Seat 2A

The 2010 summer season in Denali National Park ended on a sunny note as a ridge of high pressure moved slowly over the central part of Alaska and bestowed upon us seven straight days of clear skies and above average temperatures. Clouds were just starting to build as I loaded the last of my gear into my truck, checked out of employee housing and turned in my room key, headset and driver’s manual to HR.

I’ve got eight months of free time to look forward to before reporting back to work next May for the 2011 season. Never one to sit idly by waiting for the long off season to end, I’ve put together an ambitious itinerary that includes travel aboard trains, ferries, planes and cars through sixteen states. Seventy-six flights will be flown over 68,000 miles. By the time I’m done, I’ll have logged just over 124,000 miles for the year on Alaska Airlines and its partner carriers, elevating my Alaska Airlines’ Mileage Plan status to Super Duper Diamond Encrusted Kryptonite Level, also known by its rather less stirring designation MVP 75K.

This trip will start with a train ride from Denali Park up to Fairbanks, Alaska. The next day I will drive down to Skagway and board the M.V. Matanuska for a “drive” along the Alaska Marine Highway down to Ketchikan. From there I’ll continue by air to Las Vegas, where I’ll pick up a rental car and commence an eight day drive around the southwest quadrant of the country. A 28 flight mileage run follows, ending in Colorado where I’ll spend a week visiting family and my dentist. I’ll also take a ride aboard the Rio Grande Scenic Railway between Alamosa and La Veta, Colorado. Then it’s back on the road again through New Mexico, Arizona and Utah before commencing yet another long mileage run. Those of you who’ve followed my reports on FlyerTalk over the years know that there’s nobody who does domestic mileage runs quite like I do. I think nothing of knocking off 60 or more flights over a three week period. Once, back when Eastern was offering its Unlimited Mileage Fares in the late 1970s, I flew 105 flights covering 104,220 miles in three weeks. I once logged 84 flights in two weeks on an Allegheny Airlines Liberty Fare. My airborne stamina is unrivaled. But enough crowing. I reckon to be back in Alaska for good by mid November. Just in time for a fine winter season.

As with many of my past trip reports on domestic US travel, this impetus for this report is to alleviate the ennui of countless hours spent sitting in a seat aboard over seventy flights, not to mention the occasional train and ferry. Though the style of travel and destinations in this report offer nowhere near the level of adventure experienced in my last report 6 Trains on 6 Continents ~ Connected by 44 Flights on 14 Airlines, I hope some of you will find it enjoyable in much the same way that you might enjoy, say, a hotdog as a quick afternoon snack. Not particularly nutritious but reasonably tasty nonetheless. Those of you looking for a full seven course dinner in the form of a photo or trip report on some exotic destination and its hotels are encouraged to quickly hit the back button and check out the wealth of current trip reports that will probably be much more to your liking.

So, without further ado let’s head on down to the Denali Park Railroad Depot where a seat aboard the 4:00pm northbound express to Fairbanks awaits.

Seat 2A

September 16, 2010
Alaska Railroad Denali Park - Fairbanks 400p – 800p

Park concession employees enjoy free space available transportation aboard Holland America’s bi-level touring cars that operate between Anchorage and Fairbanks in conjunction with the Alaska Railroad’s once daily Denali Star service during the summer months. Never one to pass up a free ride, I made arrangements to travel the lightly booked service to Fairbanks on Thursday the 16th.

Autumn colors in the surrounding mountains provided an attractive backdrop as we awaited the arrival of the northbound train from Anchorage. The sound of the whistle could be clearly heard as the train approached the 120’ high bridge over Riley Creek. Soon the engines came into view and moments later the entire train followed as it glided past into the depot.



Alaska Railroad “Denali Star” arrives at Denali Park Station



Passengers board at Denali Park Station



Holland America Ultra Dome “Kobuk” awaits

When I first rode this train back in 1976, it was known as The Aurora and consisted entirely of 1950s era single level passenger cars including two ex-Union Pacific dome cars off the old City of Los Angeles. The entire train was painted blue and gold and made a pretty sight as it rolled through the Alaskan wilderness.



The Aurora heading south over the Riley Creek bridge. Photo taken in 1984

Today’s train owes its length and color to the cruise ship tour operators that have been bringing visitors to Alaska since the 1970s. Back then, cruise passengers typically ventured up the inside passage to Skagway in southern Alaska, then boarded a bus for a grueling five to eight day bus ride into and around central Alaska.

In the mid-1980s, a company called Alaska Cruise Tours renovated four former Milwaukee Road full length dome cars and began booking passengers on cruise and land tours. The idea was to extend the cruise experience inland, to essentially make the cars cruise ships on rails. Travel between Fairbanks, Denali Park and Anchorage was aboard these luxurious new dome cars and was extremely popular with passengers. Indeed, the concept was so successful that in 1986 Alaska Cruise Tours was purchased by Princess Cruise Lines.



One of the original 1950s era full length dome cars wearing Holland America livery but now working the Royal Gorge Route in Colorado

Two years later Princess Tours placed an order for eight brand new luxury railcars. The company producing those cars was called Rader Railcar, owned by Tom Rader, the original owner of Alaska Cruise Tours. The new cars, called Ultra Domes, offered comfortable upper level seating under full length glass domes that provided far more viewing area than the original 1950s era dome cars. To avoid the greenhouse effect so problematic in the earlier domes, the new domes featured triple laminated glass and five layers of tinting to reduce solar heating by an impressive 60 percent. Add to that a modern air conditioning system, a lower level kitchen and dining area as well as an outdoor observation platform and you had one of the largest and finest cars ever built for rail touring.



Holland America Ultra Dome interior seating

Since that first order by Princess in 1988, Ultra Domes have also been purchased by Holland America and Celebrity Cruise Lines for their Alaska tours, as well as the Alaska Railroad for its daily summer service. The result is a train that consists of a colorful collection of cars from the Alaska Railroad, Holland America, Celebrity Cruise Lines and Princess Tours.

Travel time to Fairbanks is four hours, arriving at 8:15pm. Because I was meeting for dinner afterwards with the friends who’d driven my truck up to Fairbanks, I did not take advantage of the high priced menu in the dining room. The scenery however was quite pretty and since there is no lounge car and most of my time was spent enjoying the view, I’ll let my pictures tell rest the story.



Rolling through the Nenana River canyon north of Denali Park



Autumn colors 30 miles out from Fairbanks


September 18, 2010
Alaska Marine Highway
M.V. Fairweather Skagway – Juneau 1200n – 330p
M.V. Matanuska Juneau – Ketchikan 500p – 745a +2

I once won a free cruise just for checking out a time share property in Steamboat Springs, CO. The cruise itself was hardly extravagant - just a short two night roundtrip between Miami and Nassau. It was a real ship though, 660’ long with five or six levels. My “room” was a converted broom closet located deep down in the bowels of the boat, directly beneath the dance floor. Loud disco music pulsated until the wee hours of the morning and my requests to put on some Grateful Dead or Allman Brothers went unheeded. Still, there was lots to eat and I won the ping pong tournament. I had a good time.

Although most visitors traveling to Alaska by sea do so aboard a cruise ship, we locals much prefer to “drive” the Alaska Marine Highway. The name can be a bit confusing to some since there are no roads to or between the communities of Southeastern Alaska. Once known as the Alaska Ferry System, the name was changed to the Alaska Marine Highway shortly after Alaska gained its statehood in 1959. One story has it that the new State of Alaska had requested federal funding for the Alaska Ferry System fleet but their request was denied by the Federal government on the basis that only highway systems are eligible for Federal transportation funds. The State of Alaska then renamed the Alaska Ferry System to the Alaska Marine Highway and lo and behold, the federal funds began to flow. Funny how government works sometimes, isn’t it?

To this day, the communities throughout Alaska’s southeastern panhandle remain accessible only by air and sea, so the ferries of the Alaska Marine Highway continue to play a vital role in the transport of people, freight and vehicles. There are currently eleven ferries in the fleet, some of them fairly small. The route system stretches as far south as Bellingham, Washington and as far west as Dutch Harbor in the Aleutian Islands.

