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Welcome to an aviation podcast that caters to all aviation enthusiasts, ranging from pilots to airplane spotters. Our show covers a wide range of topics, including private pilot training, airline operations, and the latest aviation news. Our knowledgeable host, an experienced airline pilot with eight years of flying under his belt, is thrilled to share his own experiences and offer valuable advice to help you pursue your aviation dreams. We are here to support you on your journey, constantly wishing you Tailwinds & Sunshine!
Everyone. Welcome back to the Tailwinds and Sunshine Podcast. My name is Manny Ramirez. I am very happy you're here. Thank you so much for spending some time with me and, showing your support.
Manny:Today, I'm going to give you a debrief on my IOE trips that I just completed. I just recently got signed off, got my flight deck observation done. I got my line check complete, and I'm good to fly with FFOs now. I, the training wheels have been taken off. So I'm gonna be talking to you about that.
Manny:Also, there was another incident, another United incident that happened in Newark a couple days ago, and I'm going to be kind of dissecting that a little bit, discussing a few reasons to what could have happened based on my experience flying the line. And last but not least, I'm gonna be answering a couple of your emails. You guys have submitted really good questions, so I'm gonna answer a couple of those. And I'm just gonna put this out there. If you submit a question and you want me to send you out one of those coveted ERJ 175 trading cards that you've seen on social media.
Manny:I got a stack of those so I can send you one out. So just make sure you put your mailing address, and I'll send one out. Or I could send you out a postcard. I carry a stack of those with me at all times in my flight bag and some postage stamps, and I send them out to my friends and my family. So your choice of what you want, it's up to you, but go ahead and put that mailing address on there.
Manny:And, so that's I think that's all we're gonna cover in this episode, so let's get started. Hey, folks from the flight deck. This is your captain speaking. Welcome to the Tailwinds and Sunshine podcast where we talk everything aviation. I am your host, Manny Ramirez.
Manny:It's always a pleasure to have you on board. So please, sit back, relax, and enjoy the show. Alright. So I just finished a 2 day trip a couple days ago, and that was part of a a 2 trip scenario that I was, built by crew support. This last today was an easy one.
Manny:It was Denver to Arcata which is in Eureka, California and then it was, San Francisco, then from San Francisco to Bakersfield with, that overnight there. And then the second day was just coming back to San Francisco and then a Santa Ana turn. But that Santa Ana turn didn't happen and I was really bummed out about that one because I was really excited to fly into John Wayne. For those of, of you have flown or haven't flown into John Wayne, it's a pretty short runway. I think it's just over 5,000 feet.
Manny:And then also it has a noise abatement procedure going out of there. So it's a it's a really, sporty departure out of there. But they canceled it because we were delayed in Bakersfield for a little over 3 hours because the winds in San Francisco shifted now with the winds were from the south so they had to change configurations there and also San Francisco has runway 28 left, 10 right closed and the weather was also down, was IMC so they were doing instrument approaches and San Francisco decided to because of flow, they decided to enact a ground delay program. So we were delayed going into San Francisco and the company actually ended up cancelling the Santa Ana turn and we called it a day. So we went back to San Francisco 3 hours late, landed there and then I just jump seated back to, Las Vegas.
Manny:So the trip prior to that was kinda unique because it's typically trips out of Denver, I think the longest trip is a 4 day. I've seen 5 day trips on the ERJ but not at Denver. So it was a little peculiar to have 5 days to work. So I flew for 5 days which was a little intense but I got a lot stuff covered in that first trip. Right?
Manny:So, crosswind landings, mountainous terrain airports, special approaches, that really cool approach into Gunnison. I went to Gunnison twice. There was the, let me see, it was an RMP to an LPV approach so it starts as an RMP approach and then transitions over to an LPV approach which is really neat. That's a special training airport which I've already been checked out as an FFO, so all Denver based pilots get checked out to go into Gunnison. And also, I've discovered a really awesome restaurant that has really good food.
