Youngster 2.”

All lights on, awaiting takeoff clearance.

“Young’un 2, runway 29, cleared for takeoff.”

“Cleared for takeoff 29, Youngster 2.”

80 knots.

Rotate.

Positive rate, gear up.

Flaps up.

“Young’un 2, contact departure. G’night!”

“Over to departure, thanks for the help, Young’un 2.” “New Orleans departure, Youngster 2 off Moisant Yards, 2,000 climbing 9,000.”

“Youngster 2, Big Easy departure, good evening. Resume own navigation direct SJI, climb and maintain 15,000.”

“Direct Semmes, 15,000, Youngster 2.”

Low impact landing at 0350 local time, so no reverse thrust on this one. It’s plenty cool outside, so reverse thrust isn’t really going to make a difference. Nevertheless, after bringing her in gently, I park as far from buildings as possible. I then gently wake Sandbar and Ocellus, both fast asleep, even having slept through the landing.

I help Ocellus with her things then check for snooze lounge availability, as Sandbar insists I rest. Hard as it is for me to admit, this flight I think sets a record for longest domestic trip I’ve done. Across all four mainland US time zones, flown through/over 14 different states, and even though I still have Sandbar with me, I admire his choice to see each of his friends off, seeing as how a wrench has been thrown into their plans as well as everyone else’s.

Author's Note

For those of you wondering why I chose the cities I did:

Yona - Yakutat, AK: The IATA (3-letter) code for Yakutat airport is YAK. “YAK best.”

Smolder - Kent (Seattle) - obvious voice actor joke is obvious.

Silverstream - Brownsville/South Padre Island, TX: coin toss (Key West, FL.)

Gallus - Metairie, LA (New Orleans): headcanon that home life in Griffonstone is tough, but the people are tougher. Inspired by the phrase “lâche pas la patate,” literally “do not drop the potato,” often meant to say “never give up” or “stay strong.” To take it a step further, especially in times like these, Gallus’ friends are essentially his new joie de vivre.

Ocellus - Asheville, NC: threw a dart at a map. Also a tribute to family friends (who love to read and learn) who used to live there.

Sandbar - Oxnard, CA: general vibe of chill, laid back, *almost* surfer dude, and the “local” of the group.

PDL 5643

Alright, N543US is going to Ponta Delgada. Wait, N543US is going to Ponta Delgada?!

“Are you sure you want to send 5643 to the Azores?”

“That was almost entirely the PF’s fault. Slammed the nose gear down and over-controlled the derotation. 1.53 G on the mains and then 1.88 G of force absorbed by the nose gear, with the aircraft near max landing weight.”

“I read the report.”

“Plus, she’s also the only ship we have available. She just did a bunch of Hawaii circuits then underwent a check in Minneapolis a few weeks ago.”

“Good, so Dash and I have a good ship on our hands. It’ll be my fault if something gets cocked up.”

“It’ll be fine. I don’t think it’ll be that windy.”

Making no additional effort to argue, the two of us head for the cockpit to see if any crew members are aboard.

A standard crew of 5 flight attendants is what to expect, and to my surprise, we get one. All male.

“Well, this should be fun.” I say after all seven crew members meet at the gate. “Quick curiosity question, were these repat flights voluntary?”

“They were. I wanted to put in some extra time in case I get furloughed.” One responds.

“Same here.” Echo a couple others.

“I was asked after no one else volunteered.” The last couple say.

“I know the industry was desperate before all this, but even now, as flight schedules get slashed by at least half?”

“Problem is most of those that were available wanted to do flights to bigger airports.”

“I see, so I assume places like London, Sydney, Paris, Rome…”

“First ones to go.” The crew chief responds.

“That’s odd, but I guess it makes sense.

“Anyway, whenever you’re ready, we’re due out in about an hour, if you’re wondering why my F/O and I are doing this flight, it’s because I’m the one receiving the 757 come the type’s full retirement. Last I heard, this is this ship’s last flight.”

“New York clearance, Delta 414, IFR to Ponta Delgada.”

“Delta 414, is your CPDLC working?”

“It is, but we couldn’t get an uplink or a connection.”

“Interesting. Okay then, uh… Delta 414 is cleared to Ponta Delgada as filed. Maintain 5,000, expect FL370 after BETTE. New York departure frequency 135.9, squawk 7572.”

“Cleared to Ponta Delgada as filed, 5,000, FL370 after BETTE. New York departure 135.9, squawk 7572, Delta 414.”

“Delta 414, readback correct. Ground .9, the ATIS November.”

“Delta 414.”

FMS programmed, as per the BETTE Six, depart as prescribed, standby for departure runway, expect radar vectors to BETTE. Performance data available for all runways, just waiting on the assignment.

“Kennedy International Airport information November, 0158Z. Wind 190 at 7, visibility 10. Sky clear below 12,000. Temperature 14, dewpoint 5. Altimeter 30.10. ILS runway 22L, ILS runway 22R, visual runway 22L, and visual runway 22R in use. Landing and departing runway 22L and runway 22R. Notices to airmen: Taxiway F closed between runway 4R and 4L. All VFR aircraft contact clearance delivery prior to taxi. Advisory: all aircraft read back all runway hold short instructions. Advise on initial contact you have information November.”

“Kennedy Ground, Delta 414, gate C63, November, ready to push.”

“Delta 414, Kennedy ground, push approved, start engines on A.”

“Push and start onto A, Delta 414.”

“Push and start onto A, please.” I then relay to the tug.

“Nose left or right?”

“Left I guess.”

As we begin pushback, I admire the slowly setting sun by snapping a picture as we get turned around.

“Cleared to start.” The tug calls.

“Initiate engine start sequence.”

“Engine 1 start valve.”

“Open.”

10% N2

15% N2

“20% N2.”

“Initiating fuel flow.”

“Alight!”

“Close start valve.”

Stabilizing.

“Idle speed good. EGT, all values except oil temp in the green.”

“Generator 1?”

“On.”

“Engine 2 start valve.”

“Open.”

10% N2

15% N2

“20% N2.”

“Initiating fuel flow.”

“Alight!”

“Close start valve.”

Stabilizing.

“Idle speed good. EGT, all values except oil temp in the green.”

“Generator 2?”

“On.”

“Control surfaces check.

“Rudder left. Servo, hydraulics check.

“Rudder right. Servo, hydraulics check.

“Elevator.

“Up. Cables, hydraulics check.

“Down. Cables, hydraulics check.

“Ailerons.

“Left. Aileron, spoilers check.

“Right. Aileron, spoilers check.

“Set flaps 15 for takeoff.”

“15.” Dash responds as she pulls up the load sheet to verify the correct setting, before setting the lever.

“Kennedy airport information November…”

“November still current, ground 121.9. Ready?”

“Let’s go.”

“Kennedy ground, Delta 414, November.”

“Delta 414, ground, runway 22R… where you at?”

“414 is at Lima-Alpha.”

“Delta 414, Kennedy ground, runway 22R, left B, hold short of KE.”

“B, short of KE, Delta 414.”

“Delta 414, you’ll be giving way to a couple of high-speed arrivals off of J.”

“Delta 414.”

“Taxi instructions, runway 22R, expect B all the way, hold short of KE.”

“Alaska 1026, Kennedy ground, J A, do you know where you’re entering the ramp this evening?”

“Victor… Victor.”

“Alaska 1026, right A, hold short of… W.”

“Alpha counterclockwise, short of Whiskey, Alaska 1026.”

“Delta 414, no delay, B, hold short taxiway H.”

“B short of H, Delta 414.” Dash grabs quickly waving forward as I push the throttles forward.

“Delta 414, join the line, tower’s 23.9, good night!”

“Lining up, 23.9, 414, good night!”

“Cya!”

“Taxi checklist please.”

“Flaps?”

“15.”

“Trim?”

