united Red Carpet Club dulles airport

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There are three united airlines Red Carpet Club in the Washington, D.C. Dulles Airport:

Midfield Terminal, Concourse C,
near gate C7

Midfield Terminal, Concourse C,
near gate C17

Midfield Terminal, Concourse D,
near gate D8

1-866-825-3016
(for conference room
reservation only)

Hours:
Daily
6:00 am - 10:00 pm

Amenities:
• Complimentary Wi-Fi access
• Complimentary breakfast and afternoon snacks
• Complimentary soft drinks, juices, coffee, tea and cappuccino
• Complimentary selection of beer, wine and spirits
• Premium alcohols available for purchase

VS flying club gold tier benefits

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Virgin Atlantic Flying Club is Virgin Atlantic’s frequent flyer program. The lowest level of membership is Flying Club Red, then Silver, and Gold membership is the highest tier within the flying club.

On all Virgin Atlantic flights, regardless of your class of travel, you'll enjoy Upper Class Check In, and with priority boarding you can enjoy a totally relaxing airport experience.
Fast track through immigration and security at London Heathrow.
Allowed 1 extra piece of baggage free of charge.
Access to Virgin Atlantic’s Clubhouses on departure.
Individual access to Virgin Atlantic’s Revivals Lounge when flying into LHR on a VS prefix ticket.
You have access to the bmi business lounge at London Heathrow, International Gate 14 (Terminal 1), when you are flying with them internationally, regardless of ticket type.

Virgin Atlantic Flying Club Gold members travelling on First/Business Class cabins on Singapore Airlines operated flights will be entitled to use SilverKris Lounges in Terminals 2 and 3. Virgin Atlantic Flying Club Gold members travelling in Economy class cabin on Singapore Airlines operated flights will be entitled to use KrisFlyer Gold Lounge or SATS Premier Lounge in Terminals 2 or 3.

You'll receive 5 complimentary First Class upgrades for both, the Heathrow Express and Gatwick Express trains in your membership pack, so you can travel to the airport in style. You must buy your ticket before boarding the train and handover your upgrade card to the onboard staff.

You automatically can bump a family member over 18 years of age to Silver Status.
When you renew your Gold Status, you’ll receive a free companion ticket. You just need to travel together with that person in the same class.
You’re guaranteed an economy seat on any Virgin Atlantic full fare flight that’s booked at least 3 days before departing.

Flying Club Silver membership changes

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Virgin Atlantic Silver Flying Club membership will be even more rewarding.

We’ve made a few changes to help you earn tier points and Flying Club miles. So now you can reach your goals - and your dream destinations - even faster.

From June, your Silver tier bonus will increase from 25% to 50% of base flown miles, meaning you can reach rewards even quicker. If you choose Premium Economy in booking classes W or S, you’ll also earn an extra tier point (it’s gone up from 3 tier points to 4).

Plus you’ll earn an extra tier point when you book Upper Class in booking classes J or D, (6 instead of 5).

Silver renewal tier points are also changing, from 1 September 2011 you will be required to earn 15 tier points in your next membership year to maintain your status. If your current membership year ends 31 August 2011, you will require 10 tier points to renew your account. The subsequent membership year, commencing 01 September 2011, requires 15 tier points to retain Silver membership.

And once you become a Gold member, we’ll double the bonus miles you’ll earn on base flown miles from 50% to 100%!

Blue Mountains accommodation package

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SYDNEY, AUSTRALIA In a bid to encourage international and domestic guests to discover the famous and iconic Blue Mountains region, Wolgan Valley Resort & Spa, the internationally-recognised luxury conservation-based resort, has released a year- round accommodation and transport package that includes a tour through the scenic area.

Discover the unique Blue Mountains region in New South Wales on a private tour and enjoy three nightsall-inclusive accommodation at the luxurious Wolgan Valley Resort & Spa starting from A$2,890* per person on a twin sharing basis.

The Blue Mountains Experience package includes three nightsaccommodation in a luxurious double Heritage Suite or Wollemi Suite with private indoor outdoor swimming pool, gourmet breakfast, lunch and dinner daily, all non-alcoholic and selected alcoholic beverages with lunch and dinner, wireless internet, two on site nature-based experiences per person each day, and private touring return transfers from Sydney to Wolgan Valley.