Given a choice, I’d actually prefer a chaise lounge on the ferry as opposed to a room aboard a cruise ship. I realize that in terms of comfort and amenities the cruise ships are much nicer in every way but life on board one just doesn’t feel as comfortable to me. Stepping aboard an Alaska Marine Highway ferry is like stepping into an old pair of jeans. Immediately comfortable. It’s not just the trappings, though. My fellow passengers are equally part of what makes the ferry trip so nice. The kind of folks who ride the ferry and have no qualms with sleeping out under the solarium are often a bit different in their approach to life and travel than the majority of those who require the creature comforts of the cruise ships. I’m not saying we’re better or worse from one another, just different. So what the hell is a guy like me doing in International First Class? I just like to fly, though to be sure I’m generally the only passenger who’s either sleeping in a cheap hotel or on the airport floor after the flight.

Southeast Alaska is one of the prettiest places on the planet. This is particularly true on a bright sunny day. Our departure out of Skagway was at 12:00n under clear blue skies with 60° weather. Life could hardly be finer. Our conveyance down to Juneau was aboard the M.V. Fairweather, the first of two new “Fast Ferry” class boats that entered service with the Alaska Marine Highway in 2004. How fast is the Fairweather? Whereas the larger ferries such as the Matanuska and Taku have a top service speed of 16 knots, the Fairweather’s four diesel engines and four water jets propel it along at an expeditious 32 knots. Travel times are effectively cut in half. On a day as nice as today however, I would have much preferred a slower boat. Still, the midday departure of the Fairweather allowed for a leisurely morning with a late breakfast in Skagway before heading out to the ferry terminal for boarding.

The journey down the Lynn Canal between Skagway and Juneau is unquestionably the prettiest part of the Inside Passage. For most of its sixty-mile length, the canal is only about three miles wide and is flanked by high, steep mountains on each side. Numerous small islands dot the surface and towards the north end, hanging glaciers drop from the rugged mountains above. In the continued interests of brevity, I’ll let pictures describe the rest of the journey.



Heading south out of Skagway



Lynn Canal Lighthouse



A nice afternoon on the solarium deck


Hacky Sack Silhouette

Seat 2A

September 20, 2010
Alaska Airlines Ketchikan – Seattle 120p – 409p 737-400 Economy Class
Alaska Airlines Seattle – Las Vegas 530p – 753p 737-800 Economy Class

Ketchikan’s airport sits on an island just across from the ferry terminal. Accessing it required catching another, smaller ferry across to the airport. With a five hour layover before my departure to Seattle, I had plenty of time to wander into town for some breakfast.

Ketchikan is touted as the wettest city in Alaska, receiving an average of 160 inches of rain per year. There’s a great postcard I’ve seen depicting a couple of raincoat clad Ketchikan residents cringing in the street as a stray ray of sun breaks through the clouds and illuminates them. The caption on the card reads “Sunshine terrorizes Southeast Alaskans” and on the back it is described the only known antidote: a cold shower. It’s been said that people don’t tan in Southeast Alaska ~ they rust. Thankfully today was partly cloudy.

The last time I flew from Ketchikan to Seattle on Alaska flight 62 was way back in December of 1990. Back then flight 62 was operated with a 727-200 and a full luncheon was served enroute to Seattle. These days a snack is served in First Class while behind row 4 we had to make do with packets of party mix and the beverage of our choice. Deli packs were available for purchase.

I hadn’t eaten since this morning, so upon arrival in Seattle I headed over to the food court located mid-terminal and availed myself of some bourbon chicken and rice from the Japanese food concession. Although the food court at SeaTac doesn’t offer any more variety than most airport food courts, it does provide the best viewing of any airport commons I’ve ever been in. Huge floor to ceiling windows afford a superb view of the tarmac between the B and C concourses. Fans of Horizon Airlines will love those tables by the window.

As a kid I remember the restaurant at Denver’s Stapleton International Airport offering similarly entertaining views. Whenever we’d go out to the airport to meet somebody, we’d often go a bit early just to take advantage of that restaurant and its excellent views. That Stapleton dining room served the finest club sandwiches I’ve ever had, matched only by the poolside versions served at the Valley Ho Hotel in Scottsdale, Arizona.

Every seat was taken aboard the 737-800 operating the 5:35p departure down to Las Vegas. Unfortunately the seat next to me was taken by a man who tried to make up for his lack of personal hygiene with excessive cologne. He looked to be in his thirties and I couldn’t help but think that most people have figured out how to use cologne by that age. Thankfully we made it down to Las Vegas in just two hours, a fair portion of which I spent chatting with the Flight Attendant at the rear galley.

Following are a few pictures from my drive around the Southwest:



Route 66 through the Mojave



Joshua Tree Sunset in the Mojave National Preserve



Badwater Basin, Death Valley National Park



Furnace Creek Inn, Death Valley National Park

And now for a couple of pictures from Colorado and Utah…



Utah Canyon Country Overlook



Durango-Silverton K-36 Locomotive parked in Silverton, CO



My Favorite Motel in Fredonia, AZ



The Grand Canyon Motel courtyard behind the main building


Normally when flying out of Las Vegas I like to schedule a midday departure which allows me to spend the night out in Primm or Mesquite rather than in the city. Unfortunately the only seats available to me for tomorrow’s trip to Omaha required a 9:10am departure to Seattle, necessitating a hotel room nearer to the airport.

My first visit to Las Vegas was as a 16 year old hitch hiker, passing through town with about $20.00 in my pocket. The year was 1974 and I was on my way back to school in California. I walked the entire strip past many hotel/casinos were really more like giant motels than the towering complexes that dominate Las Vegas today. The Desert Inn, The Sands, The Stardust… I think I would have enjoyed staying a couple of days back then. Modern day Las Vegas is just a bit too bright and noisy for my tastes, though I did manage to find an affordable and blissfully quiet room at the Palace Station Hotel.

Seat 2A

September 29, 2010
Alaska Airlines Las Vegas – Seattle 910a – 1145a 737-900 First Class
Alaska Airlines Seattle - Chicago 1255p – 650p 737-800 First Class
American Eagle Chicago – Omaha 840p – 1010p ERJ-145 Economy Class

6:00am comes way too early when you didn’t fall asleep until just six hours earlier. Still, I used up almost every bit of an hour showering and making last minute adjustments to the packing scheme in my main and carry-on bags before heading down to the lobby to check out and board the 7:00am shuttle to McCarran.

By 7:40am I was on my way through security and headed for the sanctuary of Continental’s Presidents Club. It’s surprising to me that an airport as busy as Las Vegas’s McCarran has only one airline lounge. Back in the late 1970s and early 80s Western Airlines operated a Horizon Club here. America West used to operate a nice facility landside just above the check-in counters but it unfortunately closed last September. For those like me who don’t particularly enjoy large masses of humanity intermingled with the never ending cacophony of noise from slot machines and airport announcements, an airport lounge provides an almost essential refuge of peace and quiet. In the case of Continental’s President’s Club, it also provided a toasted bagel, a glass of nicely chilled orange juice and a fresh cup of hot coffee.

Down at gate D-26 the line waiting to board was surprisingly long. Thanks to my MVP Gold status with Alaska I was able to stroll unimpeded to the podium and board immediately. First Class upgrades are nice but the ability to avoid or minimize time spent waiting in lines is paramount to the benefits package of any FFP’s elite level. Given the diminished quality of food, space and services in most domestic First Class cabins these days, I actually rank enhanced mileage accrual, priority seating and a smoother transit through check-in, security and boarding as more important than First Class upgrades, especially since in most cases I’ve already got a spacious exit row or bulkhead seat booked anyway.

As much as I’ve enjoyed flying over the years (4,195 flights covering 3,954,400 miles aboard 142 airlines – so far…) I’ve never been in all that big of a hurry to get onboard the comparatively cramped confines of an airplane. Why rush? Oh yeah, the fierce competition for space in the overhead bins. Honestly, I can’t be bothered. More to the point, I just flat out refuse to join that mad rush of lemming-like humanity attempting to board as soon as possible. Play the cattle drive soundtrack, please. I’d much rather be relaxing over a cold one in the lounge than sitting on a crowded airplane made all that much more congested by the crush of humanity slowly making their way through the aisle whilst struggling to fit their bags into the overhead compartments or themselves into a row of seats. On occasion I’ve had a carry-on gate checked but it’s far and away the exception more so than the rule. The one exception to my laggardly ways comes whenever I’m flying in First Class aboard an international flight. The service, particularly aboard foreign carriers, begins the moment you board the aircraft and generally serves to heighten the anticipation of the inflight pleasures yet to come. That is, at least, for those of us who haven’t become jaded to the experience of a flight in international First Class.