“Elevator set for takeoff. Rudder and aileron zero.”

“Transponder?”

“7572.”

“Altimeter?”

“30.10.”

“Instrument check.”

“Airspeed, zero.
Attitude indicator, level and erect within 5 minutes of startup.
Altimeter, within 75’ of field elevation at 30.10.
Wing in, trapezoid out.
VSI zero point noted.
Known heading against magnetic compass, no precession.
Instrument check complete.”

“Departure brief?”

“In case of an engine fire, failure, loss of visibility, directional control, as directed by ATC or as deemed necessary. If the problem occurs below V1, power idle, full reverse thrust, spoilers up, rejected takeoff braking straight ahead. At or above V1, it’s an airborne emergency. At our current weight, we have enough runway, well within our accelerate-stop and accelerate-go distance, and we’re dispatched below Max landing weight, so no worries of circling, dumping, or landing overweight. We are guaranteed a positive climb rate through enough of an altitude where we can climb to enough of an altitude and return to land. I’ll fly, you talk. Initial altitude of 5,000, fly the Gateway Climb. Departure brief complete. Questions, comments, concerns?”

“Taxi checklist complete.”

“Thank you.”

“Turkish 12 Heavy, runway 22R, cleared for takeoff.”

“Cleared for takeoff 22R, good night, Turkish 12 Heavy.”

“LOT 27, runway 22R, line up and wait.”

“Line up and wait 22R, LOT 27.”

“Delta 156, cross runway 31R.”

“Cross 31R, Delta 156.”

“FedEx 1292, can you accept runway 22L?”

“Unable, FedEx 1292.”

“Roger, UPS… correction Iberia 6252, cross runway 31R.”

“Cross 31R, Iberia 6252.”

“LOT 27, runway 22R, cleared for takeoff.”

“Cleared for takeoff 22R, LOT 27.”

“El Al 8, runway 22R, line up and wait.”

“22R, line up and wait, El Al 8.”

“Delta 234, cross runway 31R.”

“Cross 31R, Delta 234.”

“Delta 414, hold short of YA.”

“Short of YA, Delta 414.”

“Betcha wish you were in one of those heavies.” I say.

“Nah.”

“Did you have a second choice?”

“Never really gave it much thought.”

“Oh alright then. Tbh I expected you to go for A330, A350, or 777.”

“Do you even know me at all?”

“Only that you hate the 737. I made no presumptions about the sidestick even though that’s what you’re in now. Plus, no way I would’ve expected you to select something as outdated as the A340 or the 757/767.”

“I guess you really don’t know me.”

“Hey, in my defense, you never knew… you didn’t even find out I smoked until Annabelle’s wedding.”

“Are you still?” She asks with a tinge of spite.

“Haven’t in awhile. Not since hospital.”

“Good. Keep it that way.”

“Why do you treat me like a cigarette smoker when I haven’t touched a real cigarette for a very long time?”

“Because e-cigarettes haven’t been shown to be any safer.”

“How many chemicals present in real cigarettes both known and unknown are present in e-cigarettes?”

“Have you done any research?”

“Yes. I have, and you’ll be pleased to know…”

“El Al 8, runway 22R, line up and wait.”

“22R, line up and wait, El Al 8.”

“Delta 414, cross runway 31R.”

“Cross 31R, Delta 414.” “Know what?”

“What?” I ask feigning nonchalance, somewhat trying to return to the task at hand.

“Don’t ‘what’ me. I’m serious. Have you done research into what goes into e-cigarettes?”

“What?”

“Max!” She seethes, clearly holding an urge to either slap or Sock [It To] Me.

“Relax.”

“You tell me to relax when you’re outright rejecting a notion that doesn’t agree with your opinion!”

“You think I reject information that I don’t agree with?”

“It sure sounds like it.”

“Let’s not get bogged down with who’s rejecting what. I’d really rather not set the trail of petrol you’re using to bait me on fire.”

“El Al 8, runway 22R, cleared for takeoff.”

“Cleared for takeoff 22R, El Al 8.”

“Delta 414, tower.”

“414.”

“Two arrivals onto 22R. Could you accept runway 22L?”

“Stand by, we’ll double check our performance calculations.”

“Slopes are basically the same, given our weather and airport elevation of basically sea level, even at MTOW, the takeoff roll at 30°C/86°F is 6,800… for the Rolls Royce. It’s slightly higher for the Pratt & Whitney.”

“Ha! RB211 all day, e’ry day!”

“I’m surprised you agreed to do this then.” I say without skipping a beat. “We can do it, it’s just a question of how comfortable you are with it.”

“You’re Pilot In Command. It’s your decision.”

I respond only by picking up the phone.

“Forward cabin, go ahead.” The crew chief answers.

“All seated and secure for departure?”

“Affirm.”

“Thank you. Flight deck out.”

“Tower, Delta 414, we can accept runway 22L.”

“Delta 414, cross runway 22R, runway 22L, taxi via E. Traffic a 5 mile final for 22R, additional traffic turning on a 12 mile left base… Delta 414, disregard, disregard! Runway 22R, line up and wait. Traffic is inbound to 22L.”

“Line up and wait 22R, Delta 414.”

Turn on the lights: Landing, strobes, pulse. Make them shine bright. Bright as the sun now that we’re on an active runway. Autopilot armed, auto brakes, set to RTO.

“American 1388, J A, ground .9. Break. Delta 606, runway 22L, cleared to land.”

“Cleared to land 22L, Delta… 606.”

“Delta 789, company traffic departing prior to your arrival. Runway 22L, number 2, cleared to land.”

“Cleared to land, Delta 789.”

“Delta 414, new takeoff instructions. Fly runway heading, disregard the gateway climb. Runway 22R, cleared for takeoff.”

“Cleared for takeoff, fly runway heading now, Delta 414.

“Sleeves?”

“Rolled up.”

“Controls.”

“Taken.”

“Let’s Get This Show On The Road!”

Rainbow places her hands on the throttles, with mine on top of hers, and pushing the throttles, she keeps her hand on the throttles while I keep both hands on the yoke as per SOP.

“80 knots?”

“Check. [Gotta] build up steam.”

“V1.” I then call now clutching the yoke in prep for the next call.

“Rotate.” Rainbow calls.

Adding enough back pressure to raise the nose, I set pitch just as I call out,

“V2.”

“Positive rate, gear up.” No usable runway, set climb speed of 15 knots above V2.

“Flaps up.” I call at about 2,500’ AGL, to which Rainbow retracts the flaps.

“Delta 414, contact departure, g’night!”

“Nighty night, Delta 414.” “New York departure, Delta 414 off Kennedy, 2,600 for 5,000, runway heading.”

“Delta 414, New York departure, radar contact. Turn right heading… 340, vectors to BETTE.”

“340, vectors to BETTE, Delta 414.”

“Delta 414, climb and maintain 15,000. Cross BETTE at or above 15,000.”

“BETTE at or above 15, Delta 414.”

“New York Center, Delta 414 is level at FL390.”

“Delta 414, New York center, roger.”

“Max, it’s been how long since we’ve known each other? We’ve gone on vacation together, you’ve hosted the Blue Angels, flown Crystal Prep, crossed portals into another world, and even hosted otherworldly life. Every single time we’ve hung out, you’ve had a cigarette in your possession. And, if I remember correctly, you said that at least two of the others were willing to end their friendship with you because of it. Why is it so difficult for you to give it up when you repeatedly claim you aren’t addicted?”

“Why are you making a big deal out of this? I already said I haven’t touched one since the accident.”

“I don’t believe you. I think you did.”

“You know, I can only imagine how much more peeved you’d be if I smoked real cigarettes. Actually I can, because you wouldn’t be talking to me.”

“That’s how serious I am. I’ve made it clear… we’ve all made it clear how we feel about you being a smoker. And you know what? I would probably even go out with you were it not for that.”