Manny:The captain So you guys can look it up but I mean they have the best burgers I've ever tasted in my life. I don't typically go for burgers at restaurants, I pick something else, but I've heard many crews go in there and says you gotta try the gas station burger. And it sounds really ghetto because they that's how they describe it. They say, hey, it's the the station the gas station burger because the restaurant is has a gas station attached to it. So it's like literally a little gas station, little convenience store that has a gas station there.
Manny:So when I first heard it, I'm like how can a gas station possibly produce a a good burger. Right? But I went there and I had the, it's called the Royale with Cheese, which is I think it's a nod to the pulp fiction movie when Samuel L Jackson and John Travolta were talking about how a quarter pounder with cheese in France is not called a quarter pounder with cheese. It's called a royal with cheese because of the whole metric system. I don't know how true that is, but it's part of the movie.
Manny:So I I think the name of that burger, is a nod to that movie, but it was really a really delicious burger. My the LC I was flying with got a, I think I got a Philly cheese steak and he said it was really good too. So the the restaurant, delicious. It was good. Now I'm gonna bid Gunnison trips just to go so I can have a burger there at the power stop.
Manny:So check them out. That link is on, in the show notes. So if you wanna check it out. Anyways, continuing on, there was some maintenance issues we had to deal with that, it had to do with some fueling, so how to deal with that, how to deal with delays. Crosswind landings almost every single day, we also had to, discuss performance numbers and also holding fuel calculations because coming back from, I think, is Asheville back to Denver, they were holding airplanes and planes were actually diverting to Colorado Springs because, there was, micro burst activity at Denver, and they actually closed down the airport for, I think, like, half an hour or something like that because of that.
Manny:So we had to kinda jump ahead and start thinking about where we were gonna go because we were not given an alternate. There was no thunderstorms or anything like that, forecasted. So we had to start coming up with our own alternates of where we're gonna decide to go because we didn't have the fuel for an alternate, so we had to come up with our own. And, so that was really really cool. It was really, the first couple of days were really overwhelming because just sitting on the left seat and getting in the mindset of like now you're the one that has to make the decisions.
Manny:Right? So now I have to make the call. So when I had that abnormal situation in Denver when we had we were getting fueled and for whatever reason when we were getting fueled, the plane automatically has a valve in it opens and it fuels both tanks at the same time, so it's balanced. In this case, it didn't and we got a, ICAS master caution saying that we had an imbalance. So we ended up getting an imbalance over over a £1,000 and so we had to figure out how to get that corrected before we moved on.
Manny:Well, the limitation on this airplane is we can we can take off with an imbalance of £794, Anything above £800 an ICAST message populates and we have to ride up the airplane and maintenance comes and does some transfer fuel. But, maintenance suggested that I run an engine at the gate so we can fix the imbalance, but I didn't wanna burn through fuel for no reason. Right? So any fuel that you're not using to actually power the aircraft forward, you're just wasting energy. So I requested dispatch to give me more fuel, because we have plenty of weight to play around with, so I asked for an extra £1,000 and we had them fuel, the other side, and we got that taken care of.
Manny:So I think it was the right decision. The LCA thought so, so we moved on. But a lot of great stuff happened. I felt like I was a little bit behind initially, especially I I feel like my situational awareness was a little narrow and after the second day, I was like, okay, I'm in the rhythm of everything that needs to happen with this flight. So it was it was really fun.
Manny:I had a lot of fun. Let me see what else happened during that trip. I mean fuel, abnormal approaches, night, gusty winds, delays, and we had also an observer in the jump seat, who was actually observing my LCA. So he had he had his line check done. So we had, poor guy, had to go all the way from Denver to, Greenville and it's a 3 hour flight plus, 3 hour plus flight.
Manny:And so he sat there for 6 hours, you know, we had to turn into, Greenville. So he had to sit there. Man, I feel bad for the guy. And but anyways, we got that taken care of. So that's it.
Manny:I mean, I don't know if I wanna talk about more details about the flight but I mean, it's, yeah. I I you know, what what I really thought was gonna be more challenging was the taxing. Right? So as a captain on the 175 and most airplanes we have the tiller on the on the captain's side and we're able to steer and that steering is pretty nice. I was I thought it was going to be harder but I managed to kind of nail the center line right off the bat and also lining up the airplane with a runway center line.
