Author Archive

Me and My Sharpie

October 24, 2022

LOTS GOING ON in the aviation world, beginning with the fact that I’ve retired my yellow highlighter. That’s right, I no longer carry a yellow highlighter as part of my pocket-flap ensemble of necessary cockpit gear.

Some months ago, you might recall, I talked about how, in the pocket of my (wrinkled) polyester pilot shirt, you’ll always find three things: a ballpoint pen, a highlighter, and a red Sharpie. The highlighter I’d use for marking up the flight plan. I’d go through it page by page, striking the important parts in yellow: the flight time, the alternates, the dispatcher’s desk number, the airport elevations, deferred maintenance items, ETP coordinates, etc.

Well, now that our flight plans have gone digital, there’s not much call for this. We still carry a hard copy version of the flight plan, it’s true, but at this point it’s just a backup, rolled and stuffed into a cubby hole near the center pedestal. And you can’t use a highlighter, really, on an iPad.

What I’m not letting go of, on the other hand, is my beloved red Sharpie.

The Sharpie is my tool for what we’ll call high-emphasis tasks, the most critical of which is putting my initials on the cap of my water bottle, to keep other pilots from drinking from it (there are sometimes four of us up there). I also use it for my scratch-pad notes. When I’m in the first officer’s seat on the 767, there’s a clipboard along the bottom ledge of the window, just to my right. I keep a folded piece of paper there on which I jot down various quick-reference info — a distillation of bullet points from the flight plan.

I prepare the sheet prior to departure, while still at the gate, as part of my preflight prep. The photo below is an example of a sheet used on a flight from Europe to the U.S. Here’s what it all means…

A. This is the flight number.

B. Planned flying time, wheels up to wheels down.

C. Arrival and departure times. Scheduled times are in red, in both local and UTC (Greenwich time). In this case, we’re scheduled to depart at 1110 local, and arrive at 1430 local. Or 1210 and 2030 respectively, in UTC. The addendum in pen, added after departure, is our arrival time based on when we actually took off. Today we’ll be 25 minutes early.

D. Fuel figures, in thousands of pounds. Block (B), minimum (M), and landing (L). Block fuel is our amount at pushback, which today will be 105,700 pounds. Minimum fuel is the lowest amount with which we’re permitted to commence the takeoff roll, in accordance with a slew of rules that we’ll save for another time. Landing fuel is our anticipated total at touchdown.

E. “300” is our initial expected flight level (altitude). That is, 30,000 feet, or “flight level three-hundred.” Below it I’ve written the name of the entry fix of our anticipated oceanic track, as well as our intended crossing altitude and speed. “LIMRI” is the fix name, and we hope to cross the Atlantic at 35,000 feet and Mach .79. This info will be added into the template of our oceanic clearance request.

F. We have 211 souls on board. That’s everyone: passengers, crew, and all the whiny kids riding in laps. The number below is the “assumed temperature” engine de-rate value used for takeoff (another topic for later). I’ll enter this into a datalink template later on; maintenance uses it to track engine performance.

G. This is the title of our assigned departure procedure (a series of initial routings, speeds and altitudes). We are cleared to depart via the “BELKO 6A.” I write it down because European departure controllers, on check-in after takeoff, often ask you to verbally verify which procedure you’re flying. Although you’ve got it loaded and have verified all the fixes and restrictions, the names can be confusing and easy to forget.

H. “T/A 50” means a transition altitude of 5,000 feet. This is the point at which our altimeters must be set to the standard pressure value of 29.92. This altitude varies country to country. “NADP” is a reminder that this airport requires us to fly a special noise-abatement departure procedure, with slightly different parameters for flap retraction and the setting of climb thrust.

I. Phonetic letter code (Foxtrot) for the most recent departure ATIS (Google it if you must), which I’ll pass along to ATC when necessary.

J. This empty section is where the arrival notes will go, later on. Items here might be the transition level for the destination airport, our gate number, and any anything else I might need to remember in a pinch. You might see radio frequencies here. For example, when flying into Los Angeles, controllers will often shift you from the north complex to the south complex, or vice-versa, on short notice, causing a flurry of arrival, approach, and taxi revisions. To stay a step ahead, I’ll write down all of the communications frequencies for tower, ground control and apron, in sequence, for both north and south sides. This info is on our charts, obviously, but it’s easier to have it on my cheat-sheet, ready to go, and not have to hunt around on my tablet while ATC is yelling at us.

Full disclosure: none of this is typical. Most pilots don’t bother writing much down aside from the flight number and maybe the departure fuel. But I’m a touch OCD, and, I don’t know, I’m just more comfortable this way. And it saves me from having to scroll through my iPad.

I suppose a regular pen would work just as well, but I like it all in red.

 

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The Death of Grant Hart, Five Years Later

Greg Norton, Grant Hart, and Bob Mould in 1984.

September 14, 2022

TODAY MARKS the fifth anniversary of the death of Grant Hart, drummer and co-vocalist of the Minneapolis trio Hüsker Dü. He passed away on September 14th, 2017, from liver cancer. He was 56.

I’ve been known, in my obsessive, not-at-all objective fan-boy opinion, to describe Grant as the greatest songwriter of the 1980s. While such statements are presumed to contain a measure of hyperbole, how much so is the question. The pantheon of 1980s songwriters is a formidable one. There’s Pat Fish and Billy Bragg. There’s the long-forgotten Roddy Frame. And Strummer and Jones, of course (most of whose brilliance had petered away by 1982 or so). Thinking as unbiasedly as I’m able to, I suppose I’d put Grant in third place, just behind Pat Fish (a.k.a the Jazz Butcher, another of my heroes who died recently) and Bragg.

Grant’s old band-mate, Bob Mould, is somewhere on that list as well. Although Mould ended up more famous, and continues making music to this day, it’s hard to argue that Grant wasn’t the more talented songwriter, if not the more prolific one. Perhaps ironically, among Grant’s finest moments are his backing vocals at the end of one of Mould’s best songs, “Divide and Conquer,” from the Flip Your Wig album in 1985. He almost steals it away.

Grant Hart’s greatest hits…

“Terms of Psychic Warfare”
“Pink Turns to Blue”
“It’s Not Funny Anymore”
“Books About UFOs”
“Keep Hanging On”
“Diane”
“The Girl Who Lives on Heaven Hill”
“Standing by the Sea”
“Turn on the News”
“She’s a Woman (And Now He is a Man)”

Subject to change, depending on my mood. If you’re unfamiliar and curious, you can do the YouTube thing and have a listen.

That final one on the list, I’ve always felt, rests as Grant’s most under-appreciated song. It’s also the last song I ever saw Hüsker Dü perform live, at a club called Toad’s, in New Haven, Connecticut, in 1987. He later sang a delicate acoustic version (a recording of which is one of my most treasured possessions), the last time I saw him play, in Boston around twelve years ago.

I was fortunate to meet Grant on several occasions, the first time in 1983, and I corresponded with him occasionally over the last couple of years of his life. Always gregarious, kind and accommodating, he even lent quotes to a few of my posts. I was a co-executive producer of “Every Everything,” the Gorman Bechard documentary about Grant’s life and work.

I could go on. I’ll finish with a small memory from a night in 1984. I was with some friends at a nightclub called The Living Room, in Providence, Rhode Island, standing in the parking lot just outside. Grant was there, feeding pieces of cheese to a stray dog. He’d hold out the pieces, one by one, raising his arm a little bit each time. And the dog would keep jumping, higher and higher, as everyone watched and laughed.

 

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Hüsker Dü photo by Daniel Corrigan.
Grant Hart thumbnail photo by Naomi Petersen.

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Ode to the 757

September 13, 2022

WHAT BOEING NEEDS to build isn’t a fancy new long-range widebody. What it needs to build is a replacement for the 757.

When it debuted in the early 1980s, the twin-engined 757 was ahead of its time, and it went on to sell quite well until the production line closed fifteen years ago. By now the plane is — or should be — obsolete. Indeed it’s rare to spot a 757 outside of the United States. But here at home it remains popular, a mainstay of the fleets at United, Delta, FedEx and UPS, who together operate over two-hundred of them. They’ve kept the plane on their rosters so long for good reason: its capabilities are unmatched, and there’s nothing that can replace it.

The 757 is maybe the most versatile jetliner Boeing has ever built — a medium-capacity, high-performing plane that is able to turn a profit on both short and longer-haul routes — domestic or international; across the Mississippi or across the North Atlantic. The 757 makes money flying between New York and Europe, and also between Atlanta and Jacksonville. United and Delta have flown 757s from their East Coast gateways on eight-hour services to Ireland, Scandinavia, and even Africa. You’ll also see it on 60-minute segments into Kansas City, Cleveland, and Tampa.