“Go out with me, huh?”

“Did I say that out loud?”

“I don’t know. Only way to find out is if we pull the CVR tape.”

“Uh, never mind then.”

“You wouldn’t want to go out with me.” I say suppressing a smirk.

To my surprise, Dash doesn’t have some witty remark or even a comeback.

“Don’t tell me you’ve got a…” I then continue.

“No! No way! I’m Rainbow Dash. I don’t catch feelings.”

“Obviously. You catch flights instead, so it seems.”

“Very funny, wiseass.” She says before yawning.

“You can sleep if you want. I won’t really need you until we begin the descent.”

“Are we overnighting at our destination?”

“We shouldn’t need to. We will be there for awhile though.”

“The flight leaves mid-morning though. I hope we’ll at least have a place to wash up.”

“I know you’re tired, but can you check and see if all the flight attendants have gone to sleep?”

“On it.” She says, but not before her stomach growls, quite loudly. Like, enough for the CVR to be able to pick up.

“Do we have food onboard?” She asks.

“I don’t know. No mention of it on the load sheet, and I’m pretty sure this service is modified.”

Despite being hampered by sleepiness, her spirits drop like… like… like she just lost on penalty kicks.

“You didn’t pack any food?”

“I was gonna gamble on something being open in Portugal.”

“Are we in Portugal?” She snaps back, clearly unamused.

“Can you hold for… about 4 hours?”

“No! I need food and I need it now!”

“Check the galley cart.”

I peer my head back to find the flight attendants all asleep in their berths. I won’t see the manifest until we land in Ponta Delgada, so if it’s me, I don’t have a problem with anyone napping in the first class seats. And, you know, late as it is into the game – about a month since the pandemic started, the risk is relatively low, at least from what I can tell, but I do have a mask handy. Granted, it’s entirely for aesthetics, and if I’m honest is horrible for social interaction (I’m always repeating myself when I wear it).

Even so, I get the odd idea that wearing that mask in the terminal may attract some unsavory attention. It’s certainly not what most would consider distasteful, but it is loud, it is bold, and it is brash. And it’s sound reactive. Maybe I will wear it for the sake of “it’s the aircraft’s last flight. What’re they gonna do, fire me?”

“Delta 414, contact Santa Maria center now, 132.15.”

“132.15, Delta 414, thanks for the help.”

“No problem, good night.”

“Santa Maria Center, boa tarde, Delta 414, a Boeing 757, level at FL390, time now 0335Z, present position 41 degrees North, 40 degrees west. Next report KOKER, expected 0404Z.”

“Delta 414, Santa Maria center, boa tarde, present position noted. We have extended our ADS-B coverage, you can expect radar coverage within 30 miles of KOKER.”

“Delta 414.”

At 0340, I let out my first real, proper yawn. Considering my acclimation, that places me at… 23/11P[M]. I’m a night owl, so I shouldn’t start to feel sleepy until right after we land.

“Delta 414,” Santa Maria calls a few minutes later, “possible radar return near point 40 degrees 34 minutes north, 36 degrees 26 minutes west.”

“Position checks, Delta 414.”

“Delta 414, Nice To Meet Ya.”

“Delta 414, the night’s a beautiful one. Absolutely nothing to complain about.”

“Delta 414, roger.”

Now that I’m visible on radar, I actually check the cabin and find two flight attendants along with my first officer asleep in the first class cabin. I then check for the others and find them reclined across the back rows. Hoping they don’t get woken up too severely, I reach for the cabin lights switch but decide against it, since we have about an hour before we descend.

“Delta 414, the winds at João Paulo currently 040 at 10. Descend and maintain FL310, descend via the SOMUL 1N arrival. Expect the ILS 30.”

“We’ll get the full weather, descend FL310, thence via the SOMUL 1N, ILS 30 approach, Delta 414.”

Altitude, descent rate set. Let’s brief the arrival before I wake up the others.

“Okay, SOMUL 1N arrival into Ponta Delgada’s João Paulo II airport. RNAV–1 procedure, GNSS required. From SOMUL, course 114° to SM704, then course 133° to SM702, then course 119° to SM700, crossing restrictions here at or above 4,500 at or below 250 knots. From SM700, expect radar vectors or as instructed by ATC. In the absence of speed restrictions prior to the final arrival fix, I’ll fly my personal airspeed procedures. Descend via Mach number until intercepting 280 knots. Below FL240, speed 265. Between FL180 and transition altitude, which here, is… 6,000’, hold 250, coincident with SM700.

Considering our current position and descent calculations, to hold our optimum descent rate of 1900-2000 fpm, we don’t have to begin our descent from FL310 until about 26 miles from SOMUL.

Intercepting 280 knots, switch from Mach to airspeed. 15 miles to top of descent. Now’s as good a time as any to get the rest of the crew awake.

Cabin lights on medium, pick up the phone, set to intercom,

“Ladies and gentlemen, we will soon begin our descent into Ponta Delgada. At this time, please return to your seats, fasten your seatbelts, ensure all chair backs and tray tables are in the full upright and locked position. Please also at this time lower all aisle armrests, open all windows, and stow all cabin baggage and loose articles for landing. It’s a windy one today, which is not atypical of the Azores. Thank you.”

Immediately, the steward crew chief along with RD spring into action. Well, maybe not exactly spring, but definitely ready to return to duty.

As the rest of the flight attendants return to their jumpseats, Dash slowly returns, and on the way steals some Biscoff cookies from the cart.

5 miles to top of descent, so I ask for a can of water or two before returning to the cockpit and prepping for the descent.

At the top of descent, I check that the autopilot is slave to the FMS so I don’t have to adjust anything by hand. Of course, I could’ve been doing it this way the whole flight, but I much prefer to hand fly from time to time, or at least, for lack of a better term, control the inputs (to the autopilot).

As we begin the descent, Dash checks the pressurization system and asks for the charts so she can review the approach with me.

Below FL240, speed 265.

“We’re shooting the RNAV GPS runway 30. I haven’t briefed it yet, but if you want to while I double check some numbers and checklists.”

“Okay then.” She responds in a bit of a fog. “Why do you need to check the performance?”

“Winds last reported 040 at 12, I just want to make sure we’re… Yep. Okay. If we land 30, we’ll have 2 knots of tailwind, or headwind if we land on 12. Either way, it’s like a… 12 knot crosswind component. Pretty much direct.”

“Noice!”

Below FL180, speed 250.

“Okay, ILS… standby, into Ponta Delgada…”

“Delta 414, the winds now 050 at 9.”

“Delta 414, thank you. Did you want us on the ILS Y or ILS Z?”

“Delta 414, did I tell you ILS 30? That was supposed to be for another aircraft. You can expect the RNAV Z RWY 12.”

“We were descending FL310 when you said you wanted us on the ILS.”

“Sorry about that. My mistake.”

“Well, I forgot to ask Y or Z. RNAV Z RWY 12, Delta 414.”

“Azores 121, speed 190 or less.

“Azores 280, maintain 200 knots or greater.”

Disregard 30. Let me quickly brief the RNAV for 12.

“RNAV GNSS Z RWY 12 into Ponta Delgada. Primary navaid GPS, free of anomalies and not affected by outages. Approach course inbound 112. There are 2,443 m of runway, can you convert that to feet?”

“It’s… 8,015’.”

“Thank you, 8,015’ of runway available, airport and touchdown zone elevation both 259’. I’m not sure which fix we’ll get, but I imagine we’ll go from TUSEX. Remain at or above 4,500’ until TUSEX. From TUSEX, descend and maintain 2,200’ to SM454. Final approach fix SM455 at 2,200. From SM455, descend and maintain LNAV minima of 880’ and 620 m of visibility. Missed approach point SM456. If the environment is not in sight, go missed. If the lights but not the environment are in sight, we can descend to 1,200’. This approach is LNAV only, and there is a visual portion of the approach. Missed approach procedure: climbing right turn to 4,500 direct PETUD and hold. Approach brief complete.”

