Night Flight

No matter how often I do this, I look forward to night flying. Generally, the air is smoother, radio traffic less, and the colors at sunset just beyond description... fortunately I have a camera though. Back when all the airlines flew 727's we'd flash our landing lights as we passed one another and continued on our way. A recognition of camaraderie that appears to have gone by the wayside. As well as most modern, glass airliners don't have externally or wing root mounted lights these days. But I do!
Rather than our normal, more direct routing from Detroit to Los Angeles, we're heading a little more southwesterly tonight to avoid some known turbulence. As usual, our dispatchers did a great job plotting our course, as we never experienced any discomfort up here at 40,000 feet.
I just love the color in these two pictures and never seem to grow weary of this view. What do you think, am I in a turn here? Note that the horizon is level with the top of the dash... it's a trick, I just tilted the camera a bit.
Matt changing ATC Center frequencies as we approach our top of descent. The computer plans a power off rate of descent, to cross the appropriate fix at a pre-programmed altitude and airspeed. In the 727 we did the same thing in our head, by calculating a 3 for 1 descent rate based on our groundspeed. Just as the computer does, we'd refigure our calculations as we lost altitude and groundspeed varied with winds aloft. This was fun, as we competed with one another to come as close to the fix as possible before level off AND without using speed brakes.
OK, where are we now? We're on the Civet Arrival into LAX having transitioned over Peach Springs and have been cleared to descend via the STAR, (Standard Terminal Arrival Route.) Presently we're 14.2 miles from GRAMM, descending on the V-Nav path (Vertical Navigation) to cross GRAMM at FL 180, (Flight Level 180 or 18,000 feet.) This is all programmed into the computer, and once activated, the aircraft will laterally and vertically comply with the restrictions. Sounds easy huh? It is when all goes as planned, but that rarely happens. When LAX is busy, which is most the time, controllers will switch us between arrival procedures and occasionally between runways too. And not just once! This requires a thorough knowledge of the different LAX arrival procedures, your on board computer and the four runways. You better have reviewed the taxi procedures too, because if you'd planned a landing on the north complex and landed on the south instead, the journey to the other side of the field can be tricky. "Let's see... where is that crossover taxiway and what are the new ground control frequencies?" Also trying to "slow down" and "go down" the path, extending flaps, slats and gear within speed limitations can be interesting. The controllers here do a great job mixing jets with turbo-props in this high density arena. What's our heading here? Hint, it's not 230.
Well, there certainly are a lot of lights out here, (LA, San Bernardino, Riverside, Pasadena and Glendale) but according to our navigational equipment, there are several runways out there somewhere. At this point we're very near the end of the arrival procedure, have already received a clearance to land on 24 Right and will select the Approach Button to intercept and fly the ILS approach. Now let's see, exactly which button is that...??
We're almost there. You can see the north runway complex here made up of runways 24 Left and Right. To the left, just beyond the bright lights you can see part of the south complex, 25 Left and Right. Just beyond the runways are Santa Monica and Redondo Beaches. We'll get a quick look at a soccer or football game just before landing!
Time to hand the airplane over to maintenance and the agents as Matt and I pack up and head for the LAX Hilton. But don't go away. After resting up at the Hilton for a few hours we'll be back and depart off 24L in search of Minneapolis. See you shortly!