Along the way, it meets every operational challenge. Short runway? Stiff headwinds? Full payload? No problem. With 180 passengers, the plane can safely depart from a short runway, climb directly to cruise altitude, and fly clear across the country — or the ocean. Nothing else can do that.

And it’s a great-looking machine to boot, sleek and muscular on its tall, twin-tandem landing gear.

I know this in part because I’ve been piloting the 757 for the past dozen years, along with its somewhat bigger sibling, the 767. The 787 is an excellent replacement for the latter, but what’s going to supersede the 757?

Boeing has been pitching its latest 737 variants as the right plane for the job. Airbus touts the A321. Am I the only one rolling my eyes? Sure these planes are sophisticated and efficient, but neither has the range, power, or capacity to match the 757.

With the 737, Boeing took what essentially was a regional jet — the original 737-100 first flew in 1967, and was intended to carry a hundred or so passengers on flights of around 400 miles — and has pushed, pushed, pushed, pushed, and pushed the thing to the edge of its envelope, over and over, through a long series of derivatives, from the -200 through the -900 and now onward to the 737 MAX. In other words, it has been continuously squeezed into missions it was never really intended for.

The 737’s range allows cross-country pairings, but transoceanic markets are mostly out of the question. It carries fewer passengers and less cargo than a 757, and at heavy weights it is often altitude-restricted. For a jet of its size, it uses huge amounts of runway and has startlingly high takeoff and landing speeds. The cockpit, architecturally unchanged from the 707, is incredibly cramped and noisy. The “Frankenplane,” I call it. I don’t care how many changes and updates the plane has undergone; at heart, it’s still a blasted 737 — a 55 year-old design trying to pass itself off as a modern jetliner.

I was jammed into the cockpit jumpseat — more of a jump-bench, actually — on an American Airlines 737-800 not long ago, flying from Los Angeles to Boston. Man, if we didn’t need every foot of LAX’s runway 25R, at last getting off the ground at a nearly supersonic 165 knots, then slowly step-climbing our way to cruise altitude. What would it have been like in the opposite direction, I wondered — a longer flight, from a shorter runway, in the face of winter headwinds?

By contrast, I recently piloted a 757 on a flight from Boston to San Francisco. At flaps 20, and even with a de-rated thirst setting, we lifted off at a docile 130 knots from Logan’s stubby, 7000-foot runway 9, with nearly half the runway still remaining! With every seat full and seven hours’ worth of fuel, we climbed directly to 36,000 feet and flew all the way to California. That’s performance.

Airbus, for its part, says that its A321, a stretched-out version of the A320, is the more adequate replacement than the 737. Perhaps it is, but this plane, too, fails to match the 757’s range or payload capabilities. The newest variant, the longer-range A321LR might prove more suitable, time will tell. If so, and if Airbus begins to rack up orders, then shame on Boeing.

What Boeing has long needed to do is design us a new airframe — the 797 — that can equal the 757’s remarkable combination of performance and economy. The 797 would be a clean-sheet 190-ish seater with a high-tech wing, fuel-efficient engines and a modernized flight deck. This is well within the technical expertise, if not the imagination, of the world’s largest plane-maker.

You can argue this plane already exists, at least as a template. I’m talking about the 767. Specifically, the older 767-200. The 767-200, which debuted in 1982, was quickly superseded by the larger -300, many of which remain in service. It’s an obsolete model seen today only in a scattering of freighters. But in terms of size, range, and capacity, it’d be just about perfect as a 757 replacement; a mini-widebody with outstanding performance and versatility.

In my opinion, the 797 ought to have been announced the very day the 757 was taken out of production, but for years the company has balked at such an endeavor, insisting that the market for such a plane, estimated at anywhere from 300 to a thousand examples, is too limited. This strikes me as disingenuous; an excuse to flood the market with yet more 737s. And early interest in Airbus’s extended-range A321s bears me out. Indeed, failure to build the 797 has all the makings of another Boeing boondoggle.

We’ll see what happens. For now, the 757 flies on.

 

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Delta photo courtesy of Alberto Riva.
Nose-on photo by the author.
757 silhouette courtesy of Unsplash.

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The Regional Reckoning

September 6, 2022

IT’S BEEN quite a show, watching the regional airline sector reinvent itself.

For decades the regional carriers were the dregs of the airline business. The pay was dismal, working conditions hostile, your future uncertain at best. But then something happened. They ran out of pilots.

In a desperate attempt to recruit and retain pilots, salaries have skyrocketed. Carriers are offering unprecedented benefits and incentive packages. Many are giving out sign-on bonuses in the tens of thousands. Suddenly, their backs against the wall, these airlines are doing what they should have done years ago: making themselves attractive places to work.

If you’re unclear, the companies we’re talking about are the various “Express” and “Connection” subcontractors that fly on behalf of the legacy majors. Some of these airlines are wholly owned by their big-league affiliates, but they operate as independent entities, with their own fleets, employee groups, seniority lists and pay rates.

My first job as a commercial pilot, in 1990, was with a regional outfit called Northeast Express, operating on behalf of Northwest Airlines. My opening salary was less than a thousand dollars a month. Sure, 1990 was a long time ago, but it wasn’t that long ago. Five years and a bankruptcy later, working at American Eagle, I made $14,500 a year. Then, as a captain at TWA Express in the late 1990s, I would’ve made around $40,000 — if I hadn’t quit before the year was out. Throughout the 1990s and into the new century, new-hire pilots were often expected to foot their own simulator training costs, on the order of $10,000 or more. And the money was only part of it. Schedules were brutal, contractual protections minimal or non-existent.

The idea was to put your time in and get the hell out. Keep your fingers crossed that the majors were hiring. Trouble was, as time went on, this became a bigger and bigger gamble. Beginning with the advent of modern regional jets (RJs) in the mid-1990s, the majors began outsourcing more and more flying to their lower-cost partners. Thus the regional sector grew and grew and grew, eventually accounting for 50 percent of all commercial flights in the United States. Fewer and fewer of the ranks, as a percentage, were moving on to better pastures. Pilots quickly realized that a job with a regional airline could easily mean an entire career with one. The “stepping stone” idea became a harder and harder sell. After sinking a hundred grand or more into primary flight training and a college degree, what the regionals had to offer was hardly a promising return on investment.

And so, in time, the number of applicants dried up. An entire generation of would-be pilots was driven away. Rightly so.

This spawned the pilot shortage we hear so much about. What many people don’t understand is that all along it’s been a shortage created by, and suffered by, the regional carriers. The majors, at least for now, still see a hundred applicants for every opening. At the regionals it’s another story. They were being burned at both ends: new-hires became impossible to find, while the major carrier hiring wave was skimming the more experienced pilots from the top. They were cancelling flights, getting rid of planes, in some cases shutting down entirely.

Something had to be done, and this is that something. Having been in this business for over thirty years, I can hardly believe I’m typing these words, but a first-year pilot at a regional carrier can now look forward to a a six figure income. Or close to it. I can’t overstate how staggering this is. That’s ten times what I made in 1990. Above and beyond the monetary improvements, several regionals have also put together “flow-through” agreements, whereby regional pilots are guaranteed a future slot at a major.

Going back through my old columns and article, one of my most repeated gripes was that of regional carrier pay and working conditions. Not anymore. Flying for a regional airline is set to become a vastly different job than it was.

Looks like I was born thirty years too early.

I just hope this latest generation appreciates it, and realizes what the prior one went through. They oughtn’t be surprised if they sense a little resentment coming from their older peers.

Which isn’t to begrudge them. This was a long time coming and it’s fully deserved. Finally, entry-level airline pilots can earn a decent and dignified living.


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United Express photo courtesy of Itamar Reuven

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The Secret Lives of Flight Numbers

WHERE DO flight numbers come from? Do they hold some hidden meaning?

Yes and no. Ordinarily, flights going eastbound are assigned even numbers; those headed westbound get odd numbers. Another habit is giving lower, one- or two-digit numbers to more prestigious, long-distance routes. If there’s a flight 1 in an airline’s timetable, it’s the stuff of London–New York.

Numbers might also be grouped geographically. At United, transpacific flights use three-digit numbers beginning with 8, which is considered a lucky number in some Asian cultures. Four-digit sequences starting with a 3 or higher are, most of the time, indications of a code-share flight.