I settled into the last open seat in the First Class cabin and accepted a glass of water from the Flight Attendant. Bottled water at the seat is apparently no more. Still, it seems a bit strange to be sitting in the First Class cabin of a modern day airliner and be offered only a glass of water, as if this were a tennis match or a brief respite on a desert hike. How about the additional choice of coffee or orange juice in the morning? I mean, this is First Class, after all.

Cruising altitude of 35,000 feet was attained relatively quickly but service didn’t commence until 42 minutes into the flight. I remember a 45 minute flight in 1979 aboard a CP Air 737-200 on which we were served an excellent dinner with a choice of two entrees. The Stewardesses working that flight between Watson Lake and Fort Nelson got that meal and our drinks served and cleared in about 35 minutes. Today’s more safety oriented Flight Attendants usually don’t even get around to taking drink orders until 35-45 minutes into the flight.

Today’s breakfast offering was a ham and egg quiche. Yes, please. Oh, and coffee with cream, thanks. Soon I was presented a plate bearing two round biscuit sized quiches topped with two asparagus spears and accompanied by roasted potatoes and a bit of fruit. The meal was actually quite filling but sadly the eggs were powdered. You could tell when cutting into them left a flat shiny surface that gleamed like Jell-O.



A view of the Mojave Desert as seen ten minutes after takeoff from Las Vegas



Alaska First Class Breakfast ~ Ham & Egg Quiches


What had once appeared to be an early arrival into Seattle became a 25 minute delay due to localized fog. I had checked a bag only as far as Seattle where I’d planned to put it in storage for the next few days. Alaska’s 20 minute baggage delivery guarantee coupled with my hour and ten minute layover had me confident that this could be accomplished. There was no sense in dragging the bag around with me and risking misconnects on my daily multi-flight itineraries when I’d be passing through Seattle most everyday and could just “visit” with it in storage to exchange sets of clothing. I travel with a day pack and a small carry-on that has room for a Thermarest pad, a blanket, an alarm clock, eyeshades and a headlamp in addition to room for a couple of shirts, socks and underwear. Alas, by the time I entered the concourse at 12:10pm, my window of opportunity had shrunk enough that I’d have to trust Alaska Baggage to look after my bag until I passed through Seattle again tomorrow with another hour and ten minute layover.

The Chicago flight was also packed and this time service in the forward cabin didn’t commence until 48 minutes into the flight. Luncheon was a curried chicken sandwich served on a croissant and accompanied by a side salad with a prepackaged tub of Naturally Fresh® salad dressing.



Alaska First Class Luncheon ~ Curried Chicken Salad Sandwich

The same company that owns the Hooters restaurant chain also owns the company that makes Naturally Fresh dressings. Now those Hooters girls are mighty fresh but I can’t help but wonder just how naturally fresh the dressing can be when it was created in a plant in Georgia weeks ago? Still, I suppose that changing the name to the more appropriate Unnaturally Fresh would cast a pall on consumer confidence in the brand. Then again, considering all the difficult to pronounce chemical additives we Americans blithely accept in our daily diets, perhaps that new name would make no difference at all. Just be sure to put “All Natural” in a bright yellow flashpoint on the label. I dumped some dressing on the salad and turned in a clean plate. Our Flight Attendant beamed maternally as she cleared my plate and brought me another Alaska Amber.



Cruising to Chicago on a nice autumn afternoon

The skies over Chicago were clear and muggy when we touched down at 6:52pm. Unfortunately we touched down in Elk Grove or some similarly distant suburb because it took us a good fifteen more minutes of taxiing before we finally parked at the gate and deplaned over on the L Concourse. This concourse may well be the last remaining unimproved concourse at O’Hare. Its narrow corridors appear to be home only to American Eagle overflow and Alaska Airlines, so refurbishment of any kind would not appear to be imminent.

The hike from gate L-1 across Terminal 3 to gate G-19 at the very end of the G Concourse has been conservatively estimated at ¾ of a mile though a socket wrench salesman with a heavy sample case once estimated the distance at 3.7 miles. Either way it’s a long walk with the only real respite being the G Concourse Admirals Club located about 150 yards from the end of the concourse. My Alaska Boardroom membership allows me access to American’s Chicago Admirals Clubs, so I took a few minutes to cool off, enjoy a cold glass of lemon water and check-in for tomorrow’s flights.

The last time I flew between O’Hare and Omaha was in 1988. United was offering a triple mileage promotion to its Mileage Plus members and so I had booked a number of LGA-SEA mileage runs routing LGA-IAD-ORD-OMA-DEN-SFO-SEA and back. The routing didn’t garner me all that much extra mileage relative to going IAD-SFO nonstop, but it did get me some flights aboard United’s aging DC-8-71s as well as my first ever flights aboard United’s relatively new 737-300s. Indeed a United 737-300 brought me from Chicago to Omaha on one of those trips and back in December of 1984 I also flew the route aboard the very same United 767 that was destroyed by terrorists in New York City on September 11, 2001. As one might imagine then, given my particular history on the ORD-OMA route, having to now squeeze into the cramped confines the American Eagle Embraer ERJ-145 operating tonight’s flight was a bit of a downer.

I’ve slept in a lot of airports over the years but never before in Omaha’s Eppley Field. I was actually kind of looking forward to it. I mean, unlike a lot of folks, I rarely get “stuck” in an airport overnight. It’s a planned event and I come prepared. With my Thermarest pad, blanket, pillow, eyeshades, headlamp and a good book I am imminently better off than those who have to rely on airport chairs or couches. I’ve also saved at least $60.00 by not staying in an airport hotel. As one who learned the considerable value of even a single dollar at a very young age – they’re each worth a lot when you generally don’t have many or any of them – I don’t take lightly the value of $60.00 saved. After checking in with the airport cops, I found a good spot and slept undisturbed until 8:30am local time.

Well geez, here I’ve gone and written 1,650 words just about today’s three flights. With few exceptions, many of our more recent trip reporters (Since 2002) could have posted at least three or four presumably more appealing photo reports with limited text and still have a couple hundred words less than 1650. It’s been said that a picture is worth a thousand words, and here at FlyerTalk’s Trip Report forum that is becoming increasingly true. As for me though, I’ll take the words, thanks. For those of you who prefer more photos and less text, just hit the back button and you’ll find the vast majority of trip report offerings much more to your liking.


September 30, 2010
American Eagle Omaha - Chicago 1200n – 125p ERJ-145 Economy Class
Alaska Airlines Chicago – Seattle 330p – 550p 737-900 First Class
Horizon Airlines Seattle – Portland 700p – 747p DHC-8-400 Economy Class
Alaska Airlines Portland – San Diego 850p – 1107p 737-700 First Class

A deserted restroom at the far end of the lower level provided me with a sink and some hot water – all I need to get myself presentable for the day. I carry shampoo, deodorant and a razor along with a change of the basics – underwear, socks and a shirt. Those who feel uncomfortable at not having a shower every day should probably not do mileage runs. Either that or be prepared to shell out the bucks for a hotel each night as very few domestic airline lounges offer shower facilities. Then again, those who require a shower each day in order to keep themselves pristinely presentable at all times probably wouldn’t be caught dead intentionally sleeping in an airport either.

Breakfast was a stack of blueberry pancakes with two strips of bacon for the very reasonable price of just $5.75. There are no airline lounges at OMA so after breakfast I put in a bit of time on this report at the airport Business Center – six enclosed desks, each equipped with plugs.

My noontime Jungle Jet departure to Chicago was uneventful except for the beautiful day.



American Eagle ERJ-145 speeds to Chicago

Upon landing at O’Hare I had about a two hour layover and another long walk back over to the L Concourse. Along the way I decided to pay a visit to the main ORD Admirals Club, located in the Y between concourses J and H.

I must say that this is one of the nicer domestic airline lounges that I have ever been in – right up there with Northwest’s C Concourse WorldClub at MSP or Delta’s Sky Club at MCO or some of Continental’s nicer Presidents Clubs at IAH or EWR. The large windows and stylish furnishings lent an air of casual elegance to the club and the large, centrally located bar looked like an inviting place to enjoy a drink or two with fellow travelers. The only drawback was that practically everything cost money, even individual serving bags of potato chips. Cookies, snack mix and coffee were available at no cost.

When I arrived at Alaska’s gate, I took at look at the podium monitor to see where I was on the upgrade list. Somewhere in the middle – hardly worth waiting around for. I overheard a couple of guys next to me say that there were 38 people on the upgrade list! I am happy then with seat 15A, a reclining exit row window seat.