“Let me get the checklist here. Descent checklist.

“ATIS, build it, bug it, brief it?”

“That’s fine.”

“ATIS?”

“I’ll get it.”

“Approach?”

“We’ve been changed from ILS 30 to RNAV GNSS 12. I just briefed that, so that should take care of the last step. I also briefed the SOMUL 1N arrival, which is what we’re on right now.”

“Did you build it?”

“No. Can you do that?”

“That’s fine. Bug it?”

“Approach course inbound is 112°. That’s quite an offset from the runway course of 120°. I got it.”

“Thanks. Brief it.”

“Already briefed arrival and approach. If you want to brief it, go ahead.”

“I trust you, I’ll take a look at it.”

“Rest of the checklist?”

“Uh, autobrake?”

“At our current weight, we’ll set it to 3. Ponta Delgada’s kind of a short runway.”

“Shouldn’t we use setting 2?”

“I suppose we can. We’re basically empty. It’s pretty windy though, so we should leave it on setting 3 in case we need to arrest any ballooning.”

“Alrighty. Um, anything in the notes?”

“I think I gave those to you.”

“Uh…yeah you did. Go ahead and take a look at them.”

“Okay.

“Looks like they want us at W5. They don’t have jetways to my knowledge. Everything is done by air stair.”

“Noice!”

“Other than that, no restrictions. The runway is sort of one-way. We’ll have to back-taxi.”

“Got it. Only your side has steering though.”

“True. Oh well. Um, runway condition will probably be 4 or 5, they did get some overnight dew/drizzle. I’ll get the ATIS and see what they say too. Can you check the pressurization system? Check ΔP and the landing elevation 259 or 260.”

“ΔP within limits and landing elevation set at 260.”

“Thank you.”

“Airspeed?”

“250 now in prep for crossing SM700.”

“Just get the ATIS.”

“I can.”

“João Paulo II Ponta Delgada airport ATIS information Charlie. 0557Z. Wind 040 at 10, winds variable from 360 to 060, visibility 10. Sky condition few clouds at 600, scattered 1,000, ceiling broken 4,000. Temperature 20, dewpoint 19, QNH 1019. Visual runway 12 in use. Landing and departing runway 12. All VFR aircraft contact clearance delivery prior to taxi. Advisory: all aircraft read back all runway hold short instructions. Advise on initial contact you have information Charlie.”

“Approach, Delta 414 has Ponta Delgada information C.”

“Delta 414, roger. Proceed direct TUSEX, cleared RNAV Z RWY 12 approach. Maintain 180 knots until established. Contact Ponta Delgada tower on 118.3.”

“Direct TUSEX, cleared RNAV Z 12 approach, 180 until established, tower on 118.3, obrigado pela ajuda, Delta 414.” “Ponta Delgada tower, Delta 414, C, RNAV 12.”

“Delta 414, Ponta Delgada tower. The winds now 040 at 12. Continue.”

“Continue inbound, Delta 414.”

“Okay, below 240, flaps 1… below 220, flaps 5 please.”

“5.”

Continuing to slow to 180, “below 210, flaps 15.”

“15.”

“QNH 1019. Can you convert that to inches?”

“Standby, it’s… 30.09.”

“30.09 at our transition altitude of… FL060. Thank you. Speed 180 until established. Uh, last items on the checklist. Vref at our current weight, it’s a bit fast, but 130. I think we can bleed off a little bit at like 200’ so we can shoot for a threshold crossing height (TCH) airspeed of about 125.”

“130, 125 at the threshold. Got it. And with that, I think… descent checklist complete.”

“Approach checklist please.”

“It’s “before landing.”

“I’ve heard them both. Before landing checklist.”

“Landing gear?”

“Down once we pass the final approach fix.”

“Flaps?”

“20 please. 25 and 30 on my mark.”

“Wilco.”

“Speed brakes?”

“Armed.”

“Autobrakes.”

“Set to 3.”

“Before landing checklist complete.”

“Thank you, 25 flaps.”

“On it.”

“1 mile from final approach fix. I can see the runway lights.”

“Thank you. Gear and flaps 30 on my mark.”

“Your call.”

“Final approach fix. Gear down please.”

“You got it.”

“1,500’ AGL, flaps 30.”

“30. Flaps full.”

“Thank you.”

“1,000.’”

“I’ve got the runway lights, can you call the environment?”

“In sight. Continue.”

“Delta 414, runway 12, cleared to land.”

“Cleared to land 12, Delta 414.”

“My controls.” I call.

“Your controls.” She responds.

“My controls. Autopilot disengage. Target airspeed is 130. If we have to go around, our airspeed will be 200. At 200’, bug airspeed at 200 please.”

“Got it.”

It’s a windy one here in the Azores. It’s not atypical for an approach to be this gusty, and in fact I know at least one or two European carriers require an internal endorsement to act as PIC for flight into any of the Portuguese archipelagos, especially Funchal, Madeira. I’m actually surprised we don’t have to hold, though it didn’t seem like we were assigned a speed, even by the SOPs, by which we would be unable to attempt a landing. Most company SOPs prohibit approach attempts with any wind reporting 50 knots or greater.

The final report from the last time this aircraft came here showed that the PF was the F/O, and used non-excessive inputs in both pitch and power, though the inputs to me seemed rather over-reactive between the approach and landing phase. The initial touchdown was fine, a bit firm, but within parameters – at 1.53 G, but for some reason, as the nose came down, the derotation was arrested but the nose was then almost immediately pushed down, basically slamming it down with a recorded impact force of 1.88 G.

500.

“200.”

“Airspeed 200 please. Once the mains touch, I’ll need you on the yoke with me to help get the nose down.”

“You got it.”

Suddenly, a big gust picks up the left wing.

“Whoa!” I grunt, exhaling aggressively as I apply the correction.

“Airspeed 138.” Dash calls.

My only response is to bring the throttles back as the GPWS calls “100.”

“Flaps 30, spoilers armed, brakes 3. Centerline check complete.”

“50.” Across the threshold.

“40.” Right rudder to straighten the nose. Left aileron to control the drift.

“30.” A bit of float.

Touchdown! Spoilers up, brakes on, 2 in reverse.

“Gently, gently.” I say as we both settle the nose gear. “Help with the rudder please.”

Rainbow then steps onto the right rudder so I’m not standing on it. As soon as I hear and feel the unmistakable semi-hollow thump of tyre contact beneath us, I slowly increase back pressure to help maximize braking.

“Noice!!”

“Delta 414, turn around at the end of the runway, what’s your parking?”

“W5. West Apron, spot 5.”

“Roger. Taxi spot West 5 via E.”

“W5 via E, Delta 414.”

“After landing checklist?”

“Spoilers?”

“Down.”

“Flaps?”

“Up please.”

“Got it. Lights?”

“Defer until clear of the runway.”

“Transponder?”

“1200. We’ll change that when we clear the runway.”

“I can do it right now.”

“Thank you. You have the diagram? Which taxiway is E?”

“The high-speed.”

“Thank you.”

“After landing checklist complete except the lights.”

“Alrighty.”

“Clear of the runway, strobes, landing, pulse lights off. APU?”

“Delta 414, question.” Dash calls.

“Delta 414.”

“Do you have ground power?”

“We do, but we need to go grab it. Take your time parking.”

“No problem, thanks, 414.”

“Thanks for doing this. I know how much you prefer the Rolls-Royce to the Pratt & Whitney.”

“Dude, you’re getting me type rated. I’d be offended if you didn’t ask me.”

Reality is Often Disappointing

“Delta 8799, Key West tower, runway 27, cleared for takeoff. We’re gonna miss the 737 down here.”

“Cleared for takeoff 27, Delta 8799, so will we.”