Technically, a flight number is a combination of numbers and letters, prefaced with the carrier’s two-letter IATA code. Every airline has one of these codes. For Delta, American, and United, it’s DL, AA, and UA, respectively. Lufthansa uses LH; Emirates uese EK. Sometimes it’s alphanumeric, as with JetBlue’s B6.

If you didn’t know about this practice, you probably became familiar with it after the disappearance of Malaysia Airlines flight 370, which from the start was referred to as “MH370.” In the United States, we tend to ignore these prefixes, but overseas they are used consistently. In Europe or Asia, the airport departure screen might show, for instance, flights CX105 or TG207. That’s Cathay Pacific and Thai Airways. When filling in your immigration forms, you should use the full designator.

These airline codes are sometimes random or meaningless, but when they do have a meaning it can be fun to decipher. Many are straightforward: BA for British Airways. Aeroflot’s SU comes from “Soviet Union.” Others are more esoteric. For instance, EgyptAir’s choice of MS, which would seem random until you realize the Arabic word for Egypt is “Misr.” Maybe someone can explain why Finnair’s code is AY.

Flight numbers along a given route can remain unchanged for years or even decades. When I was a kid, Lufthansa’s daily departure from Boston to Frankfurt was flight 421; the inbound from Frankfurt was 420 (a reversal of the east/west practice described above). Lufthansa still uses these numbers. In the old days the aircraft was a DC-10 or sometimes a 707. Today it’s a 747-400.

American’s morning departure from Boston to Los Angeles had been flight AA11 as far back as the 1960s. That ended on September 11, 2001. After an incident, one of the first things an airline does is retire the number of the affected flight. I had taken flight 11 once, when I was a freshman in high school. It was a DC-10 at the time.

The longest-surviving flight number might well be Qantas flight QF1. This is the Sydney-London run. Begun in the 1940s along the so-called “Kangaroo route,” the flight would make multiple stopovers along the way. Today it’s a one-stop via Singapore.

What other old numbers are still around? If you know of any good ones, tell us in the comments section.

 

Photos by the author.

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The New American Airlines Livery

January 6th, 2014

IN MARCH, 2013, American Airlines unveiled its first major identity change in forty-plus years. The news broke as the carrier prepared to emerge from bankruptcy and prepared for its merger with US Airways.

American had bucked more than three decades of design fads. It’s distinctive silver skin, tricolor stripe and gothic “AA” logo dated back to the days of the its 707 “Astrojets.” Heck, my first ever airplane ride, in 1974, was on an American 727 decked out in the very same paintjob that, until last year, was American’s signature.

It was never anything beautiful, but what distinguished it was the logo — the famous “AA,” its red and blue letters bisected by the proud, cross-winged eagle. This was one of the last true icons of airline branding left in the world. Created by Massimo Vignelli in 1967, it was everything a logo should be: elegantly simple, dignified, and instantly recognizable.

AA-classic-logo

The redesign features a U.S. flag motif tail, a faux-silver fuselage, and an entirely new logo that is so unspeakably ugly that it nearly brings tears to my eyes.

The logo — the trademark, the company emblem, to be reproduced on everything from stationery to boarding passes — is the heart of an airline’s graphic identity, around which everything else revolves. It has been said that the true test of a logo is this: can it be remembered and sketched, freehand and with reasonable accuracy, by a young child? The Pan Am globe, the Lufthansa crane, the Delta tricorn, Air New Zealand’s “Koru” and many others meet this criterion beautifully.

As did the AA emblem. Maybe they need a tweaking or two over time, but the template of such logos — the really good ones — remains essentially timeless. American Airlines had one of the really good ones. And if you’ve got something like that, you dispense with it at your peril.

I was at Kennedy Airport recently and had the opportunity to view several American Airlines jets — some in the old paintjob, others in the new one. I’m sorry, but there was nothing old or anachronistic looking about the AA emblem. It did not need to be “refreshed,” or “modernized,” as some have suggested. Particularly if you’re replacing it with something so utterly vapid.

What exactly is that new, Greyhound Bus-esque logo? It looks like a linoleum knife poking through a shower curtain. If it’s not the worst corporate trademark the airline business has ever seen, I don’t know what is. I can’t imagine a kid with crayons trying to sketch it. Why would anybody want to? It evokes nothing, it says nothing, it means nothing. It gives American Airlines all the look and feel of a bank or a credit card company. I cannot believe how awful a mark this is, and how anybody signed off on it I’ll never understand.

AA New Logo

Its uglier, even, than the hideous Horus head of the new EgyptAir. It’s uglier, even, than the “rising splotch” that Japan Airlines came up with a few years back to replace its beautiful tsurumaru — the circular, red and white crane/Rising Sun it had used since 1960 (and which, by the way, JAL has wisely resurrected).

I’m hardly the only person put off by the new branding. It was controversial from the start, and among those who hated it most were thousands of American’s own employees. Finally, last month, CEO Doug Parker put things to a vote, allowing the carrier’s employees to choose between the new look, or a quasi-retro design that incorporated both the old and new schemes.

AA livery options

By a margin of about 2,000 votes, of some 60,000 cast, workers chose to stay with the new look.

Parker says he is happy about the result. But if he got what he wanted, that’s probably because the vote was effectively rigged. Parker won by making the airplane’s tail the focus of the vote. This misses the point, because like it or hate it, the piano key tail isn’t really the problem. It’s the logo that’s the problem. Neither of the choices dealt with the linoleum knife. In fact, Parker’s retro design would have kept both logos in use — a ridiculous, half-baked appeasement that would have left the plane looking manic and jumbled. A company can’t have two logos.

The smarter compromise would have been, and should have been, to keep the new tail, but dispense immediately with the linoleum knife and put the “AA” on the fuselage, as shown below courtesy of yours truly and Photoshop. Had this option been put to a vote, I suspect it would have won by a healthy margin:

AA Livery How It Should Be

To be clear, I’m not arguing that American didn’t need a spruce-up. The striping and typeface were overdue for a revision, and livery changes are all but mandatory, it seems, when airlines exit bankruptcy. But I can live with the tail and with the faux-silver body paint. Doing away with the AA symbol, however, was a tragic and unspeakably bad call.

Each time one of American’s newly painted planes taxis past me, I wince.

 

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Q&A With the Pilot, Volume 5

AN OLD-TIMEY QUESTIONS AND ANSWERS SESSION.

Eons ago, in 2002, a column called Ask the Pilot, hosted by yours truly, started running in the online magazine Salon, in which I fielded reader-submitted questions about air travel. It’s a good idea, I think, to touch back now and then on the format that got this venerable enterprise started. It’s Ask the Pilot classic, if you will.

Q: Flying out of Pittsburgh the other day, about ten minutes after taking off, the pilots deployed the landing gear for about ten seconds, then retracted it again. Nothing was said over the PA. Why would they have done this?

The pilots may have had an indication of hot or overheated brakes. Brakes can heat up during taxi, and stay hot after takeoff. The checklist might call for momentary deployment of the landing gear to help them air-cool. Or, it might have been a landing gear door not in its proper position. Again, the checklist might call for “cycling” of the landing gear.

Neither of these things is especially urgent, which would explain why they waited until 15,000 feet. The first few minutes after takeoff are quite busy.

What’s not explained is why the crew didn’t say anything. I suspect a majority of passengers would realize that dropping and retracting the gear at 15,000 isn’t normal. A quick PA was due.

Q: Prior to landing, the pilots told us they’d be lowering the landing gear much earlier than usual in order to help burn off excess fuel. I had never experienced this before

This happens rarely, but it does happen. It sounds as though your plane may have been above its maximum landing weight for the runway in use. Perhaps the flying time turned out to be significantly shorter than planned. Or, maybe, due to weather or some such, the only available runway was a shorter one than expected. Your weight determines your landing speed, which in turn affects how much distance you need. The increase in drag from dropping the gear early would significantly increase fuel burn. It’s extremely wasteful, but it works.

Larger jets have fuel jettison capabilities, but that’s more for emergency returns, medical or mechanical diverts — that sort of thing. And some planes have exemptions that permit overweight landings up to a certain point, usually requiring a post-flight inspection.

Q: When we landed in Chicago, the pilots told us we were headed into the “penalty box” because there was no available gate. We pulled over, parked, and waited over an hour. What is this penalty box?

That’s just a playful term to describe some spot on the tarmac where, for whatever reason (ATC delay, occupied gate) you’re asked to sit. An airport might have a designated area used for the purpose. Or, more often than not, it’s just an improvised location. The other night at JFK we waited about 45 minutes for a gate to open; the ground controllers sequestered us on a quiet taxiway between two runways.