Manny:I got it within a few tries so I was I was really really happy with myself with with that. Also, what I learned really quick is that if, even when the plane is were fully loaded, that airplane I have to ride the brakes pretty much everywhere if we're taxing with 2 engines. So that's going to definitely affect my decision making as far as I'm gonna be taxing out with 1 engine. Right? Because those brakes, I was I felt like I was riding those brakes everywhere we went.
Manny:And we ended up overheating the brakes actually on a couple times coming into Denver because I decided not to use reverse thrust on landing. I just used the brakes and by the time we tax it to the gate we got the, you know, it they overheated and we got the, I cast message and we had to call maintenance. It's a really simple procedure really. We just want once we get to the gate, we chock the plane and then we drop the brakes so they cool down. The carbon brakes on this plane, they heat up pretty quickly but they also cool down just as fast.
Manny:So by the time the maintenance got on board and checked it out, the, brakes were already in the green. So no no no, brake fans on this one like some Airbus, airplanes do. The companies usually, purchase that option, but we don't have fan brakes on or brake fans, I should say, on this plane. So they're really good brakes though. Just, let them cool down just, by dropping the brakes.
Manny:That's the procedure. Anyways, that's it for IOE. It was pretty quick. It happened. It was a it was in a blink of an eye, I was done and, and I learned a lot from this trip.
Manny:Let's talk about now this, United incident that happened in Newark. So they came in from Tel Aviv, and as soon as they got to Newark, there was wind shear and there was turbulence. And there's I read some reports that they had turbulence en route and they already had injuries on board. And once they got to Newark, they were unstable and they went around as they should and they decided to divert to Stewart International which is about 70 miles north of Newark. And that's where they landed and they coordinated with EMS to get a few passengers, they plane a few passengers to take them to the hospital and other people were just treated for nausea and motion sickness.
Manny:That was it. But what I'm more interested in is the decision making to divert to Stewart Airport in the first place because you would think, and this is just my pilot mind, you would think that if you have enough fuel, you could attempt another approach and come in and land. Right? That's typically what happens, you know, if you have gusty winds and you're unstable, you can go ahead and try it again. But maybe the crew deemed it too difficult to come in stabilize with those kinds of winds, so they decided to go and immediately divert to Stewart International.
Manny:But my other question is, what was the weather like in Stewart? Was it similar to Newark? I mean because when an airport is that close to the airports are that close together, the weather is likely going to be just about the same. As an example, in Denver, right? So when you have gusty winds and and thunderstorm activity and all that stuff happening in Denver, the weather is gonna be almost the same down Colorado Springs, right?
Manny:Not all the time, but most of the time you see that happening. So when we have to divert from Denver, we typically like to choose airports that are far enough to where we can actually the weather is, is a little bit different. And, but I don't know, maybe they got themselves where they didn't have enough fuel, right? So maybe not necessarily bad planning but I I mean I'm gonna give them the benefit of the doubt that they ended up burning more fuel they were not expecting en route because of of the winds aloft and that has happened to me. I'll give you an example.
Manny:A couple years ago, we were flying from Denver to Greenville and we got held a little bit lower by ATC. So we were cruising at, I think, it was 23,000 feet for a while, and we were expecting to have a stronger tailwind which we didn't end up getting and we ended up burning about a £1,000 more than we expected. So by the time we got to Greenville, we were a little tight on fuel. Right? We had an alternate of Atlanta, which was really far, because everything around the area, the Greenville area, so Charlotte, Asheville, I'm trying to think even, heck, even DC, it was socked in.
Manny:We couldn't get in in anywhere. So when we made that approach, we went down to men's. And keep in mind that this is this was my first honest to God, like, down to men's approach. So when I looked outside, I was looking straight forward, which I should not have done that. Right?