Private touring transfers from Sydney to Wolgan Valley include Katoomba and the Three Sisters and from Wolgan Valley to Sydney include the Bells Line of Road (or vice versa- as directed by guests on booking).

To book please contact the Wolgan Valley Reservations team on 02 9290 9733 or email reservations@wolganvalley.com

*Subject to availability at time of booking. Minimum three-night stay applies. Valid for travel until 31 March 2013. Extra nights can also be booked from A$780 per person twin share. Private touring transfers can be operated in the reverse order if preferred. Hotel pick up times confirmed at time of booking. Airport pick-up and departure times based on applicable flight times.

Touring transfer: Sydney to Wolgan Valley via Katoomba and the Three Sisters
Duration: 4.5hrs

Guests are met by an experienced guide at their Sydney hotel or on arrival at Sydney Airport for their private transfer to Wolgan Valley in a luxury 4WD vehicle. Travelling from the city, the drive takes guests through the lower Blue Mountains and on to the township of Katoomba, with a stop to view the famous Three Sisters rock formation. The guide will speak of Aboriginal Dreamtime and interpret their unique and complex culture.

Remote sightseeing locations are accessed along the way to ensure guests can enjoy the stunning views the Blue Mountains World Heritage listed region has to offer. A beautifully prepared morning tea is provided before continuing on to Mount Victoria and the quaint township of Lithgow. Heading east, the road descends into the Wolgan Valley with its sheer rock escarpments and rugged geography.

EK new First Class Lounge at Dubai airport T3

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Emirates has opened its second First Class Lounge at Terminal 3 - Dubai International Airport, making it the fourth dedicated premium Emirates Lounge in Dubai. Passengers now have an additional choice and can access a lounge more conveniently located to their departure gates.

The new Emirates Lounge, located at Concourse 1 in front of the Business Class Lounge, will facilitate easy and seamless travel for First Class passengers who may be departing from any of the 14 gates located in Concourse 1.The lounge design is modern and in keeping with Emiratesmulti-award winning First Class Lounge in Concourse 2, embodying the airline’s dedication to providing its passengers with superior service and quality.

The 1058 sq.mt. Emirates lounge boasts a wide array of passenger amenities including a quiet zone with eight recliners, two 55 and 65 inch LED TVs, plush leather armchairs, a choice of formal or relaxed seating, two dining areas, shower facilities, a business centre with four individual work stations, wireless LAN connectivity within the lounge, a water feature, contemporary artwork, a smoking area and the hallmark courteous service from dedicated lounge staff that completes the distinctive experience.
The new lounge facilities are available to all EmiratesFirst Class passengers and features Italian marble flooring, high-quality leather sourced from Europe, and gold-plated Rolex wall clocks from Geneva. The lounge also offers a custom-made Braille/tactile signage for the visually-impaired.

the opening of the new Emirates First Class Lounge allows us to provide our customers with a consistent, high-quality Emirates experience both on the ground and in the air, starting from their exclusive chauffeur drive airport transfer and dedicated airport check-in counters, to luxurious lounge facilities and then our award-winning service onboard,said Mohammed H. Mattar, Divisional Senior Vice President, Emirates Airport Services. lounges are an integral part of the Emirates experience, and reaffirm our dedication to offering the very best to our customers.
Passengers can enjoy an a-la-carte service from an extensive menu of complimentary hot and cold gourmet dishes having the choice of formal or informal seating in the dining area, accompanied by a full bar service including premium beverages.

Jumping Wake Turbulence

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Position: Taxiway Hotel... KSLC
Groundspeed: 30 knots
Equipment: 319
Pax-on-board: 123

Max forward taxi speed limitation on the 319 is 30 knots. I taxi at 30 knots when I can do so safely. Dry surfaces, light winds with smooth concrete joints are required, and of course, no one ahead blocking the way.

The heavy loads of Christmas and New Years are behind us, as is 2011. In my six... Another year on the Line... Poof! Gone.