Q: Okay, we’re sitting in the penalty box and the crew says our gate isn’t available. Yet I clearly see one or more wide-open gates at the terminal. Why can’t we use one?

Yes, I know, this happens all the time. Occasionally you’ll be swapped into one of those open spots, but if not, it’s normally because other inbound flights have dibs on them. Once you start swapping parking spots around at the last minute, you put a lot of different parts in motion (baggage and cargo loading and unloading, and so on), which leads to screw-ups further along. And what time a flight is do out has a lot to do with which gate it needs to use on the way in. It’s a matrix. I’ve had conversations with the apron staff about this, and came away realizing it’s not as simple as it seems.

Keep in mind, too, that the gates you see out the window might belong to another carrier. In the U.S. most gate space is proprietary. American doesn’t use United’s gates, or vice-versa. Their facilities, and the personnel that run those facilities, are separate — unlike in other parts of the world, where gates and concourses often are shared.

Q: I was watching the ramp crew give hand signals to the pilots as a jet was pulling in to the gate. Some of the gestures were obvious, like the guy at the nose moving his batons closer together until they crossed, telling the plane to stop. But why did the same guy raise his arms and flash four finger, two or three times in rapid succession? What did that mean?

He was telling the pilots that the plane’s landing or taxi light was still on, and was perhaps shining in his face. The taxi lights are usually located on the nose gear strut, and we switch them off once we turn into the parking bay to avoid blinding the marshaler. Occasionally if there’s a lot activity or we’re busy looking outside, we forget.

EMAIL YOUR QUESTIONS TO patricksmith@askthepilot.com

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Portions of this post appeared previously in the magazine Salon.

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Happy Birthday to the (Second) Greatest Album of All Time

New Day Rising

 

IT WAS DECEMBER 30th, 1984, and Hüsker Dü were in from Minnesota again. They’d just wrapped up a show at a small auditorium in Concord, Massachusetts, and a small group of us were backstage talking to guitarist Bob Mould and drummer Grant Hart — the band’s co-vocalists and songwriters. A brand new album was due to hit the stores in only a week or two, and we all wanted to know: what was it going to sound like?

Zen Arcade had come out that past summer, and the indie rock world was still trying to absorb it. “Experimental” isn’t quite the right word, but Zen had played fast and loose with the boundaries of what punk rock, for lack of a better term, was supposed to sound like, bringing in acoustic guitar, piano, and a range of psychedelic effects. The upcoming project, it stood to reason, would take things ever further, would it not? Somebody — maybe it was me — brought this up.

“No way!” laughed Hart.

“Not at all,” added Mould. “This album is more like Land Speed Record than Zen Arcade!”

Land Speed, from way back in 1981, was a thrashy collection of quasi-hardcore songs played at nearly supersonic speed. Mould was being tongue-in-cheek — the album wouldn’t sound anything like Land Speed — but just the same he was dropping a hint: this wouldn’t be a record for the squeamish.

It was called New Day Rising — a remarkable fifteen-song LP that would wake the country from its winter freeze in January of ’85. There is nothing subtle or subdued about this album. There are no touchy-feely instrumentals, no acoustic time-outs — enjoyable as those things were on Zen. Sure, the melodies and catchy choruses are there beneath it all, in typical Hüsker fashion, but New Day Rising is power from start to finish; forty fearless minutes of ferocious exuberance.

I’m not going to argue that Zen Arcade isn’t the better or more important album. It’s all the things the pundits have called it from the start: monumental, groundbreaking, a reevaluation of everything we thought punk rock could or should be. It’s a masterpiece. But almost too much of one, moody and broody at times, and a little too — what’s the way to put it? — serious. New Day is the brasher and looser album, with Mould and Hart clearing out the pipes, with nothing left to prove and absolutely hitting their strides. It is, if nothing else, the most supremely confident-sounding album of all time.

And it’s made all the more so through a daring, some might say controversial sound mix. There’s a very particular sound to this album — a treble-heavy mix that is like nothing before or since, in which every song is enveloped in a fuzzy, fizzing, needles-pegged curtain of sound. Many people — including the band members themselves, reportedly — have always rued this peculiar mix, but to me it’s the ideal vehicle for the group’s sound. Here is the “Hüsker buzz,” as I call it, naked and cranked to eleven. (What I wouldn’t give to hear some of the cuts from Zen Arcade or Flip Your Wig remixed like this.) The style is “hot” in soundboard lingo, but to me it has a crystalline, sub-zero quality: it sounds like ice. The songs are as melodically solid as any top-40 hits of the time, but all whipped up in a great Minnesota blizzard.

Greg Norton, Grant Hart, and Bob Mould, in 1984.
Photo by Naomi Petersen.

First time listeners will know exactly what I mean within the first ten seconds of the title cut. “New Day Rising,” the song, begins with a lead-in of anxious drumming — Hart pounding away, as if to say “Let’s this this fucking thing started!” — and then comes the crescendo, a guitar-blast crashing over you in a huge squalling wave: equally furious and melodic; chaotic yet strangely orchestral. It’s a breathtaking opening and the perfect pace-setter for the rest of the record. (Robert “Addicted to Love” Palmer once found it a compelling enough song to cover.)Next up Hart’s “Girl Who Lives on Heaven Hill.” There’s something sour and vaguely out of tune about this song that for years I could never get past. Until one day it hit me: it’s supposed to be like that. Hart takes the all the nicety and sing-songy pleasures of “It’s Not Funny Anymore” or “Pink Turns to Blue” — songs that are almost too easy to like — and twists and bends and sets fire to it. Then, between the second and third stanzas, Mould comes in with a guitar solo that tears the rest of it — along with your eardrums — to pieces. It’s a haunting, mesmerizing, and a little bit frightening three minutes.

The third cut is Mould’s “I Apologize.” This is arguably the best song he ever wrote, perhaps outclassed only by the “Eight Miles High” cover, or by “Chartered Trips” from side one of Zen Arcade. Here is the song Green Day and its ilk only wish they could have made: poppy and powerful, but without the slightest hint of heavy metal pretension. And is it just me, or you can you almost hear Michael Stipe singing this one? The chorus is uncannily infectious in the style of old REM songs of the same era. It’s as if you took a song like “South Central Rain” and split every atom of it: all that sweet Georgia lilac exploded into a sort of nuclear ice storm. (Putting Hüsker Dü and REM in the same sentence might seem incongruous, but it’s not by accident that they once toured together.)  Listen to “I Apologize” here. Don’t skip the final fifteen seconds, and play it loud.

Further along is one of the great sleepers in the Hüsker Dü canon: Mould’s “Perfect Example.” This is the record’s only true “slow” moment — the band’s idea of a tearjerker. It closes out side one, sung by Mould in a kind of passive-aggressive whisper, with Hart (barefoot no doubt, as he always played) double-thumping the bass drum in perfect synchronicity to a human heartbeat. The song clashes to a close on the word “perfect.” Had the album ended right there, already it’d be a classic. Except that’s only the first side.

Although only two of the cuts are his, Grant Hart effectively owns side two. This is by virtue of “Terms of Psychic Warfare” and “Books About UFOs,” both of which are unforgettable. Listen to “Terms of Psychic Warfare” here, with its signature bass riff and beautifully cascading vocals.

The better one, though, is “Books About UFO.” Equal parts deafening, frenetic, melodic and catchy, the track is backed with piano. From any other band, in any other context, this effect would probably sound gimmicky. Not so here. Indeed, it’s almost as if this song were written for piano from the start. “For all the speed and clamor of their music,” the music journalist Michael Azerrad once wrote, “Hüsker Dü was perhaps the first post-hardcore band of its generation to write songs that could withstand the classic acid test of being played on acoustic guitar.” That’s an excellent point, but the heck with that, I want to hear Grant playing an all piano version of “Books About UFOs.”

“I’d also recorded a slide guitar on ‘Girl Who lives on Heaven Hill,'” Grant Hart remembers. “But when I showed up after that session, Spot [the album’s co-engineer] and Bob issued an ultimatum: either the piano goes from ‘UFOs’ or the guitar goes from ‘Heaven Hill.’ After stating my case, which was ‘what does one have to do with the other?’ I relented and said if one had to go, let it be the slide guitar.

Probably the right decision. “UFOs” is one of the most furiously pretty, and downright interesting songs you’ll ever hear.

Norton, Hart, and Mould.
Photo by Daniel Corrigan.