“Speedbird 400, runway 27R, cleared for takeoff.”

“27R, cleared for takeoff, Speedbird 400.”

“Speedbird 747, sorry about the nasty weather. Would you rather just depart runway 27R?”

“Let’s do that, Speedbird 747.”

“Speedbird 747, roger. Exit runway 27L where able. Runway 27R, taxi via A A3.”

“Vacating at… N3. A A3, runway 27R, Speedbird 747.”

“Speedbird 400, contact departure. Your colleague’s going to be sitting for a bit. The weather in Kemble is as miserable as the flying public.”

“What a way to say goodbye, Speedbird 400.”

“Fitting,” Speedbird 747 adds.

“Speedbird 747, runway 27R, line up and wait. Sorry the simultaneous departure didn’t work out.”

“Line up and wait 27R, Speedbird 747.”

“Speedbird 747, there’s an open spot of marginal weather now. Best we send you while it lasts. Runway 27R, cleared for takeoff. Make left closed traffic.”

“27R, cleared for takeoff, Speedbird 747. All hail the Queen of the skies.”

“Los Angeles tower, Delta 87-87, visual 24L.”

“LA Tower, Delta 88-07, visual 25R.”

“Delta 87-87, Los Angeles tower, traffic a company Triple Seven inbound on the parallel. Report them in sight.”

“We’ve got ‘em, 87-87.”

“Delta 87-87, roger, maintain visual separation from that traffic, runway 24L, cleared to land.”

“Cleared to land 24L, Delta 87-87.”

“Delta 88-07, Los Angeles tower, traffic a company Triple Seven inbound on the parallel. Report them in sight.”

“We see ‘em, 88-07.”

“Roger, Delta 88-07, maintain visual separation from that traffic, runway 25R, cleared to land.”

“25R, cleared to land, Delta 88-07.”

Any passengers onboard either of those flights will lose sight of the other as they descend below the terminal roof heights. I however, with my trusty eyes in the sky – in partnership with one of my helicopter-rated friends, have special permission to capture the final operations of the Delta 777.

8787 is coming in from Atlanta, operated by an ER, and 8807, technically the final one, left Kennedy before 8787 left Atlanta.

8787 was supposed to fly yesterday, but funnily enough, and rather ironically, a maintenance issue delayed the flight by a day.

In a rather poetic way, by my request, and to my surprise approved, the ER operating 8787 is N864DA. Since her new forever home is a part of my fleet, she in prep for her new life, has been returned to a livery that I think serves as one of the best ways to pay homage to the aircraft that has done so much for Atlanta’s hometown airline, by acknowledging one of Delta’s OG hubs. Her “sister ship”, N6701, is currently in the paint shop awaiting a similar fate. (Don’t worry, she’ll keep her winglets.)

The LR on 8807 is N701DN. Fittingly, Delta’s 1st LR, and appropriately named “The Delta Spirit.” She’s the first of two airplanes dedicated to the airline’s employees, along with N391DN, who is dedicated to both employees and customers.

(And then there was one.)

“Delta 87-87, exit at AA, AA E K to gate 152, contact ground passing E12.”

“AA E K, gate 152, over to ground past E12, Delta 87-87.”

“Delta 88-07, L hold short of C, stay with me. Your gate number’s 154.”

“L short of C, gate 154, Delta 88-07.”

“Nice. They’re offloading at TBIT. And at A380 gates too.”

*text*

“Hello, dear. I know you have your duties and responsibilities, but can we talk whenever you’re free? I’ve been following your little project from here, and I can’t begin to say how proud I am of you. I really wish we could be together, but I have the Lumas, and you have your obligations.

“I miss you. The Lumas miss you.”

If we both had iPhones, I could much more easily convey my reaction. I’ll just settle for the accompanying text.

“*Cap* loved a message.”

“Los Angeles ground, Delta 7-7-7 is a flight of 2, T-BIT, information Dixie, requesting a simultaneous parallel takeoff.”

“Delta Triple Seven flight, Los Angeles ground, on request. Only runways 25 are available, stand by. Can I get your individual callsigns, please?”

“Delta 7-7-2.”

“And Delta 7-7-Lima.”

“Thank you. Which one of you needs the longer roll?”

“77L.”

“Roger. Delta 77L, runway 25R, taxi via K B B1. Delta 772, runway 25L, taxi via K B F.”

“K B B1 to 25R, Delta 77L.”

“K B F, runway 25L, Delta 772.”

“TV 5, Los Angeles tower.”

“TV 5.” The pilot responds.

“Remain south of the airfield during the takeoff roll, panning shot approved. Maintain visual separation at all times.”

“Approved as requested, south of the field at all times with visual separation, TV 5.”

“Telly 1, Los Angeles tower.”

“Telly 1, go ahead.”

“Same to you, except remain north of the tower or Theme Building during the takeoff roll. Panning shot approved, maintain visual separation at all times.”

“North of the center complex, approved as requested with visual separation, Telly 1.”

“Delta Triple Seven, monitor tower now, 120.95, sad to see you go.”

“Indeed it is, but we’ll see you soon, Delta 777.”

With that, we can switch our monitor frequency back to SoCal departure, but we shan’t lest we spoil the audio. We are recording the ATC conversation after all.

“Delta… 772, Los Angeles tower, cross runway 25R, hold short runway 25L.”

“Cross 25R, short of 25L, Delta 772.”

“Delta Triple Seven, there is a small break in the sequence coming up, we’re gonna try and get you off in that time. Can you be ready go with no delay in about 10 minutes?”

“We’re ready now, 772.”

“Same for 77L.”

“Delta Triple Seven Heavy, roger.”

2 arrivals and 3 departures ahead, including twin A321neo arrivals from Dallas and Salt Lake, the time has come.

“Delta 772, runway 25L, line up and wait.”

“Line up and wait 25L, Delta 772.”

“Delta 77L, runway 25R, line up and wait.”

“25R, line up and wait, Delta 77L.”

“Delta 7-7-7 Heavy, for the very last time, runways 25, cleared for takeoff. Maintain visual separation at all times.”

“Cleared for takeoff 25L, for the last time, Delta 772.”

“Delta 77L, 25R… a sad goodbye to a fleet that helped put Delta on the international/long haul map. This is certainly not the way we wanted to send her off. We’ll definitely miss her in Atlanta, Salt Lake, and all across Delta’s network. Cleared for takeoff.”

Author's Note

Other notable losses in major airline fleets around the world:

American Airlines:
A330-200
A330-300
Embraer E190
Boeing 757
Boeing 767

Air France:
Airbus A380
Airbus A340-300

Qantas:
Boeing 747-400/747-400ER

Virgin Atlantic:
Boeing 747-400
Airbus A340-600 – Launch customer

KLM Royal Dutch Airlines:
Boeing 747-400

Iberia:
Airbus A340-600

https://www.fimfiction.net/story/469878/friends-for-life#comment/10337177

DL8777 (originally DL8787) – N703DN – ATL–LAX – October 30, 2020

DL8777 (originally DL8807) – N701DN – JFK–LAX – October 31, 2020

March 23, 1999–October 31, 2020

Rally The Troops, Let’s Roll

“Good morning to all of you. Thank you so much for attending this conference. I would like to acknowledge the representatives of Delta Air Lines for reaching out on my behalf to help make this meeting and its purpose possible. Before we begin, I would like to preface this meeting by saying that all of the official charter requests are on my behalf, with the assistance from the federal government that is to my knowledge distributed at their discretion. I will be in charge of the rest of the bill that will not be covered.”

A Southwest representative then raises their hand.

“Yes, ma’am?”

“Some of us here Southwest have been following the development of this effort closely. We ourselves have a program of our own we would like to present as part of the greater effort.”

“Of course. We’ll go ahead and save your presentation until the end, just so we can then collaborate on that program. Just please remind me if I forget.”