Flight time was announced as three hours and fifty seven minutes. A fully charged laptop and a Baja Beach Burrito got me all the way to Seattle with a little help from a complimentary Alaska Amber from the cabin crew.

I’ve got fifteen flights on Horizon Airlines coming up in the next month, All of the flights are on the 130 mile corridor between Seattle and Portland in one direction or another. Booking routings that connect in both Portland and Seattle adds only marginal extra mileage to my routing but I don’t mind. Ten of those fifteen flights will be aboard Bombardier’s DHC-8-400, otherwise known as the Dash 8 or Q400. Since I’ve flown just about every aircraft in Alaska’s fleet, I might as well move on to Horizon’s fleet. The CRJ-700s are slowly disappearing from the fleet and I’ve already flown all but two of them. Horizon’s long term goal is to become an all Q400 operator, and since I’ve only flown about half of that fleet, now’s an excellent chance to knock off a few more. I know, I know… the logic involved here is definitely way out in left field, but when it comes to flying, that’s pretty much where I live, and very happily so. One can only imagine then my joy at seeing the previously un-flown aircraft N426QX awaiting me at gate C2F.



Boarding Horizon Airlines DHC-8-400 at Portland

Adding to my overall sense of glee was this month’s choice of complimentary microbrew: MacTarnahan’s Amber Ale. Alaska Airlines used to serve this brand and I’ve always quite liked it because it’s flavorful but not sweet. It’s much more to my liking than Alaska’s current offering, Alaska Amber, which I’ll drink because it’s better than the alternatives – Budweiser or Miller Light.

In Portland I just had time to hit the head, buy another book and then hustle onto Alaska’s 737-800 painted in the old Alaska Starliner livery. It’s not a bad looking plane but I sure wish Alaska might someday see fit to paint up one of its 737s in the classic Golden Nugget livery.

Flight time on this 930 mile route to San Diego was two hours and eighteen minutes. Despite the fairly late departure time of 8:50pm, those of us in the forward cabin were offered a hot snack consisting of three pot stickers and a pile of shredded lettuce. Oriental Sesame dressing accompanied the lettuce along with a glass of so-so red wine.



Starliner climbs out of Portland

Upon landing, I wasted no time in heading over to Terminal 2 and looking for a place to sleep for the night. A lot had changed at Lindberg Field since I last spent the night here back in 1973. I flew down from LAX aboard a brand new National Airlines DC-10 named Lisa having paid a night coach fare of just $6.86. The next day I flew back up to LA aboard a Delta DC-8-61 on what was to be my first flight of many aboard that wonderful aircraft. Back then you could sleep anywhere in the airport, even in the gate areas. Airports were also a lot nicer to sleep in back then. Mainly, you weren’t bombarded throughout the night with a never ending cycle of security related announcements.

Since I actually plan to stay in the airport, I’m not limited to looking for couches or carpeted areas which tend to be brightly lit with lots of people wandering about, if not at night then early in the morning. Thanks to my Thermarest pad and warm blanket, I can sleep anywhere, even on cold hard linoleum. This means I can also stay in areas that are often quieter and more dimly lit, with less foot traffic in the area. I found just such a spot and slept undisturbed until my alarm went off at 5:30am.


October 1, 2010
Delta Air Lines San Diego – New York 625a – 310p 737-800 Economy Class
Delta Connection New York – Charlotte 400p – 624p ERJ-145 Economy Class

I made this reservation on Delta.com and was rewarded with instant recognition of my MVP Gold status with Alaska Airlines. This meant I was able to immediately procure exit row seats on both of my flights. Additionally, I was eligible to check-in using Delta’s Sky Priority counters. Sky Priority is designed to enhance and expedite the airport experience for elite level flyers. It starts with a dedicated check-in counter and continues with access to elite lanes at security as well as Zone 1 boarding. All of these things were delivered unto me as promised except for the Zone 1 boarding and that was only because I didn’t show up at the gate until just a couple of minutes before they were ready to shut the door.

As transcon flights go, this one was no more special than a flight from Atlanta to Miami. The aircraft, a 737-800, was not equipped with seatback TVs and the food for sale did not include any hot items. Indeed, the only breakfast item on the menu for this five hour, 6:30am departure was a tub of yogurt accompanied by a granola bar and a banana. You’d think a transcon would rate at least a hot breakfast sandwich!

We landed on a rainy afternoon at JFK.



Landing on a misty afternoon at JFK

My connecting flight down to Charlotte was operated by Delta Connection, necessitating a bus transfer over to Terminal 2. It was a typically busy Friday afternoon at JFK and the Delta terminals were packed. Adding to the congestion were a number of flight delays caused by the rain.

Most Delta Connection flights departing from Terminal 2 depart from gate 23. Boarding involves walking out to the aircraft which could be parked at any one of seven or eight sub-gates. Before your flight is called to board however, you must wait in an undersized waiting area. Today that boarding area was packed with people awaiting both on time and delayed departures, plus a few unlucky folks whose flights had been cancelled and were standing by for seats. Chaos reigned as boarding was called for four flights simultaneously while two agents scanned boarding passes from just two podiums. Adding to the confusion were people who appeared to be in line to board but in reality were just hanging around waiting for their flights to be called. What a mess! Given the size of the gate area, I would imagine the scene is not much better on a day when everything’s operating on schedule. Delta really needs to improve this. In the meantime, we arrived into Charlotte an hour late.

I remember flying into Charlotte aboard Eastern Airlines DC-9s and 727s back in the 1970s. There were no jetways and we walked through a low, red brick concourse into the terminal. Piedmont Aviation was the dominant carrier. The new Charlotte Airport looks to be as modern and spacious as any in the country. I had plenty of time to take a stroll through the main terminal area before stopping by the B Concourse US Airways Club for a couple of beers and some Internet access. Later that evening I found a nice secluded spot underneath a large stairway. I set my alarm for 5:00am and, after reading a few pages from my latest tawdry paperback novel, called it a night.


October 2, 2010
Delta Air Lines Charlotte - Atlanta 610a – 725a DC-9-80 Economy Class
Delta Air Lines Atlanta - Portland 840a – 1111a 757-200 Economy Class
Horizon Airlines Portland - Seattle 230p – 318p DHC-8-400 Economy Class
Alaska Airlines Seattle – Los Angeles 530p – 759p 737-800 First Class

There’s been quite a bit of disappointment amongst contributors over at the Alaska Airlines Forum over Delta’s inability to thus far implement a reciprocal complimentary upgrade program for Alaska’s elite level passengers. That ability for each carrier’s elite passengers to upgrade upon either airline is a carryover from Alaska’s partnership with Northwest. Needless to say the upgrade program was quite popular and the fact that Alaska now offers upgrades to Delta Golds and Plats without reciprocation from Delta has been quite frustrating for some. Adding to the frustration is that a two or three projected start dates for this most cherished benefit have already come and gone. The latest word from Delta is that Alaska elites should have the ability to upgrade on Delta flights in mid-October. Delta’s got bigger fish to fry than worrying about annoying a few elites from its much smaller partner airline so I’m thinking early to middle next year will be a more realistic start date.

In the meantime, Alaska elites (MVP Golds and 75Ks) still get a pretty good deal with Delta. We can choose from premium seats at the time of reservation and can check-in using the Sky Priority lanes which entitle us to Zone 1 boarding and the use of the elite lane at most security checkpoints. Those are both nice perks – much more than Mileage Plan partner American offers us.

All the above notwithstanding, I asked Delta’s counter reps about the upgrade situation when I checked in at Charlotte this morning. They were aware of it but verified that as of yet it’s a no go. To be honest, I’m not particularly bothered. Although I enjoy sitting in First Class as much as the next person, I’m also a guy who’s logged well over one million miles in domestic First Class with most of those miles coming back in the day when First Class was a much classier product. I vividly remember more spacious and comfortable seating along with meals that included extensive menus with appetizers, salads tossed and served at your seat as well as roasts carved from the trolley. With au jus and horseradish that hit you with sinus clearing clarity.