To the end, Hart, who passed away in 2016, held some strong resentment against the way Spot, who’d been sent to Minneapolis from Los Angeles by SST Records to oversee the project, handled his duties. Spot shared the engineering tasks with the band members and their longtime collaborator Steve Fjelstad, but as Hart once explained it, “SST decided that we were not to be the masters of our own destiny, and sent Spot to babysit/spy/sabotage our record. He did not give Steve Fjelstad the respect he deserved, treating him as an assistant.””Another thing I remember,” said Hart, “was not being allowed to make my own choices as far as re-doing vocals that I thought I could better. On ‘Heaven Hill’ you could hear the sound of some lumber, that had in been in the booth during remodeling, falling to the floor!”

Well, all of that aside, it’s tough to have too much issue with the finished product.

The album comes to an end with the charging, spiraling, sonic immolation of Bob Mould’s “Plans I Make.” Fasten your seatbelts for this one. It’s not the jammy, psychedelic marathon of “Reoccurring Dreams,” the 14-minute instrumental that closes Zen Arcade, but it’s a wringer, an earsplitter that, when it finally crunches to its conclusion, leaves the listener with no choice but to sit spellbound for a time.

If it seems like only yesterday that I was writing about the 30th anniversary of Zen Arcade, which had been released in June of 1984. It’s fascinating testament to Hüsker Dü’s talent and tireless work ethic that two such brilliant albums could have been released within a mere seven months of each other. And these were bookended, I should add, by two other highly impressive records — Metal Circus and Flip Your Wig, from October of ’83 and September of ’85 respectively. A spectacular four-record punch in a span of under two years.

And if forced to choose, I’d say New Day Rising sits the pinnacle of that run. This is Hüsker Dü at the very apex of its career, and one of the finest moments in the whole history of what used to be called underground rock.

Meanwhile, unless I’ve missed something, none of the big music magazines or websites gave New Day so much as a mention on its 20th, 15th, or 30th birthdays. For that matter, do younger music fans have any sense of what the 1980s truly were like? This was the richest and most innovative period in the whole history of independent music, but rarely is it acknowledged as such. As popular culture has it, serious rock music skipped the 80s entirely. When pundits do take the decade seriously, we tend to see the same names over and over. It’s both frustrating and unjustified that Hüsker Dü never developed the same posthumous cachet that others of their era did. Like the Replacements, for example, or Sonic Youth. Hüsker Dü could run circles around either of those two, but never became “cool” in quite the same way.

I suppose it’s due to a total absence of what you might call sex appeal? To say that Hüsker Dü never cultivated any sort of image, in the usual manner of rock bands, is putting it mildly. For one, they never looked the part. These were big, sweaty, chain-smoking guys who, it often seemed, hadn’t shaved or showered in a while. Norton, trimmest and most dapper of the threesome, wore a handlebar mustache many years before such things were trendy among hipsters. It wasn’t cool; it was odd. And not until their eighth and final album that the band include a photo of itself on an album cover (the scratched-out images on Zen Arcade notwithstanding).

This modesty, for lack of a better description, was for some of us a part of what made Hüsker Dü so special. But it has hurt them, I think, in the long run.

The idea that the Replacements (much as I loved their debut album, which I consider the best garage-rock record of all time, and which includes a shout-out called “Somethin’to Dü”) were in any way a better or more influential band than Hüsker Dü is too absurd to entertain. Meanwhile the beatification of Sonic Youth, maybe the most overrated outfit of the last forty years, goes on and on. Not long ago Kim Gordon got a profile in the New Yorker. I’m still waiting for one of the writers there to devote a story to Bob Mould.

Or better yet, to Grant Hart. Twenty-five years, more or less, that’s how long it took me, to realize that it was Grant, not Bob, who was the more indispensable songwriter and who leaves the richer legacy. In the old days it was trendy to claim that Grant was the real genius behind Hüsker Dü. You’d be at a party and some asshole would say, “Those guys would be nothing without that drummer.” I’d always scoff that off. The mechanics of the band, for one, made it difficult to accept: Grant was the drummer, after all, and drummers are never the stars. And there was Bob, right at the front of the stage with that iconic Flying-V. But those assholes were on to something.

That shouldn’t be an insult to Mould. Not any more than saying Lennon was a better songwriter than McCartney. Both were brilliant. But when I flip through the Hüsker canon, I can’t help giving Hart the edge. There’s a soulfulness to his songs sets them apart. They’re not necessarily “better” so much as they resonate in a different and deeper way. On New Day Rising, Mould gave us “I Apologize” and “Celebrated Summer.” But Hart gave us “Terms of Psychic Warfare” and “Books About UFOs.” On earlier records it was “It’s Not Funny Anymore,” “Diane,” “Pink Turns to Blue,” the list goes on. Hart’s “She’s a Woman (And Now He is a Man”) from the often intolerable Warehouse album is, to me, a classic sleeper and the most under-appreciated Hüsker song of them all.

His solo work, too, was at least as robust as that of Mould. Songs like “The Main” and “The Last Days of Pompeii” are as good or better than anything Mould has given us post-Hüsker. But while Mould went on to some notoriety and commercial success, Hart labored in comparative obscurity. This was always irritating and unfair.

But Grant, maybe, was all right with this. “I have always based my movements on those of fugitives or criminals,” he once said to me. “The less attention you attract, the freer you remain! I wish to be an artist, not a celebrity.”

 

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Now and Zen. The Greatest Album of All Time Turns 40

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Zen Arcade at 40

Zen Arcade cover

 

HüSKER Dü WERE A TRIO from Minneapolis. Guitarist Bob Mould and drummer Grant Hart sang and wrote the songs. Greg Norton played bass guitar and chipped in on vocals.

A punk band, you would have to call them, as throughout the early and mid-1980s they toured and recorded primarily within that realm. At heart, though, they were always something else. “Hüsker Dü seemingly defined the punk ethos,” wrote Terry Katzmann, one of the band’s longtime friends once put it, “without necessarily embracing or endorsing it.” Perfectly put.

The band could play louder and faster than anyone alive. When this got constraining, they’d bring in 60s-style pop hooks, psychedelia, heavy metal. Often at once, which to me is the kernel of what made them great. They were never powerful or something else. They were both, everything, all at the same time.

This blending of styles alienated many of the more orthodox fans within the punk scene. It also won the acclaim of many more, and it’s by no means a stretch to consider Hüsker Dü one of the most influential acts ever to emerge from the American underground.

Before its stormy demise in late 1987, the band would release six full-length albums, two EPs, and a catalog of singles and extras. But the pinnacle of all that output was Zen Arcade, first delivered to stores in July, 1984, by California-based SST records.

I remember the day I bought it. Newbury Comics — the one on Newbury Street — on a midweek afternoon, sunny and hot. I was eighteen years-old.

We knew there was an album coming coming out, but weren’t sure when, exactly, it would hit the racks. In these pre-Internet times, news of such things was always unclear and came sporadically, delivered by college radio or gleaned through your network of friends. Sometimes it was a paper flyer glued to a mailbox or tacked to a record shop bulletin board. Nobody was a bigger Hüsker Dü fan than I was, but this latest album, due in the stores at any moment — I didn’t even know the title.

Suddenly there it was, on a rack up front. It was called Zen Arcade, whatever the heck that meant. I picked it up and, hey, what’s this, it’s a double album! As a teenage punk rocker weaned on Black Flag and Minor Threat, with a rather one-dimensional appreciation for music, the very weight of the thing, together with the heady title and the washed-over, almost Impressionist cover art was intimidating. It seemed so arty and grown-up. It also made me curious. What was this strange record?

What it was, and what it remains almost forty years later, is the greatest indie-rock album of all time — if not, in my extraordinarily biased opinion, the greatest rock album, period.

“The most important and relevant double album to be released since the Beatles’ White Album,” bragged SST’s own press release. There was some confidence for you, to say the least, when you consider the world of underground music in 1984. This was not only an obscure band, but an entire musical domain that existed far below the mainstream waterline. Then as now, the idea of comparing a little-known indie band to the Beatles seemed at best pretentious and at worst totally absurd.

Was it?

Twenty-three songs is a lot of music, but this is one the rare two-record sets that isn’t bogged down by its own overreaching or conceit. The scourge of most double LPs, back when there was such a thing, is they went on for too long — padded with live cuts, covers, and extras (heck even London Calling has its throw-aways). There’s no filler in Zen Arcade. Each and every song, from the shortest (44 seconds) to the longest (14 minutes), belongs exactly in its place.