Manny:I should have looked down, like, towards the nose so I can catch those approach lights and then we could have continued the approach, right? So if you get that approach light system at minimums, you can say approach lights continue so that allows you to descend to a 100 feet above the touchdown zone so you can actually get an opportunity to look at the runway environment, right? So there's 7, you know, there's several things you need to be able to look at, but if you see the red terminating lights on that on that approach light system, then you can call the runway in sight. Anyways, so we got to means, I called misapproach, captain hit the toga buttons and we performed a misapproach and as soon as we hit minimums, I said missed approach, like literally a split second after that, I saw the approach lights because I I actually looked further down the nose and I saw them. So we did the misapproach, we got resequenced, you know, and the captain started getting a little nervous like, oh, my God.
Manny:We're not gonna be able to get in here. We need to go back to we need to go to Atlanta. And the reason why we didn't have fuel for another approach is because we burned that fuel en route. So we didn't have an opportunity to make another approach and have and go to Atlanta. So I convinced the captain, hey, let's let's do this approach again.
Manny:It was my bad. I should have been looking further down and we would have made it in. So we shot that approach again. This time, I was able to see the approach lights before men's and we were able to continue the approach down to landing and obviously we got laughed at by the rampers. You know, oh you guys were taking a tour of the airport.
Manny:Yeah. Yeah. So, but that was that was a reason why. So maybe this United crew got into a similar situation where they thought they had initially they planned appropriately, but now the weather changed and now the winds aloft were the headwinds were stronger than they thought and they ended up not having enough fuel. And the reason why I think that that was the case was because I I searched for it yesterday and I couldn't find it anymore, but I heard the ATC transmission between, the approach controller or tower controller and also the united crew saying the ATC controller was like, well, are you declaring an emergency?
Manny:Is this a min fuel situation? What's going on? And the crew without hesitation say, we are declaring an emergency. We want to go direct to Stewart. And they gone direct there and they landed and they took care of that and they refueled to come back, to Newark.
Manny:So if they had enough fuel, like I said, either if they didn't have enough fuel like in my situation, yeah, it was the right call to just go to the other airport or the other one was it was just so bad, you know. The weather was so bad that they didn't deem it safe to do another approach, you know, to try it again because it would have been worse. Some reports are saying that they got the injuries on the approach. So I'm gonna keep an eye on this, this incident to see what happens. They say that the, airline is gonna be investigating and I'm pretty sure the NTSB is also gonna get their fingers on that because, there was injuries on board.
Manny:People were hospitalized for this incident. And, that's that's what happened, guys. And, man, United's just been getting the short end of the stick with the media. Right? So I don't know.
Manny:I don't have like the data to see if United has actually had more incidents than usual because everyone has these incidents, right? Everyone has return to gate situations. Everyone has diversions and maintenance issues that happen, but I think United has been under the microscope, recently by the media. And, the CEO, Scott Kirby also sent out a letter or an email to their customers saying they're going to revisit their safety procedures and training, etcetera, and the FAA has also been on them saying that they were going to prevent them from getting, certifying new pilots and planes and opening destinations, yada yada. And I don't know if it's just all talk because obviously the FAA has been caught with their pants down multiple times over the past few years with the whole max problem and I don't know if it's just, you know, them just barking up a storm and, not gonna do anything about it, but they want to make, definitely, they wanna make an example out of United to try to mitigate some of these incidents that are happening system wide and not just with United.
Manny:So that's it, guys. That was, that's the incident. Keep an eye on that, what's going on. I'm I'm really what what's gonna happen. But now I'm gonna go ahead and answer a couple of emails you've sent.
Manny:Really good questions, guys. Let me see, from June. He says, flew with a captain and no matter what I did, he had to have the last word or always correcting me and made me feel like maybe I was just a bad at what I do. Should I should I report him to my chief? Also, my plane's better than yours, 787.
Manny:Alright, June. Yes. I agree. You fly the better plane, but, it is after all a Boeing product. So, yeah, good luck with that.
Manny:I'm just kidding. But, oh, man. Let me see. I, my on dealing with conflict is dealing with the person first. I'm pretty direct with people that I fly with.