Today’s domestic First Class offers a bit more space along with meals that are on par with what we were served in Coach back in the seventies. For a guy who’s been there and done that but on a much grander scale, I’m just not all that impressed any more. The exit row or bulkhead seat that I’m in offers better legroom and I can usually buy a better meal in the airport. On the other hand, if I were in the 22-38 year old age group that so many FlyerTalkers are in, I likely would be pretty impressed with today’s First Class if only because I had no historical point of reference and it’s more spacious than most seats in Coach. I’d probably also be tired of listening to old goats like me who enjoy harkening back to the good old days for the simple fact that those days really were the best of times to be flying domestically. Travelling in First Class felt and looked like it was something special. Most everyone up front was well dressed back then and the service reflected that approach as well. I’ve seen the debates over First Class dress codes and I have to say I can certainly understand the arguments from those who feel a pair of shorts and a t-shirt is appropriate, even in First Class. Society has changed. Air travel has changed. First Class has changed. These days domestic air travel is viewed no differently than a trip to the corner store and the service is about as exciting.

The fact remains however that even the hugely diminished First Class product that we’re offered today is still better than sitting in Economy, so I’m sure I speak for all of Alaska’s Golds and 75Ks when I say that I hope Delta gets its act together soon.

Weather enroute not only delayed our departure but turned the normally forty minute flight between Charlotte and Atlanta into a one hour and five minute flight. By the time we finally landed, made our way to a gate, found a gate agent and hooked up the jetway, it was all I could do to head down to the train, connect to another concourse and then hustle all the way down to the very last gate on that concourse in order to make my connecting flight to Portland.

As things turned out, all that hurry from one end of Hartsfield to the other was for naught. After taxing half way to Macon in route to our assigned runway, we spent the next ten minutes sitting idly while the Captain investigated one of those dreaded “little red lights” that had come on. As ever, he was initially upbeat about getting a fix on the problem but when he returned to the PA ten minutes later, you could hear the defeat in his voice when he opened with “Well, folks…”

A switch of aircraft ensued and boarding proceeded smoothly enough. There was only one small problem. Someone forgot to inform the caterers. Having already catered our flight once and with dozens of other flights yet to be serviced, the caterers did us no favors. We sat, at the gate, for an hour and ten minutes before the first truck arrived. By the time we finally took to the air it was 11:55am and our flight was three hours late.

Our late arrival in Portland caused me to miss my CRJ-700 up to SeaTac, but I took some solace in boarding N429QX, a hitherto unflown Q400. I made a quick visit down to Ken’s Baggage Storage, exchanged pleasantries with the staff (after all these years of storing my baggage during mileage runs with them, I’m well known down there) and traded out my smaller carryon bag for my slightly larger rollaboard bag, to which I added any and all dirty laundry so I could wash it all over the weekend.

More good news! The aircraft operating my flight down to Los Angeles this evening was hitherto unflown 737-800 N519AS. This is the very same aircraft that graces the cover of Alaska Airlines magazine this month. The photo is quite stunning, featuring ship 519 cruising off the coast of Kauai. Hopefully Alaska will make it into a postcard, though I’d happily buy and frame it as an outright photograph.

As to my use of the term “hitherto unflown”, those of you who’ve read my trip reports before know that I log all of my flights and one important bit of information always logged is each aircraft’s registration number. Having now logged 111 flights totaling 151750 miles aboard Alaska’s 737-800s, I can also tell you – by virtue of having faithfully recorded all the registration numbers for each flight – that I have currently flown 42 of Alaska’s 55 737-800s. Collect them all, I say! Unfortunately, that could take a good number of years. Short of going down to the airport and targeting individual aircraft – an expensive proposition as I’d be forced to purchase that day’s fare – I am limited to relying on pure chance. At present there’s a 1 in 5 chance of my getting a “hitherto unflown” aircraft on any of my flights aboard Alaska 737-800s. The more I knock off, the higher the odds get until finally, with just one aircraft left to fly, the odds will be 1 in 52. Not very good odds at all. But hey – so what? It’ll happen when it happens. I knocked off each and every one of Alaska’s 737-200s, 400s, 700s, 900s and MD-80s completely by chance so I’m not too worried. I just try to book myself on Alaska’s 737-800s where reasonably feasible.

Alaska competes with Virgin America on the SEA-LAX route. Virgin offers vastly superior First Class seating and somewhat better meals as well. Alaska responded with marginal improvements to its First Class catering on routes where it competed with Virgin. What would they be serving tonight?

If tonight’s entrée were any indication, Virgin has cut back considerably to its catering budget. I was presented with a really small chicken breast covered with a rather bland Alfredo Sauce and accompanied by the usual portion of lettuce and a small chocolate. Ah well, it’s better than nothing, I suppose.

In LA I’d made arrangements for a rental car to convey me about the beautiful California countryside for a couple of days. It’s important to break these mileage runs up now and then, not just to get a break from the constant hustle and bustle of multiple airports each day but to also enjoy a nice, firm bed for a couple of nights. During these breaks it’s also a good idea to get some laundry done. I also paid a visit to the Southern California Logistics Airport located on the old George Air Force Base in Victorville, California.



Beautiful L-1011 seen at Southern California Logistics Airport in Victorville, CA



Sunset off old Route 66, Goffs, California



Rails along the Mojave, Goffs, California

Seat 2A

October 5, 2010
Alaska Airlines Los Angeles – Seattle 840p – 620a – 859a 737-800 First Class
Delta Air Lines Seattle - Atlanta 112p – 903p 757-200 Economy Class
Delta Air Lines Atlanta - Charlotte 1000p – 1111p DC-9-80 Economy Class

LAX is a horrible place to spend the night, so after turning in my car I headed over to the LAX Hilton. Thanks to Priceline I scored a room for $100.00 less than what the Hilton was asking on its website. I found it interesting to compare my $169.00 per night room at the Hilton with my $33.00 per night room at the River Valley Motor Lodge in Needles. Both rooms were quite spacious, but only the River Valley Motor Lodge provided me with a fridge and microwave. Both hotels provided large 27” televisions, but the Hilton’s was set up for pay per view movies and games. Also, the TV remote at the River Valley Motor Lodge needed a new battery. The bed at the Hilton looked nicer but, for me at least, was actually somewhat less comfortable to sleep in. The bathroom at the Hilton was much more nicely appointed, with large, fluffy towels and a hair dryer. Also, the room at the Hilton provided a superior work desk and chair. However, the River Valley Motor Lodge provided free wireless Internet. Wi-fi at the Hilton cost $10.00 per day. Of course, the Hilton offers many more amenities such as room service, a business center, on premises dining and a gym but I only required a quiet room for the night and so that’s all I compared. Without question the Hilton offers a superior room but was it $136.00 a night better? For my money, no. One night paying the rack rate at the Hilton would have gotten me five nights at the River Valley Motor Lodge. The Priceline rate for the Hilton with taxes and fees was $66.80.

We had a full load up to Seattle this morning. The Flight Attendant came around with a tray of water but I managed to talk her into bringing me a cup of coffee. Breakfast was my old favorite – the scrambled eggs with French toast and sausage. Unlike many of Alaska’s breakfast plates where a few pieces of fruit are placed on the side of the plate, this meal was accompanied by a separate and delicious bowl of fruit that included pineapple, honeydew melon, blueberries and a strawberry. The Flight Attendant was only too happy to provide me with a few pieces of lime to squeeze over it all.

It was a pretty day in Seattle and I enjoyed the chance to get outside for a bit, if only just to walk out to Horizon’s Q400 awaiting myself and 38 others. Just as we were all settled in, the captain announced a minor problem with the door seal and called out some mechanics who determined that it wasn’t so minor after all. Off we went back into the terminal while Horizon found us another aircraft. Unfortunately the new departure time gave me no chance to make my connecting flight in Portland, so I had to drop the Portland flight and go nonstop to Atlanta out of Seattle, thus depriving myself of 1500 miles.

I got myself rebooked on the 1:12pm nonstop to Atlanta and headed over to Delta’s “new” Sky Club to while away the next couple of hours. Last time I was in this facility it was a WorldClub. Other than rebranding it, Delta doesn’t appear to have done anything with the rather staid interior. Delta’s old Crown Room over on the A Concourse was much nicer in terms of stylish furnishings and over all ambience.

One new addition to the club offerings is small, microwaveable entrees such as Chicken Teriyaki over Rice or Shrimp Fried Rice or Lasagna. I requested a serving of the chicken teriyaki and was presented with a small plastic dish of reasonably tasty food. Best of all, they were free. It certainly won’t be confused with the dining room at Lufthansa’s First Class Terminal, but it’s an improvement over pretzels and nuts if you’re a bit hungry.

The 757 that flew us to Atlanta was a 21 year old bird that I last flew fourteen years ago when she was still young and frisky. Takeoff may have taken a few seconds longer, but I dare say the old gal could still kick up her heels, getting us down to Atlanta in comfort and on time.