Yes, that includes “The Tooth Fairy and the Princess.” The longest-named song on the record is probably the most easily dismissed. But it’s a clever little tempest of a song, littered with switchbacks and melodic explosions.

The album is best savored not as a CD — and for heaven’s sake not as a download — but in the old, cardboard-and-vinyl package. That’s a quintessentially record-snobbish thing to say, but unavoidable in this case, where each of the four sides is a distinct chapter with its own temperature and architecture.

Greg Norton, Grant Hart, and Bob Mould, circa 1984.
Photo by Naomi Petersen.

Side one gets going without the slightest fuss, with the snap and kick of Bob Mould’s “Something I Learned Today,” eventually winding down with “Hare Krsna,” a booming, tambourine-backed instrumental (mostly).

The first time I heard “Hare Krsna,” sizzling over the stereo in a Boston area record shop not long after the album’s release, I remember the young clerk furrowing his brow, looking up toward the speakers and saying, “Somebody needs to write a dissertation about this song.” I couldn’t care less if they were plagiarizing a Bo Diddley riff; “Hare Krsna” is a mesmerizing, three-and-a-half minute cyclone of melodic chaos that still gives me the chills. Listen to Mould hitting the strings at time 0:44.

Side one alone is unforgettable. And there are three more to go. This is the ultimate workhorse album from the ultimate workhorse band, one so rich with sonic nooks and crannies that an in-depth listen leaves you not only battling tinnitus, but tired. So many changes from fast to slow, hard to soft, love to hate, all in perfect working sequence. And each side-break is a perfectly placed respite. I can’t think of a more brilliantly arranged opus than Zen Arcade. “The closest hardcore punk will ever get to an opera,” wrote David Fricke of Rolling Stone.

Indeed, this is a proverbial concept album — a musical story, in the spirit of the Who’s Tommy, allegedly describing the journey and tribulations of a young man. He leaves home, maybe joins a cult, maybe joins the Army…whatever. Alt-rock historians love reminding us about this, but you’re free to ignore it. Any lyrical backstory is incidental to the record’s impressiveness.

You’ll find a gamut of effects: acoustic guitar, chairs being thrown, waves breaking, whispers and chants. There’s even the breezy piano of “Monday Will Never be the Same.” (If Ken Burns ever directs a documentary about the history of alt-rock, the tinkling of “Monday” needs to be its backing theme.) Such eclectics are brave, maybe, for what was supposedly a punk album, but they never become maudlin or melodramatic. If you think today’s co-opted rockers are clever with the tempo card, shifting from tough to tender, check out Grant Hart’s “Never Talking to You Again,” a sing-along from side one done entirely in 12-string acoustic. “Heartfelt” is the word that jumps to mind, but it’s not the syrupy strum you’d hear nowadays. The song is biting and sharp — an attack. Ditto for “Standing By the Sea,” with Hart’s cathartic bellows set against bassist Greg Norton’s eerie thrum and the soothe of a crashing surf.

Back in ’84, the rock critic Robert Christgau chose Hart’s “Turn On the News,” from side four, as his “song of the year.” Christgau said many flattering things about Hüsker Dü, but that one was the gimmie pick, like saying the Concorde is your favorite airplane. It’s an easy song to like, but an even easier one to outgrow. If the album has a best song, it’s probably Bob Mould’s neo-pscychedelic “Chartered Trips,” the fourth cut off side one. (“Trips” is almost Mould’s single greatest work, topped only by his spectacular rendition of the Byrds’ “Eight Miles High,” released as a single just prior to Zen Arcade.)

Runner-up would be Hart’s “Pink Turns to Blue,” from side three. Officially the credits for this one list both Mould and Hart, but really this is Grant’s piece. He took all the hook and melody of his earlier masterpiece, “It’s Not Funny Anymore,” and sandblasted it into a haunting anthem of love, drugs, and death. The song is simply gorgeous — and a little bit terrifying. Score it ahead of “Chartered Trips” if you want. I’m not going to argue.

September, 1984, in the dressing room at the Channel.  
Boston Rock magazine.

“Pink Turns to Blue” follows “One Step at a Time,” a brief piano time-out that, as much as anything else, allows the listener to catch his or her breath. The pregnant pause between the last note of “One Step” and the opening chord of “Pink” is like those one or two seconds between a lightning bolt and a thunderclap, and is one of the record’s strongest moments. It reminds me of the similarly unforgettable transition into “Sweet Jane” on the Velvet Underground’s Loaded album.

Before going further, I’m aware how this favorite songs thing can turn tedious pretty quickly. Grant Hart himself once offered a disclaimer: “People will always embrace different songs for different reasons,” he told me. “A song that might seem terrible filler, serving only to move the story along, will be someone’s favorite on the album. Bob and I were both responsible for those kind of songs.” Of my beloved “Hare Krsna” Grant claims that he was merely “furthering the story without adding much musically.” Hart felt similarly about some of Mould’s thrashier and more “hardcore” material.

To his point, not all of the album is easy to like and, depending on your ear and level of patience, the value of certain songs might not reveal itself for some time. For me it was twenty years before the first four songs from side two (Mould at his most furious) finally clicked. They’d always been so noisy and formless. Suddenly they weren’t. This was partly a context thing, maybe: the album, like wine, getting better not despite its age, but because of it. It took the overall shittiness of music in the 21st century to underscore the greatness of cuts like “Pride” and “The Biggest Lie” — mere footnotes in 1984. They’re awesome songs, at once explosive and subtle, but buried amidst so many other and perhaps better choices, that even the band’s most devoted fans tend to skip them over.

Similarly it was decades before I learned to appreciate “Broken Home, Broken Heart,” the second song on the album, for the gem that it is, tucked anonymously between “Something I Learned Today” and Hart’s “Never Talking to You Again,” with Norton’s bass stealing the show. And that a supposed punk rock album could jump from the fury of “Broken Home” to the acoustic beauty of “Never Talking”, without so much as a flinch, was a watershed in American music.

Though not entirely a surprise. Even at breakneck velocity there always was something ineffably refined and just, well, different about Hüsker Dü. If pressed to explain, one might break out 1982’s Everything Falls Apart EP. Amidst side one’s hypsersonic avalanche is Hart’s cover of Donovan’s 1966 hit, “Sunshine Superman.” Playful, perhaps, on the face of it, until you hear how un-ironic the remake is, without a note’s worth of smirk or parody. This wasn’t a joke.

Later, on his solo tours, Bob Mould would often play acoustic versions of some of the hardest and fastest Hüsker Dü songs — cuts like “In a Free Land” or “Celebrated Summer” — and the results were startlingly pretty. That’s just not going to work if you’re Black Flag, the Dead Kennedys or Bad Brains. Or Nirvana. Run even the noisiest Hüsker song through a centrifuge and something elegant reveals itself.

Concert flyer, Boston, 1984.   Author’s Collection.

With its blend of hippie love and hard rock thunder, Zen Arcade would, in a way, finish the job that the Velvet Underground and even the Beatles had tinkered with earlier. But while the blending of power/pop extremes was nothing new, the Hüskers pulled it off in a way that was never gimmicky (not until their lazy cover of “Love is All Around,” the Mary Tyler Moore Show theme, in 1986), and, most remarkably, did so on such terrain –- the American hardcore punk scene –- where nobody expected it or even believed it possible.

“A strenuous refutation of hardcore orthodoxy,” as Michael Azerrad puts it in his book, Our Band Could Be Your Life: Scenes from the American Indie Underground, 1981-1991.Zen Arcade was the final word on the [punk rock] genre, a scorching of musical earth. The album wasn’t only about Hüsker Dü coming of age — it was about an entire musical movement coming of age.”

Zen Arcade is the album Nirvana and its contemporaries only wish they could have made: intelligent, clamorous, and hashing out more torment and passion in four sides than all the grungers and headbangers since. All without a hint of heavy metal pretension: to think anyone could concoct a fourteen-minute bombast of guitar leads and layered distortion — “Reoccurring Dreams,” side four — and have it not come out self-indulgently.

All right, maybe it’s a little self-indulgent. But listen carefully enough and you’ll learn that “Dreams” can be parsed into six or seven subsections, each of them breaking through to the next, right in the nick of time. The song is long, but never wears out its welcome. It belongs there, in its entirety. An epic album deserves an epic close.

And when the 40-second whine at the end of “Dreams” is at last pinched off, the album burning to a close in a congealed, numbing squeal, the silence that follows is palpable, as dramatic as any of record’s loudest moments. Only then, as your senses regain their composure, is it apparent that your notions of punk rock are changed forever.