Manny:I'm not shy about standing up for myself and that can be really difficult for some people and there's nothing wrong with that. But I would try to, figure out, you know, maybe the first couple of legs, kind of get a feel for them. Right? See how their their style of interacting with people is because sometimes, they're just you just kind of pick your battles with some of these people and just kind of swallow your pride and just do what they tell you to do and and get through the trip. Trip.
Manny:But you know you know now I just realized though, you fly the 787 so you're doing only one leg. You're only flying one deck more than, you know, more than but based on what you told me you've flown with this guy before, man, yeah, just try to deal with him on a personal level and you know how I would approach it is you know, hey, when you're debriefing say, hey, I feel like you're coming off as really micromanage y you know and you know I don't know if that's your intent and just kind of start the conversation from there, you know, because I found out that sometimes when you communicate that the person was not even aware they were doing that and they'll back off a little bit, you know, but also you have to take your experience into account. I don't know if you're a brand new FO into the plane or at the company and what captains do and I do it as well, when I check my, my trips, I look at the employee number of that captain or the and or the rest of the crew and I kind of base their experience off of that.
Manny:So maybe if your employee number is pretty low, or pretty high I should say, maybe they make an assumption that you're really new and you're really green and you are still learning the ropes of this airplane. So in flying, long haul wide body aircraft, you don't get much experience in landing and dealing with your airplane because a lot of the stuff is you're monitoring. Right? So for us here, regional guys or just mainline national domestic flying, I mean, we get in a few legs every single day on a 4 day trip. So we get that experience and we get to fly the airplane a little bit more.
Manny:So maybe this captain that you're talking about is not, you know, they perceive you as being not super experienced and they might have a little bit more to say. But definitely deal with them on a personal level and if and if it escalates, so now this this captain becomes, combative or they don't wanna take your feedback, then at that point you want to talk to your chief about this pilot, perhaps a bit avoiding them. Also talking to pro standards and have a kind of a mediator because we don't want any breakdown in CRM, right? We want to maintain CRM and there have been incidents where CRM, there's a CRM breakdown because the pilots are yelling at each other, you know, and so we don't want that. We don't want that to happen.
Manny:If it ever does happen, take yourself off the trip, call your chief, call crew support, say I need I need to be off this trip, you know, that's an in extreme cases. But I really encourage you to deal with it with a captain directly or any pilot that you fly with and just part of the debrief also talk about how did it go, how are you feeling, and so you can maintain, appropriate levels of CRM. Right? So there's never a breakdown in CRM when you're flying because you're not getting along with somebody. So I hope that answers your question, man.
Manny:I've flown with a few of them. I've I don't I have I've never been avoided anyone. I'm pretty pretty good at being a chameleon and adjusting to what captains want. So, you know, typically they're really peculiar what they want me to write on the PDC like fuel numbers or stuff like that or, there's you know, they they wanna use fly level changes instead of FPA or something. You know, I I pick my battles, you know, I'll just do whatever they want me to do.
Manny:I'm there to support them and but if it gets out of hand, I'm more than happy to speak up and tell them what's up, right? June, thanks so much. Hey. And if you ever submit another question like I said before, put your mailing address. I'll send you out a trading card or a postcard.
Manny:Alright. Let me see what we got. This question from Craig. Hey, good job on the podcast. I listened to the episode, with Nick.
Manny:Really good content. I used to work at SkyWest flying the CRJ. God, I hated that plane. Anyways, I find a lot of pilots have really crappy etiquette, jump seat etiquette. Have you have you found the sweet spot on when to jump on board?
Manny:You know, Craig, I actually just jump seated a couple days from San Francisco to Las Vegas and I was thinking about this, I was thinking about this, situation and I'm glad you asked it because it kind of jibes with what I wanted to talk about. Initially, when I started flying and started jump seating, I wanted to get on the plane as soon as possible. I saw it kinda like as a perk. Right? So I saw the jump seat situation as a perk, but I now see it as as as it is a privilege, right?