“Will do. Thank you.”

“Now, our first order of business is determining who to send where. I’m sure each of your organizations will want to send your repatriation flights to cities already in your route network, and I would absolutely agree. However, one of the major issues that we immediately run into are airports that are slot restricted. Given enough of the unfortunate decline in air travel even predating the pandemic, I’m hoping that we can take advantage of what may become unused slots. That’s where each of you come in. I don’t know if it’s possible, but I hope it is. If able, please contact your alliance partners and see if you can purchase rights to slots for these flights. I can certainly try to cover anything you might be charged.”

“There are various airports around the world none of us serve where American citizens I’m sure are or will be stranded. What will happen then?”

“If the opportunity to obtain their charts exists, I’m sure we can use them. That would also be important for those of you in airline alliances. I know and I’m sure that procuring such charts may be expensive for some, so if you can’t plead repatriation, then I personally am prepared to assist. Distributing $5 million amongst 10 mainline carriers? Hardly enough if at all. And, Congress has been fighting to keep these repat flights out of military bases, despite efforts from our own military officers that it’s for the better.”

“If I may,” a different rep for Southwest speaks up, “it’s completely fair, since they won’t have customs facilities and you’d risk transmission through service members. They already give the country’s greatest sacrifice. Why would you want to add to that list?”

“My counter argument is probably one that you may reject: if those people have to quarantine, then at the least a military base can make the space to do so. National Guard posts at various international airports for example.”

“I wholeheartedly disagree since you’ll be endangering what will become a pool of future veterans, but I don’t want to play politics.”

“Sir, I understand your trepidation, especially if you are a veteran yourself.

(“because let’s face it, you don’t really hire anyone else,”) I reserve for myself.

“However, it has been my experience that most service members have been willing to accommodate those that need to quarantine.”

“Very well. It’s clear that you show blatant disregard for the safety of – and outright hatred, of our veterans, our own military men and women. These are the people who give up everything to fight for YOUR rights. We will be directing all our efforts to continuing our expansion. America deserves better than this.”

The other representative, very much hung out to dry, is visibly and audibly at a loss. None of us dare break the silence. Even me, who should be leading this meeting, is in a bit of shock since a company who would be expected to spearhead a campaign like this (and it seems they did) just had one very impassioned vote to back out.

“I’m really sorry about that.” She finally says. “If it’s not a problem, there are some of us that would like to continue to follow this mission.”

“I would not have a problem with you staying. Does anyone else?”

No one objects to her leaving nor her staying, so she can stay.

“How can we obtain clearance to operate into active military bases?” A representative from United then asks, equal parts keen on and uncomfortably breaking the silence.

“As this situation is still developing,” I respond, “information will be available to disseminate as soon as it becomes available. In a few moments, Ms. Rainbow Dash will be joining me to assist in some of the logistics behind our efforts, as she is the one who is linking us on the civilian side to the armed forces. I hope she can answer any questions I cannot.

“I do have a tentative list of airports. Under the current plan, each of the flights coming in from international destinations will land at what we term as “approved Airports of Entry.” From there, they can catch connections to other so-called “secondary airports” and can be picked up there. Once again, the military presence at both AOE and the secondary airports is necessary to help mitigate potential cases and confirm no additional transmission, should a need to quarantine arise.”

A few seconds later, Rainbow walks into the room, to which I then address all the participants with,

“Here comes Rainbow Dash, our military liaison for getting our citizens home. I’ll leave the rest of your available time to her, as she will be able to give you more complete information.”

As Rainbow takes over the conversation, I exit the room so I can have some water. Even though I have backing, I’m still extremely nervouscited. We’re about to embark on what may be one of Rainbow’s greatest displays of loyalty and one of my biggest callings to action since… well, ever really.

Despite considerable opposition from Congress and some of the airlines themselves, the resultant shortlist of approved AOE is as follows:

Palmdale (Los Angeles/San Diego – SoCal)
Homestead ARB (Miami)
Navy Key West (Miami)
Chicopee (Boston)
Richmond (DC/Greater Virginia)
McChord (Seattle)
Portland, OR
Jacksonville, FL
Minneapolis
Navy Fort Worth (Dallas)
Stockton (San Francisco/San Jose/Oakland/Sacramento – NorCal)
Bangor (New England)
Selfridge (Detroit)
Elmendorf (Anchorage)
Eielson (Fairbanks)

Under the current plan, repat flights land at AOE, where passengers go through customs and are tested. With results available relatively quickly, if they test positive, then obviously they quarantine at the AOE. If they test negative, then they can be transferred to a secondary airport where they’re tested again, this time for a test that’s more for “sensitivity.” If positive, quarantine at secondary.

Obviously, there is still risk for transmission during these efforts, but as it stands, it’s damn near impossible to formulate a completely watertight process. With that in mind, to help mitigate the risk, I implored airlines to find deep cleaning methods to sanitize the cabins. JetBlue, due to the structure of their route network, have decided to frontline the cleaning process, feeling in that regard to be pulling their fair share.

As for other airlines, I encouraged making use of fleet types that were in consideration for retirement. Since no one else proposed it at the meeting, and because Delta were shuffling their own fleet around, the idea was met rather well.

Every major US airline is participating, except Hawaiian, who were restricted by the state government as being deemed “too much of a risk to potentially bring the virus to the Hawaiian Islands.”

Three airlines have fully owned regional airline subsidiaries: Horizon Air under Alaska, Endeavor Air under Delta; and Piedmont, PSA, and Envoy (the OG American Eagle) all under American. A fourth regional airline, CommutAir, is 40% owned by United. Some of those fleets will be utilized on thinner routes or to airports that can only service regional jets.

Things are looking up, and fortunately for me, I have a lot of airplanes that are able to and should be utilized, so if an airline decides not to sacrifice any of their fleet, I should be able to “sublease” my own ships to fill in any gaps. I did say this was one of my biggest callings. Let’s see where the fates take us.

At $6.70/gallon, that $5 Million won’t even cover half of one airline’s expenditure on these missions. Instead, my fuel reserves are going pseudo pro Bono, letting the government cut go towards things like slot rights purchases, airport fees, and let’s be honest, overtime for the service members for those that will have to quarantine.

Here’s what I have planned for the airlines: virtually every airport with a military presence such as an ANG or ARNG station will potentially (and likely, depending on the region) be receiving flights as a secondary airport. Depending on what part of the country, the goal is to make sure that no one picking up (unless by choice) has to drive more than 3 hours. Certain places however just have to go more than three hours from home, simply because the military connection is a full military base, which for security reasons, cannot be serviced, at least for now.

United has sent two 777-300ER and three 787-10 for parking in Victorville. I tow them to their spots and help mothball them before a company A319 shuttles them out so they can get transferred to their next assignments. The next heads up from them will be the readying of their pandemic fleet, of which they’ll want to set up here.

American’s A330-300s are coming out of retirement to do London shuttles, since they’re the highest capacity model they’re volunteering. I quickly get each of the tanks topped off ahead of their dispatch orders.

Shortly after United raise the gear, in come Delta, with quite a few of their 777-200LR.

“Howdy Max!” The Chief Pilot calls, accompanied by all his accomplices.

The 777-200LR are going to serve the Pacific Theater, as we’re coming to call it, since someone at Andrews coined Atlantic Theatre in response to this virus being called “biological warfare.” These are of some of the farthest destinations from the US, so one of the longest range aircraft in the world ought to serve the corridor.

It’s taken this long, but the first country to bar international flights is one that I’ve been expecting, Turkey. Though no US airline serves Turkey, United is the carrier of choice, as one of their Star Alliance partners is Turkish Airlines. As United hasn’t sent any aircraft to me for fuel, I imagine they may come for it later.

I’m part of a group chat that announces and occasionally updates status for repatriation flights across the board. UA’s dispatch orders to Turkey are the kickoffs to operation March Madness, an apt name by this point, as we’re nearing April.