We are on the last leg of a four day trip... Been short-hopping across the southwest in a 319 today. My kind of flying! The right seat is a retread captain, now a co-pilot, from two bankrupt airlines who is glad to have a flying job... An aspect of this career that is very unpleasant. If you lose your job at Divided Airlines and are lucky enough to get another job at Oceanic Air, guess where you start?

You say you have 12,567 hours in the B-757? Too bad... Seniority #7124, and, oh, by the way... One year of probation. One more thing, you don't know squat about the 757, so don't get cocky. We are going to teach you the correct way to fly.

There is a lot of silver hair and weathered skin in this cockpit. The lead flight attendant has been harassing us most of the day about a geriatric flightdeck. Should I check on you two every 15 minutes to make sure you're awake? Boys, call me when you want your Ensure. Are you two going to need extra lav breaks? And on it goes... Poking the old lions with a stick through the cage bars.

Is this sexual harassment? Shattering our fragile egos? Damaging on our self-esteem? I'll call an assistant Chief Pilot later and check on this matter.

The co-pilot and I are and have been in the operational groove. We are moving metal and hauling pax with minimum delays. It's nice to fly with someone who speaks the language of my era. A Holley double-pumper has nothing to do with pornography and a Rolls-Royce Merlin is not the latest project from Pimp My Ride. We announce proudly to anyone who asks that we do not have a clue what a tweet is, nor do we want to know.

Salt Lake tower asks, You guys ready? We have just finished the before take-off checklist and the co-pilot alerts the cabin. The co-pilot and I are giddy with last leg euphoria. Home to momma leg.

You ready boss?

Is the Pope Catholic?

The tower releases us for take-off, 16 Left, while we are still on Hotel. We have to make two 90 degree turns to the right... On my last checkride I got dinged for taxiing too fast in turns (again). Ten knots is max for 90 degree turns, although she will do 12-14 knots comfortably. Ten knots it is... These 319s require a lot of braking to keep them below limitation speeds.

All lights ON... Check flaps, trim, and fuel one more time.

On the center line with the nosewheel straight, I hand the aircraft over to the right seat with Your aircraft, I have the radios.

The engines roll past the critical harmonic zone quickly in the -5 C outside air temperature. Professor Energy's invisible force mashes us back into our seats as the engines spool up to a reduced thrust setting. We do not need max thrust in this cold air. I check the engine instruments for excessive vibration and temperature. Both running cool and very strong...

Yikes! We are blowing through 80 knots. I am supposed to call that out... Eighty, uh... ninety, hundred knots. Wow-ee! This baby is getting with it! Not an approved call out, but...

The gap between 80 knots and V1 is covered in two, maybe three heart beats; she is ready to fly. I call out vee one rotate five knots before V1. When the last syllable is out of my mouth, we are 20 knots past V2. The Electric Jet leaves a rolling vortex of runway dust as she leaps into the cool night sky.

Positive rate and the landing gear green lights change to red as the gear doors open.

We reach our KSLC departure altitude limit of 14,000 feet very quickly. Altitude capture happens at 12,700 feet to level at 14,000 feet. The controller points out a heavy freighter at 15,000 feet crossing in our 12 o'clock.

Uh, yeah we got him... Red, green, and white strobes ahead. It's a Mad Dog-11. Big boy!


Roger, maintain visual with the MD11, continue climb to 21,000 feet... Caution wake turbulence...


The freighter is disappearing in our two o'clock, but the wake is still in front of us and slowly descending toward our altitude. The flight attendants are up and working in the galleys. I look at the co-pilot and before I say anything, he asks You want to jump this wake? He is reading my mind, which, admittedly is not hard. Yes, no broken flight attendant ankles, please.


Fi-Fi responds to the co-pilot's commands and soars high over the wake turbulence with minimum effort. The twinkling lights of the freighter are in our three o'clock low now. We crossed 1500 feet or better above the wake trail.

Salt Lake City is falling away rapidly us as we ascend into dark and thin air. It has been a long day, but we are pumped up about off-duty time in our twelve o'clock. Less than an hour to the nest.

Life on the Line continues... 2012. Unreal...