Manny:The jump seat is a privilege, is not a perk, is not a bonus. So think of it as a, privilege, right? So you don't have to have the jump seat, right? It's up to the PIC to determine if they let you fly with them and most of the time they will. But what I'm saying is what I want the point I want to make across is or the point that I want to put across.
Manny:What the hell am I talking about? Anyways, I don't even know what I'm saying anymore. But anyways, you want to create the least amount of work for the entire crew that's working the flight. That includes the flight attendants, the pilots, and the gate agent. Also, you want to keep the, you want stay out of the way of the customers as well.
Manny:So now what I do is when I list for the jump seat, I go and talk to the gate agent when they have no customers around, right, or you go to the back of the line if there's a line, go talk to the gate agent, list for the flight, ask them when they're gonna clear you so you know, and then you go take a seat. You go sit down and chill. Then once they start boarding, unless the flight crew escorts you down with them, you stay at the gate, you know, seated somewhere away from the general public and just wait. Once everyone finishes boarding, then you can go ahead and head down to Jetbridge and you go talk to the captain and ask them if you can take the jump seat. Now, before you go talk to the PIC, make sure that you also talk to the purser or the lead flight attendant or the forward flight attendant and ask them if you can speak to the captain and they will say, hey, you have a jump seater here, they'll give them a heads up and you can go in and do that.
Manny:So you're not interrupting anyone when they're doing their checklist or their flow, so you want to do that. Also, once you talk to them, then you can go find a place for your bag and if you get lucky, they'll have seats open and you can go sit in the back, which I prefer to sit in the back. Initially, when I started flying, for the airlines, I was like the novelty of jump seating in a in a plane other than mine was like, oh, wow. You know, I get to fly in the jump seat. This game is so cool, but let me tell you those seats are super uncomfortable.
Manny:They are and depending on how long your commute is, you got to sit there for a long time, right, and they're really uncomfortable and honestly I want to just stay away from the cruise way. I don't want to be there. I wanna avoid awkward conversations, you know, from from the flight crew. So I just wanna stay. If there's a seat open in the back, I'll take it.
Manny:Right? But, the jump seat, not my best option, not the best option and it is a privilege. Another thing to consider is that if if the flight is super full, which was the case, my commute from San Francisco a couple days ago, I asked the gate agent to check my bag. Now it doesn't mean that I'm going to immediately have it sent down to the cargo hold is I want that option available to me so if the flight attendants say hey, I'm sorry I don't have any room for your bag, you already have the tag there and they'll send it down and now obviously you're going to have to go to baggage claim to pick up your bag, but that you have an option. So I had my bag this trip.
Manny:I went down the jet bridge with my my roller, roller board on with a tag on it already and flight attendant said, yeah, sorry, I don't have a place for your bags. And you might be asking yourself, well, couldn't you just put it in the flight deck? If it was an Airbus, yes. This was a 73, a Max of all, of all planes, a Max 9 on top of that and there's no room. There's a jump seat.
Manny:This particular one had 2 jump seats and they usually put their bags under the 2nd jump seat and but it only fits 2 bags so I have to put my bag in the cabin. So flight attendants didn't have any room. In fact, they were pulling bags from customers as they were boarding, and tagging them to send them down because they didn't have any room, so they had to tag a bunch of bags. So stay out of their way. Remember that you don't want to inconvenience anyone because this is a privilege, right?
Manny:It's just to get you to point a to point b, get you home or get you to work. Everything else is secondary. Now if you're going to work try to talk to the crew first so you can get on board and get your bag in because you need to get to work especially, you need to have your bags, right? You need to go from the gate where you're arriving, you need to go the gate where you're departing. So having to leave security to go to the baggage claim to get your bag and coming back to security can be a nightmare.
Manny:Right? So if that's the case, talk to the crew and say, hey, would it be okay if I jump see with you guys? Can I, can I go down with the gate agent so they can escort me down and talk to the crew before everyone boards? So that way, I can find a place for my bag because I'm going to work. May I do that please?