Atlanta bound aboard Delta’s winglet equipped 757-200

While inflight I amused myself with the inflight trivia, setting the daily record of 7100 points, then never coming closer than 6200 the rest of the flight. That seat back television and game console goes a long way towards making a long flight shorter. That plus offering the most wi-fi equipped airplanes makes Delta a most attractive option for the casual flyer. I’ve never used inflight Internet and must admit I’m not all that excited about it. I’d rather have a power port for my laptop. But that’s me more so than most people, I’m sure. I mean, when the Internet first came out I was quite taken with it but over the years I tend to use it more for reference than for entertainment. Heck, I’m only an occasional visitor to Flyertalk these days. I used to troll the Trip Reports forum pretty regularly but now that most reports are photo reports, my interest level has dropped way off. But again, I reckon that’s just me. Most FTers seem to prefer the quick and simple approach that is a photo report. Alas, I just don’t have it in me to resort mostly to photos. At the rate we’re going, I’ll probably be banned someday for writing trip reports that are too long.

Atlanta airport sure is a good place to get some exercise. It seems like all my flights into here arrive at or depart from near the ends of concourses. Tonight we parked way out on the E Concourse and my connecting flight to Charlotte left from way down at the end of the A Concourse. By the time I emerged on the lower level at Charlotte, I reckon I probably walked a couple of miles today.


October 6, 2010
Delta Air Lines Charlotte - Atlanta 610a – 725a DC-9-80 First Class
Delta Air Lines Atlanta - Portland 845a – 1111a 737-800 First Class
Horizon Airlines Portland - Seattle 1230p – 117p DHC-8-400 Economy Class
Alaska Airlines Seattle – Los Angeles 300p – 536p 737-400 First Class



Sunrise MD-80 climbing out of Charlotte

Following a short flight into Atlanta, I enjoyed a breakfast of bran muffins, yogurt and coffee at the B Concourse Sky Club. Then it was all the way down to B1 where a shiny new winglet equipped 737-800 awaited our patronage. Flight time to Portland was a relatively quick 4 hours and 27 minutes, during which I tried but again failed to top my 7100 points in inflight trivia. I was pleased to see that while some of the questions were the same, many new ones were sprinkled in as well.

Our early arrival into Portland allowed me time to visit the local Sky Club. Like any airline club, it was nicer than the gate lounge but otherwise this lounge was nothing special. I stayed long enough to enjoy a cup of coffee before heading across the terminal to Alaska’s Boardroom. The PDX Boardroom is not a large facility, but it’s bright and spacious with a nice variety of food and drink available, including today’s tasty Pasta Fagouli Soup with Sausage.

Alas, I would not be adding to my collection of hitherto unflown Horizon DHC-8-400s this afternoon. Instead I stepped aboard N411QX, the one Q400 that I’ve flown more than any other aircraft in the fleet. After this afternoon’s short hop up to Seattle, I’ll have logged six flights totaling 1240 miles on this aircraft.

My 3:00pm flight to LAX was departing from the North Satellite, gate N9. United’s Red Carpet Club is located downstairs at train level, just a short escalator ride from the gates above. I wasted no time in heading over there for a cold beer and a bit of work on this trip report.

Although the 3:00pm flight down to LA was scheduled aboard a 737-700, waiting at the gate was Tinkerbell, aka 737-400 N791AS, the second of Alaska’s Disneyland themed aircraft. Sadly, its partner, ship 784, the original Disneyland themed aircraft, flew its last revenue flight for Alaska last December and was returned to its owners, International Lease Finance Corporation. When last seen, it was bearing an all white livery in preparation for its new life as TC-TLD for Tailwind Airlines of Turkey.

Two hours and seventeen minutes down to Los Angeles on this sunny afternoon. Enroute we were served a salad comprised of spinach, chicken, pecans, cranberries and blue cheese. As salads go, this one was pretty good. Our approach started out over the Pacific and took us inland to about the 605 before pulling a big U-Turn and landing into the setting sun. I spent the next couple of hours in the Boardroom drinking Sierra Nevadas and chatting with a group of Aussies on their way home to Sydney via the V Australia flight later that night. Australians enjoy their beer as much if not more than most any nationality on the planet and all of these folks found Sierra Nevada’s Pale Ale quite to their liking. Pity that we only seem to export Miller and Budweiser to most foreign countries. No wonder so many folks overseas think so little of American beers.

Tomorrow I’m headed to St. Louis, but from John Wayne Airport in Santa Ana. I spent a fair bit of time researching inexpensive methods of getting there via public transit but none existed at this time of day so I paid out $37.00 (with tip) for an airport shuttle van straight from LAX to SNA.


October 7, 2010
Alaska Airlines Orange County – Seattle 700a – 948a 737-700 First Class
Alaska Airlines Seattle – Los Angeles 1100a – 137p 737-700 First Class
American Airlines Los Angeles – St. Louis 325p – 855p 757-200 Economy Class

The first time I flew into Santa Ana Airport was back in 1980 aboard a Hughes Airwest liveried DC-9 wearing Republic titles. Republic was formed from a merger between North Central and Southern Airways. Hughes Airwest had just been taken into the fold and I was a bit sad that this meant the end of their bright yellow flying bananas in western skies. Ultimately Republic was purchased by Northwest which was itself recently purchased by Delta. The ex-Hughes Airwest DC-9-30 that flew me into SNA back in 1980 was finally retired by Delta just two months ago. Many of the old North Central DC-9-50s are still flying though, looking quite nice in their new Delta livery.

The aircraft operating this morning’s flight up to Seattle was my old buddy N615AS, an Alaska 737-700 upon which I’ve logged eight flights for 13,680 miles, more than any other Alaska 737-700. The Alaska jet upon which I’ve logged the most mileage is N548AS, the dark blue Alaskaair.com liveried aircraft. Twelve flights for 19,460 miles so far.

Virgin America doesn’t fly the SNA-SEA route, so I was curious how today’s breakfast offering might match up against the scrambled egg and French toast plate served on the LAX-SEA run. Well, curiosity sure disappointed this cat, as it were. We were offered a Hawaiian Breakfast Sandwich, served all by itself on a plate. It’s a ham and egg sandwich with a slice of pineapple. Not my favorite flavor combination in the morning. And hey! Don’t they sell these exact same sandwiches to passengers back in Coach for $6.00? With yogurt included? What’s it doing in First Class? Catering mistake or catering cutback?

Luncheon on my 11:00am flight down to Los Angeles was much better ~ a Chicken Pesto with Bacon sandwich accompanied by the usual side salad and a bottle of Kona Lager. October marks the third anniversary of Alaska’s service to Hawaii and the airline is highlighting it with Hawaiian themed meals and drink offerings. Actually, I don’t think you can get a Mai Tai on a domestic Alaska flight, but it would have been preferable to the rather bland tasting Kona Lager.

My two hour layover at LAX allowed me plenty of time for a visit to Alaska’s Boardroom before catching the American Eagle shuttle bus over to Terminal 4 for my American flight to St. Louis. This inter-terminal bus is perhaps my favorite part of a visit to LAX as it operates out on the tarmac and affords its passengers excellent close up views of aircraft taxiing or parked nearby. Today’s highlight was my first glimpse of an Alitalia 777-200 parked at the gate. Moments later, we paused as an Korean Air 747-400 taxied by just eighty feet away. I found it interesting that Qantas had one A380, three 747-400s and one A330 in town. I didn’t know Qantas operated the A330 into LAX. I should imagine it would have to operate via Hawaii as I’m not sure it has the range for an Auckland or Sydney nonstop.

American’s 757-200 was only 60% full and so I was to be able to exchange my window seat back at row 25 with an aisle seat in the forward exit row at door 2. No window but lots of space! I also found it interesting to note that drinks were being served in both First Class and Coach less than twenty minutes out of LAX. I don’t know that you’d never see that on Alaska, but it’s been quite a while since I’ve seen their crews commence service on any level less that 30 minutes into the flight.

Flight time to St. Louis was 3 hours and 8 minutes, plenty of time to enjoy a sandwich. Until, that is, I saw the sandwich that seatmate had ordered. Where’s the meat? $10.00 and the only meat included is a thin layer of turkey along with a bag of chips. No thank you. The lady across the aisle ordered the cheese and cracker tray for $4.50. She got a single pack of Pepperidge Farm crackers, a single portion of whitish colored cheese, a packet of nuts and a box of raisins. Geez, you’d think that for $4.50 you’d get a little better cheese and maybe more of it. I guess I’ll eat in St. Louis. A few pages from the book Dear American Airlines kept me occupied and amused until our arrival in St. Louis at 8:50pm.