But not everybody, however — not even Grant Hart — has openly accepted such lavish praise. Hart once described Zen as the album that fans “tend to wear on their sleeves.” Did he mean people like me? Have I been too sentimentally fond of it for some reason?

“The impact of Zen Arcade on the Zeitgeist is hilarious to me,” said Grant. “Hilarious in the almost alchemical-mechanical way it has been embraced by true music fans and hipster-flipsters alike. When somebody states that Zen is their favorite LP, I get the notion to ask why. As we move further from the time it was released, it seems I get more honest answers.”

My honest answer is that I like it the best because it sounds the best, and by the sum of its parts it is the best. And for the record, Zen Arcade is not my “favorite” Husker Dü LP. New Day Rising is my “favorite” Husker Dü LP. But that’s getting personal. When you look at it objectively, Zen is the better and more profound of the two.

Norton, Hart, Mould, circa 1983. Photo by Daniel Corrigan.

Norton, Hart, Mould, circa 1983.
Photo by Daniel Corrigan.

Hüsker Dü were nothing if not prolific. A mere six months after Zen Arcade came New Day Rising, which woke the country from its winter freeze in January, 1985. These are two best albums of the 1980s, and they appeared within six months of each other!

Eight month’s after that came “Flip Your Wig,” the band’s last album before signing with a major label. Flip suffers from terrible production but is nonetheless memorable, highlighted by Hart’s pièce de résistance, “Keep Hanging On.” Prior to Zen, meanwhile, was Metal Circus, a brilliant seven-song EP from 1983. Together, these four records represent, easily, the most potent 1-2-3-4 punch in the annals of indie music. All released in the astonishing space of less than two years. That’s simply incredible.

In 1986 and 1987, having moved from SST to Warner Brothers, Hüsker Dü released two disappointing and anticlimactic albums,”Candy Apple Gray” and “Warehouse: Songs and Stories.” I’m unsure which of these two records annoys me more, but neither, really, has much place in this conversation. “Candy Apple Grey” does well at the start and finish — I’ve always loved the gothic guitar squall of the opener, “Crystal,” as well as the closer, “All This I’ve Done For You” — but the rest is flyover country, including Bob Mould’s abominable “Too Far Down,” which has to be the ugliest song he ever recorded.

With Warehouse, it’s as if they took Zen Arcade placed it on a table in front of them and said, “Okay how can we ruin this?” Like Zen Arcade, it’s a double LP. Unlike Zen Arcade, it’s bloated with filler. I’ll always love “Back From Somewhere” and “She’s a Woman (and Now He Is a Man),” but the plodding, uninspired likes of “Ice Cold Ice,” “You’re a Soldier,” and too many others, anchor this one at the bottom of the Hüsker canon.

Bob and Grant had their power struggles, but as a songwriting tandem their talents were wonderfully complementary — think Strummer and Jones, or McCartney and Lennon. This was much of what made the band so great. By the time “Warehouse” warbles to a close, clearly this synchronicity is unraveling. Hart, at least, holds his own on this record, while Mould’s songs are overextended and lazy. Depressing as it was, you could say that Hüsker Dü broke up exactly when it needed to.

Meanwhile, unless I’ve missed something, none of the big music magazines or websites gave Zen Arcade so much as a mention on its 20th, 15th, or 30th birthdays. Some years ago Spin awarded it the number four spot on its ranking of the hundred best-ever “alternative” records, and Rolling Stone, in a manic best-of-the-80s list, once gave it lip service at number 33. But what since then? Instead we have bands like Green Day winning Grammys.

Husker Du "Four Seasons" Collage

For that matter, do younger music fans have any sense of what the 1980s truly were like? This was the richest and most innovative period in the whole history of independent music, but rarely is it acknowledged as such. As popular culture has it, serious rock music skipped the 80s entirely. When pundits do take the decade seriously, we tend to see the same names over and over. It’s both frustrating and unjustified that Hüsker Dü never developed the same posthumous cachet that others of their era did. Like the Replacements, for example, or Sonic Youth. Hüsker Dü could run circles around either of those two, but never became “cool” in quite the same way.

I suppose it’s due to an absence of what you might call sex appeal. To say that Hüsker Dü never cultivated any sort of image, in the usual manner of rock bands, is putting it mildly. For one, they never looked the part. These were big, sweaty, chain-smoking guys who, it often seemed, hadn’t shaved or showered in a while. Norton, trimmest and most dapper of the threesome, wore a handlebar mustache many years before such things were trendy among hipsters. It wasn’t cool; it was odd. And not until their eighth and final album did the band included a photo of itself on an album cover (the scratched-out images on Zen Arcade notwithstanding). It was a small, back-cover pic that almost feels like an afterthought, or something the record company made them do.

This modesty, for lack of a better description, was for some of us a part of what made Hüsker Dü so special. But it has hurt them, I think, in the long run. (As has the fact that only the band’s final two albums are available on iTunes. But that’s another story.)

The idea that the Replacements (much as I loved their debut album, which I consider the best garage-rock record of all time, and which includes a shout-out called “Somethin’to Dü”) were in any way a better or more influential band than Hüsker Dü is too absurd to entertain. Meanwhile the beatification of Sonic Youth, maybe the most overrated outfit of the last forty years, goes on and on. Not long ago Kim Gordon got a profile in the New Yorker. I’m still waiting for one of the writers there to devote a story to Bob Mould.

Or better yet, to Grant Hart. Twenty-five years, more or less, that’s how long it took me, to realize that it was Grant, not Bob, who was the more indispensable songwriter and who leaves the richer legacy. In the old days it was trendy to claim that Grant was the real genius behind Hüsker Dü. You’d be at a party and some asshole would say, “Those guys would be nothing without that drummer.” I’d always scoff that off. The mechanics of the band, for one, made it difficult to accept: Grant was the drummer, after all, and drummers are never the stars. Meanwhile there was Bob, right at the front of the stage with that iconic Flying-V. But those assholes were on to something.

That shouldn’t be an insult to Mould. Not any more than saying John Lennon was a better songwriter than Paul McCartney. Both were brilliant. But when I flip through the Hüsker canon, I can’t help giving Hart the edge. On New Day Rising, for instance, Mould gave us “I Apologize” and “Celebrated Summer.” But Hart gave us “Terms of Psychic Warfare” and “Books About UFOs,” two of the most electrifying songs of the 80s. “It’s Not Funny Anymore,” “Diane,” “Pink Turns to Blue,” the list goes on. Hart’s “She’s a Woman (And Now He is a Man”) from the often intolerable Warehouse album is, to me, a classic sleeper and the most under-appreciated Hüsker song of them all.

His solo work, too, was at least as robust as that of Mould. Songs like “The Main” and “The Last Days of Pompeii” are as good or better than anything Mould has given us post-Hüsker. But while Mould went on to some notoriety and commercial success, Hart labored in comparative obscurity. This was always irritating and unfair.

But Grant, maybe, was all right with this. “I have always based my movements on those of fugitives or criminals,” he once said to me. “The less attention you attract, the freer you remain! I wish to be an artist, not a celebrity.”

Hüsker Dü in 1986.   Photo by Daniel Corrigan.

Related Story:

HAPPY BIRTHDAY TO THE (SECOND) GREATEST ALBUM OF ALL TIME

POSTSCRIPT, ASTERISKS AND MISCELLANY…

Grant Hart died in September, 2017. A few years ago, filmmaker Gorman Bechard released a movie about him. “Every Everything” is 93 minutes of Grant — and only Grant — proving himself to be one of the more oddly captivating storytellers you’ll ever have the pleasure of listening to.

Bechard had previously interviewed Grant for “Color Me Obsessed,” his film about The Replacements, and was taken with him. “Grant is one of the most influential musicians ever,” said Bechard at the time. “Beyond that, he’s as smart and funny as anyone on the planet.”

You may not be familiar with Hart, but he was among the most important songwriters of our time, and “Every Everything” is a brave and absolutely necessary tribute to one of the unsung heroes of modern music. Click the picture for more info…

Every Everything

— The one song I would probably have pruned from Zen Arcade is “Dreams Reoccurring,” the noisy little instrumental from side one. You’ve got the fourteen-minute version later on; do we really need this miniature version too? And the fact that “Indecision Time” isn’t so great either… it creates kind of a dead spot on the first side. In its place I’d have put “Some Kind of Fun,” one of the outtakes.

