I've been a little under the weather this week. Nothing major or anything like that, just a cold that is always accompanied by a sore throat, a lot of coughing, a lot of sinus drainage and a runny nose. Since Tuesday morning a roll of toilet paper has always been within arm's reach, so I can a) blow my nose, or b) spit several pounds of multi-colored sinus drainage into said soft toilet paper. As of this early hour on Saturday morning, I am on my third roll this week. I know, way too much information.
But one of the unwanted side effects of this late summer cold is the is the incessant coughing. It is a cough that makes me sound like a smoke three packs of unfiltered packs of Camels a day. Nasty cough. One aspect of the cough, is that it is pretty much a constant companion, only briefly taking a break after having taken some Coricidin, and sometimes, but not always, if I am laying horizontally. Now that I think about it, it would be kind of hard to lay vertically.
When I am awake during the wee hours, like this morning (my laptop says it is 2.55a) there are two things I usually do. One is listen to my iPod. Approximately 1,400 songs, mostly classic rock, a little country, and some Christmas music for M. Maybe the best $150 I ever spent.
The second thing I do is get on my phone and start randomly dialing numbers just to see who answers. No, I'm kidding, I don't really do that. That would be mean. Fun, but mean.
No, I have this app on my phone called Flightradar24. It gives you the position, speed, altitude, flight number of every commercial flight in the world currently flying. It gives you the airline and city pairs. For an airline geek like me, it is countless hours of fascinating entertainment. Currently, at 3a, flying within 50 miles of my home in Tuscumbia, Ala., is an Air Canada Cargo 767 flying from Mexico City (MEX) to Toronto (YYZ). It's cruising at 39,000 feet at 471 knots. It is over Loretto, Tenn. Just southwest of Town Creek, Ala. is a Delta A321 Airbus flying from San Diego (SAN) to Atlanta (ATL). Amazingly he has just started his descent into Hartsfield-Jackson Airport in ATL.
My dad worked for McDonnell Douglas for 39 years and retired from then in 1996. McDonnell built the Mercury and Gemini space capsules, the F-4 Phantom, the F-15 Eagle and F-18 Hornet, among other fighter. They also built the huge C-17 cargo aircraft. The Douglas side of the company gave the world the DC aircraft, from the fabulous DC-3 to the MD-11, which was an updated DC-10.
My mother started work for Ozark Airlines in 1972, survived the merger with TWA in 1986, and retired after 20 years.
So I told you all of that to tell you this, you can see where I get my aviation enthusiasm. It is part of my DNA. In fact, at various times, I worked for both McDonnell and Ozark/TWA.
I could tell you all about my airline career, but that would take a lot of precious inches, which at this early hour I don't want to type. So I'll just hit the highlight. I started working on the ramp with Ozark in frozen Fort Dodge (FOD), Ia in Dec. 1981. I walked away from TWA as a Flight Coordinator at Lambert Field in St. Louis (STL) in September 1999, not long before TWA was absorbed by American.
The Flight Coordinator (or FIC as we were called) job I had with TWA was easily the best job of my life. It was busy, it required quick-thinking and if you weren't mentally prepared, it was stressful. It was not a job for most people.
STL was the domestic hub for TWA. On a normal day, we had approximately 550 flights a day in and out of STL. We had 51 gates and 12 banks of flights. I worked in the TWA Tower, Similar to the FAA Tower, it was the hub of activity at the domestic hub of the airline. We had two people directing traffic, one on the north side and one on the south side. When a flight was ready to leave the gate, it would call FIC and ask permission (Ex. STL FIC, F444 ready to leave out Gate 42.) if there was no traffic taxiing in or out, the response would be something like this, (F444, push back is approved, call when ready to taxi) then once unhooked and ready to taxi, (F444 your taxi is approved follow the MD-80 pushing off 72, contact metering at that point.) Sounds simple right? Except you might be juggling 10 aircraft at a time.
The previous example was for the Southside, the northside person had it rougher because the busiest runway at Lambert (12L/30R), was right behind the gates and Taxiway Alpha. Your conversation might go like this, (Tower, F315 ready to leave off Gate 38. FIC: F315, push back approved, go tail east, and have them push you back far enough you can exit at Taxiway Golf. F315: Roger, Tail east, Taxiway Golf, TWA 315.)
We had four individuals who monitored activity at the gates. They would have 10-13 or so gates, and it was their responsibility to keep up with each flight and advise of any delay. They kept the flight monitors for their gates up-to-date and wrote delays for anything over four minutes.
My favorite spot was the Gate Coordinator. In the TWA Tower, and I should add, the setup we had every major airline had at airports with hubs. We had hot lines to the FAA, and we could communicate directly with each other. I worked a lot of midnights in the tower. When I started my shift at 10.30p, the last bank of flight, all heading west, were just leaving. They would fly to west coast, then turn around and fly back, usually not arriving in STL until about 6a
So no, I did not twiddle my thumbs or watch tv all night. On midnight it was my responsibility to assign every flight, all 550 of them, a gate for the next day. Now this was not as easy as it would seem. We had seven different types of aircraft DC-9, MD-80, 727, 747, 757 and 767, as well as the Lockheed L-1011. Not all aircraft would fit in all gates. Be we had a daily grid we worked off of, and if there were very few changes, I could be done by 2.30 or 3a. Now STL Maintenace would have a briefing with Planning and Aircraft Routing at JFK at 4.30a. Sometimes they would throw a wrench into things, and you might still be struggling when day shift arrived.
But most mornings, like today, it was quiet. If it was clear, you could see aircraft that were 75 miles away, particularly from the northwest to east and watch them make the final leg of the journey. On busy nights, you could see aircraft stair stepped for 30-40 miles on final, all at different altitudes.
It was my best job ever, so now hopefully you can see why I loved it so much. I see Delta 416 from San Jose to ATL is almost directly overhead. some of them are sleeping. I am not, just watching them.