Apparently there’s some kind of FlyerTalk Do going on here over the next couple of days. It would be fun to stop by incognito for a few minutes “So you guys just all like to fly around then, is that it?” but I booked these flights a long time ago and to change them now would be a most expensive proposition. Hope you all had a great Do in St. Louis!


October 8, 2010
American Airlines St. Louis – Los Angeles 940a – 1145a DC-9-80 Economy Class
Alaska Airlines Los Angeles – Seattle 130p – 403p 737-700 First Class
Seattle – Portland 530p – 617p CRJ-700 Economy Class

Alaska’s partnership agreement with American does not include any special perks for Alaska elites, such as priority boarding or seating. I’d heard we could get priority boarding, but the one time I asked about it I was rebuffed by the gate agent. We Golds get double miles and that’s about it. Still, the ability to earn elite mileage bonuses when purchasing a heavily discounted fare on a carrier other than your own is a big perk in my book, so I have no complaints with American. It would be nice to have priority seating available, but I’ve generally had good success with American when requesting exit row or bulkhead seats when checking in at either the counter or the gate.

Upon checking in with AA’s automated kiosk this morning, I was offered the option of upgrading to First Class for just $180.00 more or I could pay an additional $39.00 for a seat in the first two rows of coach. A fool and his money are soon parted and I’m no fool. $180.00 to upgrade on a three hour breakfast flight? Alaska would only be asking $100.00 more for a flight of that length. No wonder American can afford to offer slightly better catering in its First Class cabins. As for paying $39.00 more for a seat in one of the first two rows of Coach – are you kidding me? I’ll take my chances at the gate.

Alas, I guess I didn’t look handicapped enough to the surly old gal working the gate, although the two healthy looking young ladies standing behind me in line evidently did. I was surprised to see them both sitting in row 7 after the gate agent specifically told me that those seats had been needed for handicapped passengers. She was so sorry. Yes she was…

You know, the reality of it is that after twenty-four straight years of enjoying elite status on one or more carriers, I reckon I’ve become pretty spoiled. On those occasions that I’m not seated in First Class, I’m almost always sat in exit row or bulkhead seats. As I type this from my cramped quarters here at 18A, American’s old MRTC (More Room Throughout Coach) program is but a distant memory. On a positive note, I’ve totally caught up on this report and am now current.



Westbound to the Golden State

Our arrival in LA was right on time and as we taxied into our gate I took note of not one but two comparatively ancient 767-200s parked next door. American and Continental are the only two US airlines that still operate the 762, however Continental’s are the much newer 200ER models while American’s airplanes will be 28 years old in a couple of years. It still seems like only yesterday that I was being interviewed by the local news channel while flying aboard the inaugural flight of the 767 on September 8, 1982.

Alaska’s 130pm flight up to Seattle indicates a snack service in First Class. What we were served was the salmon and cream cheese appetizer from Alaska’s transcon service. It’s not very much food, but I reckon it beats a bowl of warmed mixed nuts, especially since I usually bring along a packet of Blue Diamond almonds anyway.

Following a 27 minute CRJ flight down to Portland, I caught the shuttle van over to the Holiday Inn where, thanks to Priceline, a comfortable room awaited.



Boarding Horizon Airlines CRJ-700 for an evening flight to Portland


October 9, 2010
Horizon Airlines Portland - Seattle 830a – 920a CRJ-700 Economy Class
Alaska Airlines Seattle – Denver 1245p – 415p 737-900 First Class

I love flying on rainy days because of the speedy transformation that airplanes provide from rain to shine. I’m reminded of the line from those old Clairol commercials ~ Hate those grays, fly them away!
Doing the honors this morning was Horizon CRJ-700 N613QX, one of only two Horizon CRJs that I’ve not yet flown. So now there is only one left to fly ~ N616QX, the WSU liveried aircraft.

The aircraft awaiting Denver bound passengers at gate N9 was N318AS, Alaska’s largest and most colorful aircraft also known as Spirit of Disneyland II. Although I’d logged 8 previous flights aboard this aircraft, today was the first time I’d flown it in its new livery.

Sat in the First Class cabin on a two hour, 12:45pm departure to Denver, I was looking forward to a luncheon of some type, perhaps a sandwich or a wrap. What was served was another salmon and cream cheese appetizer. And that’s what that little dollop of salmon and cream cheese needs to remain – an appetizer. Something to get your appetite primed and eager for the next course. The main course. You know, I remember when Alaska’s senior management used to be served their own airline meals at their Friday meetings. I wonder how Bill Ayers and the gang would feel if their noon meal were limited to this salmon and cream cheese appetizer?

As much as I enjoy a good Mileage run, it sure is nice to have some time off in the middle of one. Well I’ve got the next nineteen days off and I’m going to start the festivities with a ride aboard the Rio Grande Scenic Railroad, operating standard gauge service over La Veta Pass between Alamosa and La Veta, Colorado.


Rio Grande Scenic Railroad
Alamosa – La Veta R/T 900a – 600p Dome Class

Alamosa is about a 200 mile drive south-southwest of Denver. If you take US285 up over Kenosha Pass and down through South Park, you can follow the route of the old Denver, South Park & Pacific Railroad. The rail bed is still clearly visible over Kenosha Pass as well as up and over Poncha Pass, farther to the south. Narrow gauge rail arrived in Alamosa on June 22, 1878, and on that day an assortment of pre-built buildings from nearby Garland City was brought in by train and put into place that very same day. The story has it that the men who worked the line had breakfast in Garland City that morning, and were later served dinner in the same building that evening – in Alamosa. Alamosa grew rapidly as a rail hub for south central Colorado, northern New Mexico and Kansas. By the turn of the century Alamosa had become the second busiest rail hub in Colorado behind Denver.

The La Veta Pass standard gauge route opened in 1890. That same route is still in use today, starting with my 9:00am departure out of Alamosa aboard the Rio Grande Scenic Railroad’s La Veta Mountaineer. Locomotive power was supplied via engine #18, a nicely restored C-5 Consolidation steam locomotive built by the American Locomotive Company in 1910. A brass plaque detailed the engine’s history. Originally built for northern Michigan’s Lake Superior and Ishpeming Railroad to haul iron ore, the C-5 Consolidation was the most powerful locomotive in the fleet. After the LS&I converted to diesel in the 1950’s, the 18 was stored. Later, it was sold to the Marquette and Huron Mountain tourist line, and then to the Grand Canyon Railroad. In early 2007 it was sold to Fleming Locomotive Works and operated in Oregon on the Mount Hood Railroad. The Rio Grande Scenic Railroad acquired #18 in late 2007, and it made its Colorado debut in the spring of 2008.

Directly behind the engine was a full length dome car still wearing the livery of its previous owner, Holland America Westour, who operated the car between Anchorage, Denali Park and Fairbanks. Like old #18, this car also had an interesting history. Built in 1954 for the Santa Fe Railway, they were used on Santa Fe’s luxury long-distance trains between Chicago, the Grand Canyon and the West Coast. In 1970 they were sold to AutoTrain which used them between Lorton, Virginia and Sanford, Florida until they were sold to Holland-America Westour in 1988.

The remaining cars were two coaches (originally commuter cars off the Long Island Railroad) and a converted observation car with long pew style seating lengthwise down the center of the car that faces the windows. The latter car was built in 1916 and served travelers aboard the Canadian National Railroad before finding a new home with the Adirondack Scenic Railroad in the 1970s.

I was informed that normally this train carries a few more cars but we’re approaching the end of the season for the Rio Grande Scenic Railroad with lighter loads, the four cars we carried today were more than sufficient. In fact, they were a substantial overkill since all 30 or so of us passengers were booked upstairs under the dome. The seating is far more spacious and comfortable than that found in the coaches, and of course the view is much nicer as well.