Manny:Oh, yeah. Absolutely. Most of them will say okay. Another thing to consider is that you don't wanna board with like, let's say, I've done this before where I asked a gate agent, hey, can I can I board with the pre borders, like, with the wheelchairs and the people that need assistance in the military, all that stuff? You don't want to do that because once boarding starts and you're the first one in, you're gonna get in everyone's way.
Manny:And it's happened to me multiple times where I'm the first one in, I go down there, I think I'm, you know, I'm all hot stuff, right? And I go talk to the crew and now my bags are in the way because they're in the galley so the flight attendants have to jump over them and the passengers are passing you by and then once you're done then you go and find a place for your bag and if the flight attendants forget to stop boarding, which they typically won't, stop boarding for you, you're going to get stuck in the back of the plane and now you have just a single file line of people right behind you and now you can't get to the front because you're stuck. So I learned I learned the hard way, right? It happened to me a couple of times and I'm like, why am I doing this? So the easiest way is just to stay out of everyone's way and then wait till the end to board and typically board with a gate agent that when they're about to close the door or close boarding, go with them and then you'll be in good shape.
Manny:Alright, Craig. I hope that answers your question. I hope that's what you do. Right? Let me see.
Manny:Oh, let's do another question right here. This one is from Bobby. Hey, man. You're not a prima donna. I also hate, showing up at my hotel room and not having a microwave.
Manny:Gotta do the walk of shame to the lobby to heat up my food. There I am heating up my SpaghettiOs while there is a wedding reception going on. Yes. I still think I'm a prima donna, man. I complain about the littlest thing, you know, the smallest things.
Manny:But, the hotel that we stay at is DoubleTree in Bakersfield and they don't have microwaves in their rooms. So I have to go down to the lobby and this hotel has the microwave right, like, smack dab in the middle of the lobby. So when I go down there, I make sure that I get out of uniform and go heat up my Tupperware or food and go back to my room. But I hate this hotel because it's a maze. I've gotten lost multiple times and I've spent I'm walking I spend, like, 50 minutes walking find a freaking lobby.
Manny:But finally, when you make it there, yeah, it's happened to me before. I'm heating up my food and right next like 20 feet away, there's like a reception of or a party going on. It's happened multiple times. So, yeah, I I I got you and I do feel like it's kind of like, I feel like, I don't know, cheap, I guess, because I mean, I'm an airline pilot. I should be able to afford, the dining experience at this, this hotel.
Manny:But anyways, that's just my that's just my opinion. Anyways, guys, thank you so much for submitting those questions. I really appreciate your support. We're continue to grow, we're continuing to grow this community called the Tailwinds and Sunshine Podcast. And then stay tuned for more episodes coming up.
Manny:Also, I'm gonna start signing off. I I recently heard this author called Tony Kern. He has a few books on professionalism and airmanship and I saw a video on YouTube where he was explaining how just doing the bare minimum at anything you do whether you're pilot or anything in your profession, just doing the bare minimum may not be sufficient to keep you alive. It really stuck with me So I'm going to start signing off like that. I'm going to say, you know, continue growing, continue learning because good enough to earn a living may not be good enough to survive.
Manny:That's what I'm going to say. I'm going to start saying off like that. I think that's pretty cool. Anyways, guys, thank you so much for spending some time with me and until next time, always wishing you tailwinds and sunshine. See you.
Manny:Sup, nerds? Before I let you go, I have a task for you. I have a challenge. If you can go to the platform where you're listening to this podcast in, go ahead and leave a review. Just tap that star.
Manny:Whether it's a 5 star, I like that very much, or a 4 or a 3 or a 2 or a 1, it doesn't matter as as long as you leave a review and some criticism so I can improve this podcast because I won the to That means the world to me. Thank you so much from the bottom of my heart. Also, if you wanna be part of the show, go ahead and hit me up. It doesn't matter where you are in the world. We'll make that show happen.
Manny:We'll make you a friend of the show. Until next time, wishing you Tailwinds and sunshine. See you. The statements made on this show are my own opinion and do not necessarily reflect those of my employer.