Ten West of COFAX

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Position: 200 nautical miles west of Philly (KPHL)
Altitude: 35,000 feet
Groundspeed: 570 knots (655 mph)
Equipment: A321 Enhanced... New metal
Pax-on-Board: 183 plus 3 jumpers

Airborne... No twilight yet. Winter tailwinds have put us one hour ahead of sched arriving into Philly this morning; my dispatcher has assured me Philly ops knows we are about to come out of warp for the descent.

The cockpit jumper is an FAA pilot inspector... A GA (general aviation) type going to a meeting. We do not see many GA inspectors in our cockpits, but I am always glad to have them. It is interesting to hear what is happening on the other side of Orville and Wilbur's grand adventure.

Ten this side of COFAX...

ATC has issued us a descent clearance to cross 10 miles this side of COFAX intersection at 25,000 feet. The co-pilot has ten years experience in the Boeing 737 and 757... Two weeks in Fi-Fi, or third trip. Overall, things are going as well as can be expected with the ink barely dry on his new type-rating.

He is trying to build a virtual crossing waypoint and put it in the flight plan, but Fi-Fi is not cooperating. She can be frustrating to a new pilot. We are doing better than 10 miles p/min and past the top-of-descent. The 135 knot wind on the tail is adding to his problem with descent planning.

I hate to say anything, but... Uh, how about lets start down and I'll help you with that on the way. 


Altitude hold OFF and the engines slowly roll back to idle thrust as the nose drops below the horizon. She will use gravity to maintain the flight management computer's requested Mach number as I show the co-pilot a quick-and-dirty method of building a virtual waypoint that Fi-Fi will accept in the flight plan every time.

He sequences the new waypoint on this side of COFAX and then re-engages VNAV (vertical navigation). In a few seconds a small VNAV indicator appears in our primary flight displays showing where the vertical path is located relative to the airframe. In our case, it is 400 feet above us... Fi-Fi slows the descent rate, adds chemical energy to maintain airspeed and merges with the digital VNAV path from beneath.

The shiny new 321 punches the center of the virtual waypoint at 25,000 feet and 320 knots indicated airspeed; after a frequency change we are cleared direct to BUNTS intersection. 


"Good Morning Folks..."


I use the mythical captain's voice to wake up the pax and welcome them to Philly airspace, give them a quick weather report (calm winds, clear skies, thirty degrees Fahrenheit, and viz better than ten miles), and thank them for flying with us. Seat belt signs to ON.

BUNTS intersection... 8,000 feet


Approach- Fly heading one-one-zero for vectors visual two seven right. Uh... Keep it moving for me. I got one coming up from the south. Maintain six thousand.


Me- Roger, one-one-zero two seven right, go fast and down to six thousand.


The co-pilot has 250 knots selected, as requested by the controller; groundspeed is 320 knots. He is getting tunnel vision about the approach. I can see it coming... He dials 6,000 in the auto-pilot altitude window, pushes the VNAV descend button and nothing happens... And he does not notice.

I see this all the time with new Sparky pilots. There is no VNAV when you are flying a raw-data compass heading. Why? Because she does not know where you are going. You have left the room; are off her nav grid.

Me- Uhhh.... We are not descending. 


CP- Oh *%#@, sorry about that...


He releases altitude hold and we leave 8,000 feet; 250 knots IAS. The houses are moving into our six very fast. About here, we are leaving 250 knot CLASS B airspace. The new speed limit is 200 knots indicated.

Me- Better slow down... You are beneath CLASS B.


CP- Yeah, I forgot... Sorry.


The two V2500 A5 engines roll back, barely above idle, as the co-pilot selects 200 knots. Groundspeed is 270 knots. Things are starting to happen fast for him.

The approach controller asks You see the airport? It's about, uh... About three o'clock and ten miles.


I ask the co-pilot if he sees the airport. He glances out his side window... Yeah, I got it out there.


Me- Yes sir, we have the airport.


Approach- Roger, you are cleared for the visual two seven right. One eighty or greater until seven mile final. Tower at JALTO... 


Piece-o-cake for an experienced Electric Jet pilot. But, for a newbie, it is trouble with a capital T.

JALTO...