Coffee and orange juice were served as we spent a few minutes settling into our new surroundings and getting to know one another. At 8:58am the conductor yelled “All Aboard!” and two minutes later we were chugging away from downtown Alamosa while the locomotive whistled a happy tune and trailed a cloud of steam. I’ll let pictures tell the rest of the story…




Rio Grande Scenic Railroad locomotive arrives in Alamosa



Tracks up La Veta Pass



Mountain railroading through Southern Colorado



Descending down La Veta Pass through Autumn colors


All right, gang ~ that’s all for now. I hope you’ve enjoyed this trip report so far. I’ve got a few more flights coming up on mileage runs to West Palm Beach, Birmingham and Jacksonville that will include my one millionth mile flown aboard a Boeing 737, my 250th flight aboard a 757-200 and my first ever flight aboard a Delta 777-200. Hopefully the reciprocal upgrade situation with Alaska will be resolved by then and I can report on that Detroit to Los Angeles flight from First Class. Assuming, that is, that any of you still wish to read about any more domestic flights when the Trip Report forum offers so many more reports detailing the much nicer accommodations and service aboard foreign carriers.

Happy Contrails

greggwiggins

Please keep writing; another spectacular trip report. Once again we didn't miss each other by much on our travels. I was aboard Horizon's Q400 N411QX from SEA to PDX on October 7th, a day after you took it in the other direction. I spent a few days in Portland for the Fresh Hop beer festival.

HIDDY

Oh.......go on then, if you must.

Well what can one say? The more you post the more I want to travel to places I haven't seen.Those autumn colour shots really get me going.....wonderful stuff as usual Seat 2A. I look forward to the rest of the trip. ^

bubb1

Great photos and a nice change of pace for a TR here, thanks for sharing ^

Loose Cannon

Excellent trip report as usual. Please keep on writing.

I must say that I think the airside food court at SEA is at least a step above many as there is Ivar's and Anthony's where you can get seafood.

joanek

I always enjoy your trip reports---and am looking forward to mroe!

Seat 2A

Thank you all for the kind words. Gregg, you and I are going to meet up one of these days. Interestingly, I stopped flying United right about the time I started writing trip reports here and so haven't been through Dulles, much less the Washington DC area since.

The American West is indeed a wonderful place to roam around. Route 66 through California and Arizona in particular is a favorite of Europeans who have no lands or inexpensive 1950s era auto courts quite like that on their continent.

Here's a picture from my flight the other night between Seattle and LA. I was just trying to get a shot of the evening sky, but liked what I saw of dinner reflected in the window.



Mushroom Ravioli on the window

newcastle

Great report as always! I really enjoy the rail emphasis you include. I'm not all that familiar with rail travel so your reports are very informative. Thank you.

shuckit

If you keep writing I will keep reading. Looking forward to the next installment...

Seat 2A

October 29, 2010
Delta Connection Denver – Salt Lake City 515p – 645p CRJ-900 Economy Class
Delta Air Lines Salt Lake City – Los Angeles 759p – 901p 757-200 Economy Class

Although earlier in the week a storm had dumped up to 20” of snow in parts of Colorado’s Rocky Mountains, the forecast for this weekend called for clear skies and 75 to 80 degree temperatures along the front range. I really didn’t want to leave, but having purchased over $1000.00 in discounted, non-refundable tickets for the coming week’s travel proved to be a compelling argument against staying.

Delta flights operate from the C Concourse at DIA. There are no airline lounge facilities on that concourse, so I stopped over at the Continental Presidents Club over on the A Concourse for a cold beer prior to the flight. What’s this? The Presidents Club had become the Admirals Club! My favorite Denver lounge was no longer available to me. It was like showing up at home to find that the locks had been changed and you’re no longer welcome there.

Continental’s had a Presidents Club in Denver since about 1970. When – thanks to Ralph Nader – the airlines were forced to make club membership available to the general public, I became a charter Lifetime Member of the Presidents Club. I was Denver based back then and spent a lot of time in both the Stapleton and DIA facilities. Of course, back in the 1970s and early 1980s Continental was a much larger presence in Denver, offering well over 100 flights per day to destinations all over the country. I racked up a lot of miles aboard Continental’s lounge equipped DC-10s to LAX, EWR, SEA and IAH.

Hopefully Alaska can work out an agreement with American so that I can once again lounge about in my favorite Denver club facility. Until then, the only DIA lounges available to me were United’s Red Carpet Clubs over on the B Concourse. And to think that once upon a time in Denver I had access to Continental’s Presidents Club, Western’s Horizon Club, Braniff’s Council Club and United’s Red Carpet Club. Those were the days, they were…

An exit row window seat aboard Sky West’s CRJ-900 provided good views of the snow covered Rockies as we winged our way up to Salt Lake City on this fine autumn afternoon. Descending into Salt Lake City just after sunset provided spectacular views of the mountains and the Great Salt Lake below. Unfortunately I was on the wrong side of the airplane to photograph it, but the memories are still vivid.

Delta Connection flights usually park over on SLC’s Concourse B, and the walk from there over to the C or D Concourses can be a long one. Today however we parked on the C Concourse, just one gate down from my Los Angeles bound 757. Shortly thereafter I was savoring a ginger ale and complimentary peanuts while logging my 350,000th mile aboard a 757-200 somewhere over the Nevada desert, 38000’ below.


October 30, 2010
Alaska Airlines Los Angeles – Seattle 620a – 859a 737-800 First Class
Horizon Airlines Seattle – Portland 1000a – 1048a DHC-8-400 Economy Class
Delta Air Lines Portland - Atlanta 1200n – 739p 757-200 Economy Class
Delta Air Lines Atlanta – West Palm Beach 956p – 1144p 757-200 Economy Class

There’s nothing civilized about getting up at 4:30am for any reason, even if it’s a First Class seat aboard the most colorful jet in Alaska’s fleet. That’s right, N318AS, the Spirit of Disneyland II liveried 737-900 would be doing the honors up to Seattle this morning. Coffee and orange juice cleared some of the cobwebs from my head, and by the time I was presented a plate of Alaska’s Yam Stuffed French Toast with Scrambled Eggs and Sausage, I was actually feeling relatively chipper.



French Toast and Scrambled Eggs

My quest to fly every DHC-8-400 in Horizon’s fleet was delayed somewhat by the assignment to my Portland flight of N820QX, an aircraft I’d flown twice previously. I’ve got six more flights in the next twelve days aboard Horizon’s Dash 8s, so I like my odds.

It’s funny how many of my flying related milestones come in pairs. For example, back in 1997 I flew my one millionth mile aboard United Airlines. Four days later I flew my 1000th flight on United. Yesterday I logged my 350000th mile aboard a 757-200. Today I log my 250th flight aboard the same aircraft type. My first ride on a 757 came way back in 1985 aboard N503EA, the fourth 757 off the assembly line built for and delivered to Eastern Airlines. That flight was also, sadly, the last of my 225 flights aboard Eastern Airlines.

Although the 757 that flew us down to Atlanta was one of the newer 757s in Delta’s fleet, the 757 that delivered me to West Palm Beach was one of the oldest. N608DA was only the 64th 757 off the assembly line at Renton and took its first flight in May 1985, just two months after I logged my first 757 flight. Twenty-five years later she still looked quite fetching in Delta’s latest livery, while performing admirably in whisking us down to PBI in just one hour and twenty four minutes.

Ah, the memories PBI rekindles… I’ve only flown into here twice – the first time in 1978 aboard a stubby little DC-9-14 Whisperjet wearing the two tone blue and white “hockey stick” livery of Eastern Airlines. My second and last flight into PBI was the next year aboard an Allegheny Airlines DC-9-30 Vista Jet, nonstop from Pittsburgh. Allegheny would soon be changing its name to US Air while taking full advantage of the newly deregulated airline industry to quickly grow from a one class northeastern regional airline into a full service carrier with routes spreading from coast to coast. And, as many of you probably know, US Air went on to incorporate PSA, Piedmont and America West into its system and become the lumbering giant that it is today.

As for Palm Beach International Airport, gone was the tired old airport that I last flew into in 1979. In its place was an attractive modern facility with a nice variety of restaurants and bars along with a wonderfully dark and quiet lounge area where I slept out of sight and undisturbed until almost 8:30am.

I had a full day off in West Palm Beach. After checking into the Best Western PBI, I used the local Tri-Rail train and bus service to get me to a decent sports bar in hopes of enjoying the football game between Denver and San Francisco being played in London. I’ve been a Bronco fan for almost 40 years and on most Sundays during football season, regardless of the quality of day outside, I will get myself to a TV set or stadium where I can watch my beloved Broncos vanquish the opposition. Unfortunately, the opposition has been vanquishing the Broncos fairly regularly of late, and today’s contest only served to continue that trend. At least I fared well in my fantasy league.

ExGateAgt

Have been waiting for you to surface again, Elton!

Great report so far. Now I am salivating to get back in TRAINing in Colorado!