— The greatest concert I ever attended was an impromptu Husker show at a place called Harvey Wheeler Hall, in Concord, Massachusetts, on December 30th, 1984. It was a last-minute gig arranged by David Savoy, a Concord native who also was the band’s manager at the time (and whose suicide a few years later was partly responsible for its breakup). There was no stage; the band set up on the floor of what, in my memory, was a simple classroom. There were fewer than a hundred people there, and we stood or sat cross-legged. The set ended when Grant cut his finger on a cracked drumstick during a cover of the Beatles’ “Ticket to Ride.” My best friend at the time, Mark McKay (who later became the drummer for the post-hardcore band Slapshot), gave him a band-aid. When it was over we went backstage, as it were, and chatted a while with the band.

— A few years ago, Paul Hilcoff, the curator of the painfully exhaustive Hüsker Dü fan site, mailed me a compact disc recording of that entire concert. I had no idea there was one. What a startling feeling it is to discover, many years on, that a recording exists of one of your most cherished memories. Except, the CD still sits on my bookshelf, as yet unlistened-to. One of these days I’ll summon up the courage to actually play it. Listening to that recording, provided I’ve got the emotional muster, will be the closest I ever get to time travel.

— I once played Frisbee with Bob Mould. June 21, 1984, it was, prior to a show in Easthampton Massachusetts. There were four of us playing: me, Bob, a local Boston fanzine writer named Al Quint, and the aforementioned McKay.

— I once got to meet and shake hands with Bob Mould’s parents. It was that same summer of ’84, in Rhode Island. Mom and dad were touring the country, stopping in on the band’s performances. Bob himself introduced me to them.

— Greg Norton once sat patiently backstage while I peppered him with inane questions for a fanzine article I was writing.

— It was Grant, though, who was always the friendliest and most approachable of the three. I remember a night, between sets down at The Living Room in Providence, chatting with him in the parking lot. He was snacking on slices of cheese, when a stray dog came ambling over. Grant shared his cheese with the dog, holding up small bits of it, ever higher, making the dog jump for them.

— That was the same show in which Mould, rushing toward the stage for an encore, smashed his head against a ceiling rafter so hard that you could hear it from the parking lot. I have a feeling he remembers that.

 

GREATEST HITS, MOULD:

1. Eight Miles High (single)
2. Chartered Trips (Zen Arcade)
3. I Apologize (New Day Rising)
4. Gravity (Everything Falls Apart)
5. Crystal (Candy Apple Grey)
6. Real World (Metal Circus)
7. Makes No Sense at All (Flip Your Wig)
8. Celebrated Summer (New Day Rising)
9. Perfect Example (New Day Rising)
10. All This I’ve Done For You (Candy Apple Grey)

GREATEST HITS, HART:

1. Keep Hanging On (Flip Your Wig)
2. Terms of Psychic Warfare (New Day Rising)
3. Pink Turns to Blue (Zen Arcade)
4. Books About UFOs (New Day Rising)
5. It’s Not Funny Anymore (Metal Circus)
6. She’s a Woman [And Now he is a Man] (Warehouse: Songs and Stories)
7. Standing by the Sea (Zen Arcade)
8. Diane (Metal Circus)
9. The Girl Who Lives on Heaven Hill (New Day Rising)
10. Sunshine Superman (Everything Falls Apart)

 

Now if you’ve stayed with me this far, chances are you’re a pretty big Hüsker fan who won’t mind if I push things an obsessive step further. For you I present the following addendum. You’ve been warned:

I was looking at some photos of Hüsker Dü in their heyday, circa ’84 or ’85. These guys were, to put it one way, well-fed. Greg always kept himself trim and dapper, but Bob and Grant weren’t going hungry, that’s for sure.

It’s only fair, then, that we should revisit the Hüsker discography, making note of various song titles as they should have appeared. That is, with a gastronomical theme…

There’s little on Land Speed Record or Everything Falls Apart to cook with, so let’s start with Metal Circus. Here, Bob sets the table with “MEAL WORLD,” then takes his place in the “LUNCHLINE.” Grant tells us “I’M NOT HUNGRY ANYMORE,” but later opts for some delicious “STEAK DIANE.”

Zen Arcade is a veritable buffet line of fatty faves: Bob cooks up some “CHARRED TIPS.” Later he orders some “PRIME” down at the “NEWEST EATERY.” He’s got a sweet tooth for “THE BIGGEST PIE.” Alas, it’s a “BROKEN COOKIE, BROKEN HEART.” Grant warns that he’s “NEVER COOKING FOR YOU AGAIN,” yet later we find him “STANDING BY THE STOVE,” dreaming of that moment when “BEEF TURNS TO STEW” (“…waiters placing, gently placing, napkins round her plate.”) This is a very long album, and indigestion sets in by the end of side four, closing with the epic, flatulent jam, “REOCCURRING BEANS.”

Prior to Zen Arcade, you might remember, came the Huskers’ famous 7-inch single — its cover of the Byrds’ — or is it Birds’ — classic, “EGGS PILED HIGH.”

On New Day Rising, Grant tells us about “THE GIRL WHO WORKS AT THE BAR & GRILL,” followed on side two by the sugary “BOOKS ABOUT OREOS.” Bob serves up a “CELEBRATED SUPPER.”

Flip Your Wig is, let’s just say, a little thin, though Grant gives us a cooking lesson with “FLEXIBLE FRYER.”

On Candy Apple Pie… er, Gray … again its Grant with the big appetite. His two meaty singles are, “DON’T WANT TO KNOW IF YOU’RE HUNGRY,” and “HUNGRY SOMEHOW.”

The band’s final course is the delectable double LP: Steakhouse: Songs and Stories. Bob sings of “THESE IMPORTED BEERS,” before going gourmet on the plaintive “BED OF SNAILS.” Alas, he has “NO (DINNER) RESERVATIONS.” Grant snacks on some “CHARITY, CHASTITY, PEANUTS AND COKE,” and reminds us that “YOU CAN COOK AT HOME.”

 

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Cockpit Confidential

 

Patrick Smith and Sourcebooks are proud to announce publication of the second edition of

Cockpit Confidential:
Everything You Need to Know About Air Travel.
Questions, Answers & Reflections

NOW A NEW YORK TIMES BESTSELLER

The original version of Cockpit Confidential was published in 2013. Suffice it to say the world of air travel has seen major changes since then. All seven chapters have been updated, revised, and in some cases totally rewritten. Approximately 20 percent of the text is all-new.

“Brilliant is the word that applies. A book to be savored and passed to friends.”
— William Langeweische, Vanity Fair

A wry, thoughtful, and at times provocative look into the confounding world of commercial air travel, this is the ideal take-along for frequent flyers, nervous passengers, world travelers, and anybody yearning for an enlightened, behind-the-scenes look at the strange and misunderstood business of commercial aviation. More than just a book about flying, its subject is everything and everything about the grand theater of air travel, from airport architecture to terrorism to the colors and cultures of the world’s airlines.

Patrick Smith has been called the thinking man’s pilot. For the better part of a decade, his Ask the Pilot column at Salon.com was a singular and remarkable sensation: an aviation column, for heaven’s sake, that could offer up trenchant analysis of an air disaster one day, then the next day stride fearlessly into politics, culture, or even rock music, and somehow tie it all together. Cockpit Confidential features the best of that material, refreshed and adapted into a seven-chapter volume of FAQs, essays and personal memoir. Whether it’s the nuts and bolts of cockpit operation or a hilarious critique of airline logos and color schemes, Cockpit Confidential is smart, funny, and brimming with useful information.

“Nobody covers the airline experience like Patrick Smith. And, he’’s a damned good writer.”
— Clive Irving, Condé Nast Traveler

• How planes fly, and a revealing look at the men and women who fly them
• Straight talk on turbulence, pilot training, and safety
• The real story on congestion, delays, and the dysfunction of the modern airport
• The myths and misconceptions of cabin air and cockpit automation
• Terrorism in perspective and a candid look at security
• Airfares, seating woes, and the pitfalls of airline customer service
• The colors and cultures of the airlines we love to hate
• The yin and yang of global travel
• Gratuitous references to 80s-era indie rock bands

“Cockpit Confidential is the document that belongs in the seat pocket in front of you.”
— David Pogue

Look for the “Revised & Updated” seal in the upper left corner.

AVAILABLE IN PRINT, AUDIO, AND EBOOK FORMATS…

IN THE U.S.

ORDER HERE FROM AMAZON

IN CANADA

ORDER HERE FROM AMAZON CANADA

IN THE U.K. AND IRELAND

ORDER HERE FROM AMAZON.UK

IN AUSTRALIA

ORDER HERE FROM BOOKTOPIA

IN INDIA

ORDER HERE FROM FLIPKART

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