The crossing altitude at JALTO is 2,100 feet. If I was flying, I would have this beautiful aluminum bird in the Super Cub mode... Stick and rudder, thrust levers back to the idle stops, wing spoilers fully extended, flaps/slats to TWO. One eighty indicated or greater (certainly greater...) on the airspeed indicator. Cross JALTO at 2,100 feet and then add a few layers of digital magic for an extra safety margin. It is totally dark and we have been flying all night against the body clock.

But, I am not flying... I am squirming in my seat as I watch the co-pilot struggle with the new and strange (to him) automation. It is how he was taught in the School House. I disagree with this training approach, but they do not care what I think and have told me as much... It is the New Age of Aviation Training and you better get used to it. After all, we know more than you do. Don't you have an airplane to fly somewhere? Quit bothering us...


Well, OK, I guess...

Still, we are going to be fast and high because the co-pilot is unsure of how to integrate the automation with the flight path.

Me- You see the runway, right? At two o'clock? Probably ought to get the landing gear out...


All gear doors open as the main hydraulics unlock and extend the gear into the slipstream. It is still doable if he would be aggressive, but he is not... He is hanging on to the tail wondering why he can't make this incarnation of the Dark Side obey his automation commands.

We cross JALTO too fast and too high, landing gear down, flaps/slats partially extended, but going to fast to extend more flaps.

Me- We're kind of high and fast here... 


Auto-pilot OFF...


Too late, though. He raises the nose to slow down and get more flaps/slats out, which flattens the descent rate, aggravating the situation. At 1,000 feet above the water... 40 knots too fast with the glideslope full scale deflection below us. Obviously, this is not going to work.

Me- Ok, this is not a stable approach. Let's go around and try it again. 


He says something that makes me laugh... Now?


Me- Yes, now... Go around.

TOGA thrust... (take-off go around)


The "stretch" jet responds to thrust levers all the way forward vigorously. The nose pitches to 18 degrees as the co-pilot, finally, gets with the program. He comes back to the cockpit after hanging on to the tail for the last five minutes. There is no question that he knows how to fly big jet aircraft, but this New Order of Smoke and Mirrors will take a few months to grasp. It took me more than a year to finally see the light, but, admittedly, I am not the sharpest pencil in the box.

Flaps to go-around setting... Positive rate/ landing gear UP... Fly runway compass heading...

I tell the tower we were too high and fast on that one, gonna try it again...


Tower- Roger, you will be number one for the runway... Re-enter downwind and stay with me... you are cleared to land runway two seven right.


Me- Roger that... cleared to land two seven right... again.


The first hints of twilight in the east as the co-pilot maneuvers back to a downwind leg for 27Right.

"Folks, this is the captain..."


The "Voice", an octave lower, explains that we just did not like the way that approach was looking, so, to err on the side of safety, we are going to do it again. Have you all on the ground in a few minutes, still arriving early. Thank you... 

CP- Hey boss, I really screwed that up. Sorry 'bout that. 


Me- Ahh, you are doing fine. Nice go-around, too. Stay with it and I'll work on the nav for you.


He flies a nice, tight downwind leg at 1,500 feet above the water, calls for gear and flaps turning base leg. I re-sequence the magic for him so that he has good information on his nav display. The localizer and glide-slope are centered as he rolls onto final approach with the flight director, also, in the center of the little airplane symbol. He has it wired this time. What a concept! Fly the aircraft first. Use the automation to reduce the workload, but always fly the aircraft first.

Over the fence at 145 knots, I remind him that we are in a 321... Watch the tail. Her tail is a long ways behind the cockpit.

Touchdown is a thing of beauty; could not have done better myself. We easily make the first high speed turn-off, raise the flaps/slats, landing lights OFF, stow the spoilers and are about to call ground control, but tower tells us taxi to the gate with me. 


Eight emergency slides disarmed...


Door 1-Left opens... I can hear engine number one spooling down as the lead flight attendant greets the gate agent. The FAA inspector unbuckles his seatbelt and pats the co-pilot on the left shoulder... Good job young man. That's what we want to see. 


CP- I am so sorry. That was embarrassing.


Me (laughing)- Nah, it was OK. Better to be safe than sorry. We are still early with plenty of fuel. Let me tell you about one night in Anchorage a few years ago with yours truly flying...  


Life on the Line continues...