Common Misconceptions about Airline Pilots

Countless conversations with friends and strangers alike have led me down the path to this blog post. When you do a job every day, it comes to seem like common knowledge even though most people really don't know exactly what it is that you do. Hopefully this will put some of your questions to rest.

I am a first officer for a regional airline. That's what most people think of as the co-pilot. I'm actually qualified to fly the airplane; I'm not a "junior pilot" or anything like that. The captain (left seat) and first officer (right seat) share flying duties; while some tasks may be seat specific, many are designated as "flying pilot" or "monitoring pilot" duties. Typically, we take turns flying--so if we fly six legs today, I fly three and monitor three (that includes the takeoff and landing!).

The captain bears legal responsibility for the safety of the flight and is the ultimate decision maker, although most decisions are made as a crew. Captain and First Officer both receive the same training and qualifications, except the captain takes an additional flight test to earn a "type rating" that is specific to the model of aircraft she is assigned. There's no reason the FO couldn't take the same test except that it's expensive and not required by the FAA.

"Making captain" is simply a matter of having the appropriate seniority and going through several weeks of training in seat-specific tasks and leadership skills (unless the candidate is upgrading into a different type of aircraft than he previously flew--then more lengthy aircraft specific training is required; this occurs when an airline flies several different planes--say a 37-seat turboprop and a 70-seat jet. Pilots are typically paid according to the size of aircraft flown and will move to a larger aircraft as seniority permits. As a senior FO, a pilot will be in the jet; when upgrading, he is now the most junior captain and will be put back in the turboprop).

In some cases, an FO may even have more flight experience as a captain but got hired at the airline later. The airline industry relies heavily on the seniority system rather than merit. I mean, how exactly would you determine merit? This guy crashed a lot less than that one? We all nearly always get every flight safely from A to B or abandon the flight if we deem it isn't safe.

I do not have a designated route that I fly. The jet is normally assigned to certain routes while the turboprop is designated for others. Since I fly the turboprop, I fly to all the cities served by that aircraft. The company publishes schedules, or "lines," each month. Pilots bid for the lines they want which are then awarded by seniority (here we go again!). Most of our trips are four days, laying over each night in a different city. That means I leave home each week on, say, Tuesday, and come back home on Friday. Even though most of our destinations aren't very far away, I still have to stay in a hotel--this accommodates late arrivals and early departures for those cities. We fly between one and eight "legs," or flights, each day--usually somewhere in the four to six range.

The company pays for our hotels and we earn an hourly "per diem" to help cover meals and tips while away from home. Captains complete recurrent training and "pro checks" (proficiency checks in the simulator) every six months, while FOs go every 12 months.

Before applying for a job at a "major" airline, a pilot must typically be a captain for a period of time at a regional airline to earn "PIC," or pilot in command time. Majors usually pay more than regionals, but as you can see, it's basically a waiting game on the seniority list to be able to move up. Even then, job availability fluctuates wildly with the economy and the state of the industry.

So next time you have a conversation with a pilot, you can avoid the pitfalls of the most commonly asked questions that drive us all nuts and can probe more deeply to fully satisfy your curiosity. Feel free to post questions here and I'll try to answer them!

Dissed in the Flight Deck

This is a funny story that my training partner told while we were in ground school a few weeks ago.

We often have visitors to the flight deck in the form of small children, either before or after the flight. We welcome them into our office with varying degrees of enthusiasm, depending on the child and how much sleep we got at the hotel the night before.

Mac shared the story of a 12 or 13-year-old girl who was urged to see the flight deck by her parents, who then waited for her outside the airplane. An experienced air force pilot and now a captain and instructor pilot at our airline, Mac is generally eager to give kids a fun and educational experience. In the usual fashion, he showed the young girl, who was smacking a piece of gum, around the control panels and pointed out what various switches and levers do. After each tidbit of information, she would roll her eyes and say "whatever" as she continued to smack her gum. A the end of the session, she declared "Whatever, take a picture, double loser, DUH!" complete with the hand motions that go with the phrase. As she said "duh!" she whirled around and sashayed out the flight deck door and down the stairs to her waiting parents.

Mac had no idea what hit him. His first officer informed him that he had just been dissed in a big way and the two of them spent the next 20 minutes practicing the skit until they had it down pat. He performed it for us in ground school when he thought we needed to lighten the moment. Fantastic!

I flew my last flight in the Q200 without even knowing it on September 11, 2007. A series of events led me to fracture my wrist the very next day, taking me out of flying commission for much longer than I ever thought possible. Now the mighty Dash has officially retired from service at Horizon Air. No more short bus, no more mini-whacker, no more baby Dash.

Sleeping on the floor in PSC

So I started this blog at the urging of a fellow pilot and friend who was laughing at my tale of sleeping on the floor in the hotel. He said I should start a blog about the pilot's life and how it's really not all the glam that people think it is.

I'm flying the same trip for five weeks in a row. Start on Tuesday morning at 9:00, fly seven legs, nine hours on the ground in OTH (North Bend/Coos Bay, OR). Five legs Wednesday, arrive in PSC (Pasco, WA) 3:00 p.m. Up at 4:30 Thursday, fly five legs, get into RDM (Redmond, OR) 4:00 p.m. Up at 3:30 Friday, just three legs and home by 9:30 a.m.

The first day pretty much kicks your butt and you don't really get enough rest to recover, so you start out tired the next day and it just kind of builds from there. This week I managed to skip taking a nap in PSC in favor of going to bed early. I paid some bills, made some phone calls, replied to some emails and was in bed with lights out by 7 p.m., looking forward to having plenty of sleep for a change.

At 9:53 the phone in my room rang. This only happens when Crew Scheduling calls to tell you that the night plane didn't get in due to weather or mechanical so you can sleep in the next morning (no plane to fly out). It was a woman asking for Sonja. I'm pretty sure it was another flight crew that had just arrived at the hotel and got to sleep in the next day. I said something rude, slammed down the phone and crawled back into my marshmallow bed. All the Red Lion Hotels went through a remodel during the last few years which included new furniture and pillowtop mattresses. The PSC hotel did this about four years ago. The mattresses were nice at first, but as they wear in, they start to break down and soften. You can actually see body prints where they are most commonly slept on.

After a few minutes of tossing and turning and not getting comfortable and my back aching, I got up, yanked all the covers off the end of the bed and made myself a taco on the floor. With the fan on to drown out the flight crew now conversing on the patio of the room next door, I was able to sleep reasonably well for the rest of the night.

Apparently I'm not the only one who prefers firm beds. A couple other pilots also admit to sleeping on the floor at the Red Lions.