Next morning, a couple of hire vans show up with pilots for the 757/767. There is one extra special set of 757’s for dispatch, to be operated by United’s pilots, Allegiant’s (from when they dappled in Hawaii). They will head to Detroit to pick up medical equipment in exchange for repatriating US citizens. And before you get all riled up about how “we’re giving away American resources to foreigners,” I’m not going to bother wasting my time.

These guys are going to Paris and Rome. Poor Italy has had a bit of trouble handling a massive influx of patients, putting their healthcare system into a negative turnover, which is to say more hospitalizations than patient release. Spain has been having a similar problem as well as some regions of France. Hospitals have had to turn away patients or transfer patients to prioritize those inflected with what preliminary research has deemed SMEARS or SAMERS. Severe Middle Eastern Acute – or Severe Acute Middle Eastern – Respiratory Syndrome. By the looks and sounds of things, it sounds like a gross, disgusting hybrid of the original SARS and MERS viruses. Guess it did spread at the Qatar World Cup.

Now, just because I didn’t go to medical school does not mean I’m completely illiterate in that respect. I’ve done my own research, and with some knowledge of previous SARS and MERS outbreaks, it’s pretty clear to me that with all due respect, irrespective of what current disseminated information is available, the conclusion I can draw is this:

“Coronaviruses as a whole have been *grossly* (both wholly and disgustingly) understudied.”

While it’s easy to say that virology is a field that gets a lot less attention than it deserves, based on how I’ve seen general public reaction, action (or lack thereof) taken by leaders and authority figures, and my own research, it’s pretty clear cut and glaringly obvious that virologists are overworked and under-appreciated; and that what’s transpired is sort of the result of humanity’s own shortcomings in research on Coronaviruses.*

Soon after the last Allegiant 757 leaves for Detroit, I check to see if anyone has filed flight plans for either March or Victorville. I encouraged flying into the latter to keep a low profile, and because of traffic into and out of the Los Angeles corridors. Obviously I’d want to keep traffic out of March because it’s my current home, and me moving in is still a work in progress, but also consider that Victorville has the second longest runway in the United States, and if aircraft need to be stored, I have a lot of space here.

Next on the list is Delta. The country? Russia. Aeroflot, SkyTeam. ‘Nuff said. A330s on this route. Capacity and range, but mostly capacity. In Moscow at least. The US has three diplomatic missions here: Moscow, Yekaterinburg, and Vladivostok. In the case of Vladivostok, the flight is technically classed as Pacific Theater, being closer to Japan and Korea than their own capital.

Inbound from Seattle, fresh from mainstream trips to Japan, three A330-300’s touch down at Victorville.

Each of the pilots and flight attendants on this trip came to the field in casual clothes, as an agreement where I could lend them facilities to help them out of course. So, as all of the crew members freshen up for what’s surely to be a long few days ahead, I get each airplane filled up.

Just as the Russia crews emerge, American sends three of their A330-200 for parking, and so they can do flight tests on the A330-300 ahead of their dispatch orders. Following is a Delta A321 with a bunch of their 777 pilots in tow, and are due out for some of the farthest destinations from home: Indonesia, Singapore, and Malaysia. I know it seems pointless to fuel up here, but it’s free fuel (sort of), and I’m sure they don’t want to use their shiny, brand new A330-900neo or A350-900.

For probably the first time in its memorable history, Victorville is (technically) seeing commercial ops, and I haven’t even booted up the tower; though that’s only because Torque Wrench and I are the only ones who are trained in line operations, and she certainly can’t do it all herself.

When the Russian crews board their jets, I tow them clear for jet blast purposes before they start up. Fortunately for us, the first one out is the ship dispatched to Vladivostok, so once we get all of the Delta ships lined up, as American does work on their own A330-300s, I watch them and monitor the CTAF through a handheld as they taxi to runway 17.

“Curiosity question for any of you. Were you able to contact Joshua [Departure] from here?”

“Affirm, void in 15 minutes.” One replies.

“Perfect! Great flight guys, see you soon.”

“Oh, we’ll definitely be back!” A different pilot replies.

Suddenly, a flood of texts to the repat group chat pop up.

“We need to station aircraft for flights to places we can’t reach from SoCal. Even empty.”

“I’ll be in Illinois next week. We’ve got the Indonesian rescues here now, and the Russia guys just departed. Are there any more places that can depart from SoCal that have approval? I don’t want to head for Peotone until there’s at least a few day’s break between stationings” (sic).

“We’ve sent a few 737’s down to some of the Antilles.” The Chief Pilot for American replies, “and I’ve been told that a bunch of our guys will be heading down to Cali soon for the Australia flights.”

“Have they been approved already?”

“Still waiting on slot clearances. We have full approval for Canberra, but we want to wait until at least Sydney is approved.”

“When are all your guys going to show? That will determine how quickly I’ll get myself to Illinois.”

“We can get them to you as early as tomorrow.”

“Likewise.” The Chief Pilot of United adds. “New Zealand has approved Christchurch and Wellington, but Auckland is still pending on slots.”

“No problem at all, if you can get them down here ASAP.”

In prep for repatriation flights from Central and South America, I prep some of Delta’s 757s already retired, including a handful which, like the Allegiant jets, were rescued from storage. Some of them don’t even have winglets. These airplanes still have the range to go about as far south as Buenos Aires, but have to return to Homestead or Navy Key West.

Nevertheless, these are the last planned dispatch orders from California before I fire up EI-DSW and head for SMG. A couple hours after landing, Torque Wrench and I are getting the fuel trucks ready just as ships inbound to here broadcast their positions.

Delta’s 777-200LR that aren’t on the Pacific Theater are serving on the Atlantic Theatre, mainly servicing places that only this aircraft can reach, like Madagascar or Mauritius, which is where Lockie settled when he came to this world.

After I line each airplane up for easy access when they get dispatched, American joins the party and sends all their 767. The invasion of Peotone completes with the arrival of some American 757’s, but these to my surprise, are painted in the old Chrome/Bare Metal, meaning they too are fresh out of storage, and looking beautiful and shiny as when they left.

After all the pilots leave, Torque Wrench and I get to filling up about 30 different planes. In the time it takes us to fuel half of them, a dispatch order is given.

Here’s where things get a little exciting. Most of Western [Continental] Europe has solidified their dates, and want flights immediately. Spain, Switzerland, Germany, Belgium, Finland, Greece, and Malta.

There are many airplanes on the route, each serving a different AOE depending on the range, expected capacity, and of course, the status of each airport.

Generally, every airport will see flights to Palmdale and either Bangor or Chicopee. The latter two cover New England and most of the Mid-Atlantic respectively. Thus, each airport will usually see at least two flights.

When the first few airplanes are ready to be boarded, it’s brought to my attention that two of the flights out are captain upgrade checkrides. Very exciting news.

Since Peotone has a massive deicing ramp, this is our staging area, that way they can just pull straight ahead and taxi out.

Just as I watch the massive queues forming, I ask myself if I’m a mini Dallas, because all the ships on dispatch are American. For now. Depending on how the approval processes go, each aircraft between repat flights is supposed to “rest” for two weeks, just in case any positive cases did travel, in addition to the sanitization process that JetBlue uses, with their permission.

What a spectacle watching a series of close parallel departures, completely uncontrolled. Well, you know, until they switch over to departure control.

Next morning, as we both rise early and check the radar for flights inbound, I find two Delta -200LR currently over Joliet, so they’re close. Looks like they’re on the Long Range Atlantic Theatre, to be stationed here instead.

When they land, a bunch of pilots emerge and immediately start working on the company -200ER that are already stationed here.

“We’ve been approved for what may well be the longest flight we’ll have to serve short of Perth or the Maldives. Outside of South Africa, the rest of Southern Africa collectively only has 156 passengers. We’ll be sending six jets down there, but Johannesburg and Cape Town are waiting on confirmation from our diplomats.”

“Any of these guys getting their captain’s upgrade?”

“Not this time.”

“Any word from London or Sydney? I know they have to find the perfect day, but obviously the longer it takes, the risk might just increase.”

“Not that I know. All of Australia’s and the UK’s major airports are slot restricted. We have noticed however that a lot of our regular flights have routinely sold out for consecutive weeks on end. Looks like many of them are playing it smart.”

“There’s something you don’t hear every day.”

“Ain’t that right.”

“Those are incredibly long flights down there. I really feel for the guys choosing to do the multi-hop. That’s… what, 8 different countries or territories? And it’s quite literally a full day to get down there.”

“Yeah. The aircrew on that plane is 15.”

“Mad props to them. And the ship. Los Angeles to Nairobi is about the absolute range.”

“Endurance profile claims about 22 hours or so.”

“And Los Angeles–Nairobi is about 19.5.”

“There ya go.”

“Alrighty then.” I say as I point the Africa crews in the direction of my facilities. “Man, I feel like a truck stop. And I am, in a way.”

“We really appreciate it. You donating fuel and use of your facilities definitely makes up for the government shortchange.”

“Well, “it’s not his responsibility”. And sadly, some taxpayers may agree.”

“Maybe, but is it because they don’t want their taxpayer dollars “wasted” on free flights to those who tried to stick out a vacation?”

“Or is it just because they’re backing the opinion behind [the] Resolute [Desk]?”

He only shrugs in response.

As we start chatting about the 777, we get into a bit of a chat about how there’s a bit of a “rivalry” amongst 777 pilots. Team ER and Team LR. There are a few differences, of which each of the now few remaining pilots swear their allegiance to for a number of reasons.

I of course don’t take sides. Each variant has its shining points and while they are siblings, they don’t necessarily complete directly, even though they’re configured exactly the same as far as passengers are concerned. Nevertheless, it’s nice to see that the 777 pilots are still enjoying themselves, even as their type slowly nears their end.

A couple hours later, the Delta LR departs for what’s sure to be a long few days for them. These guys really a have volunteered a lot for these efforts.

“Peotone traffic, United Flight, a group of 757s in sequence inbound.” A voice on the CTAF calls a few minutes later.

“United flight, Peotone manager. How many are you?”

“17.”

“Roger. Say intentions on the ground.”

“2 of us are assigned to the Canaries and Barcelona departing the day after tomorrow. The rest of us are the p.s. transcon birds moving to your airfield for parking.”

“I’m not observing any radar right now, but are any of the Allegiant jets with you?”

“No, they’re in the Eastern European corridor. Last I heard, Ukraine, Moldova and Belarus were where they were headed.”

“2 apiece?”

“Uh, three of them went to Kiev. The others I don’t know.”

“Good to know. Taxi instructions will be to park at the deicing ramp except the transcon. Will you need progressive? I can do that from the tower.”

“Yes please.”

“No problem. I’ll get that going for you. I assume you’re running close parallel with visual separation?”

“Affirm.”

“Roger, talk to you soon.”

Torque Wrench is already booting up the tower and has the equipment scanning by the time I get up there.

Each airplane follows the leader and are soon parked. Rather brilliantly, the flight leaders are United p.s./Transcontinental 757s, intended to be parked here while their fate is decided. Because of this, 15 of the 17 inbounds are moved to one of my many terminals, as we’re expecting quite a few more arrivals today.

The 757s United uses for the p.s. transcon routes are the 757s United operated before the merger with Continental. There are some subtle differences that would require a careful eye to notice.

The registrations on the p.s. will always end with ‘UA’, such as N502UA or N590UA.
The registrations on ex-Cons are all 5 numbers, such as N17105 or N14120.

Another way to tell Houston apart from Chicago.
Chicago’s 757s are powered by Pratt & Whitney PW2037, whose engines look “stubbier” and are of a larger diameter. Delta operate these same engines.
Houston’s 757s run on Rolls-Royce RB211, the same as the former US Airways, American, and America West. These engines are much skinnier and longer.

But the most subtle difference between the tulip and the globe is actually in my name, the winglet.
Globes have been upgraded to a so-called “blended scimitar” or simply “scimitar.” Instead of having two parts like the 737, the 757 upgrade is only the top “dagger,” with no ventral strake.
Tulips have not seen these upgrades, and didn’t because of the cabin configuration whose cost of upgrade would not be offset compared to their other counterparts.

In short, the three ways to tell United and Continental apart are the registration, the shape of the engine, and the shape of the winglet.

Before all this, I’d been training Rainbow Dash on the Ex-Con -200s, as she much prefers the Rolls-Royce engines of the Ex-Con (and Icelandair too) to the Pratt & Whitney from Delta (both types are out of or near retirement – partial retirements). It’s a good thing we advanced as far as we did in her training, because I find her marks on the -200 good enough to begin her IOE on the -300, which is our next lesson. Or, we can move her to the 767, if she so desires.

Anyway, as Torque and I get to work filling up the UA/CO birds on the ramp, the sound of yet another inbound airplane slowly fills the air.

My suspicions confirm as I watch an A319, all blued up, park on the back edge of the deicing ramp. Attaching an air stair and presenting a whole outfit of stewards and stewardesses, I confirm they’re picking up these pilots across the Great Lakes to Newark, where they’re continuing on to other flights they may be assigned to.

They leave an hour later, and with no scheduled operations for the rest of the day, I turn in early.

At about 6:50 am, I’m woken up by some radio chatter. Sounds like the first arrivals are inbound.

I head into the tower and boot up the radar. Since I didn’t file a NOTAM for tower services, I cannot and will not act as a tower controller. Instead, I’m relegated to tracking them via the air and ground radar.

Soon though, the staging area of the former deicing ramp is pretty much full, with the aircrews awaiting ground transportation back to Chicago, though most of them do take the time to change.

Just then, the cleaning crews arrive. With a number of groups cleaning about a dozen or so airplanes at a time, the process moves by relatively quickly, especially with so many people per aircraft.

To my surprise, the cleaning crews do the entire ramp in about 45 minutes. As soon as they finish, I pay each of them plus a small tip for driving all the way out to Peotone before the two of us pack our things.

“Hello?”

“Hi Max, how you doin’?”

“Not too bad, yourself?”

“I’m alright. Um, we’ve just received clearance to repat out of Portugal, but we’re short pilots, and the 757 is the only aircraft available. Can we… fly you into New York and get you out to Portugal from there?”

“That’s fine. I can do that.”

“Do you by chance have a copilot who can join you?”

“I do. She’s SIC-only though.”

“That’s fine, as long as she can act as a crewmember. Get in touch with her, we’ll get you a cabin crew, and you can make your way down to PDL.”

“Wait, I thought you discontinued service to the Azores.”

“We did, but our charts are still valid. They expire next week, so when and where can we pick you up?”

“When’s the flight?”

“Friday.”

“Okay, let me talk with my F/O and see what her schedule is. I’m sure she’ll take an opportunity to fly with me. Do you have red eyes available, if it’s not too much trouble?”

“Best I can do is early tomorrow morning.”

“Okay then, that’s fine. I’ll also need a night in New York to acclimate and such.”

“We can help with that. Thanks so much!”

“No problem. Happy to help.”

“We’ll see you in a couple days then.”

“I look forward to it.”

“Who was that?” Torque asks.

“Delta. They have a flight scheduled but no aircrew to fly it. They’re calling on Rainbow Dash and I.”

“Do ya know if anyone else is coming in to either airfield while you’re gone?”

“No, but I imagine we’ll have the Sydney and London shuttles ready pretty soon.”

“I’ll be ready to fuel them up.”

“Alrighty.”

Author's Note

*View is the author’s own, and is solely based on his research and experiences.