Once every two years a captain is required to be observed by a check airman. And captains over sixty must be checked every six months.
I touched on the line check in the last Cockpit Chronicles, and I’ve had yet another trip with a check airman performing a line check, making it two in the last eight days. Both of the captains I was flying with were over sixty. As a result of the change in retirement age from sixty to sixty-five in 2007, a line check has been mandated every six months for those sixty and older.
I’ve spotted some of the items that check airman are looking for during these checks. Consider this a guide on how to make a check airman happy. I know my demographic here at Gadling will be thrilled to come across this information.
It’s important not to fly any differently when you’re not being checked. You won’t be able to fool these pilots by ‘stepping up your game’ only when they’re around. There are so many rules, procedures and techniques you’ll need to adhere to, that it’ll be obvious to the instructor that you haven’t been paying attention to your training if you try to ‘step up your game’ only when the management pilot is around.
The ‘Check Airman’
At my company, check airmen are captains that are chosen, usually by the base chief pilot, to fill the instructor positions. Some are exclusively ‘line’ check airman, who only perform line checks and the ‘initial operating experience’ for new pilots to the aircraft. Others are qualified to fly the line and also perform simulator checks.
What they want to see.
The following are some examples of what a pilot will be tested on during a six month or two-year line check.Licenses and medicals
The first thing they’re likely interested in seeing are a pilot’s license and medicals. They’re checking to see the medical hasn’t expired and that the license includes an ‘English Language’ endorsement. It may sound silly, but the international organization overseeing many of the rules governing air carriers worldwide, ICAO, requires all licenses to include this endorsement. If it’s not there, you can’t fly, no matter how eloquent a pilot is while trying to talk their way out of the problem.
A check airman will be watching to see that a captain conducts a thorough briefing with the flight attendants regarding any security changes, the expected ride conditions and to re-iterate how an evacuation may be handled.
In order for 10,000 pilots to fly well together, there has to be a set of procedures and call outs that everyone is familiar with, obviously. So check airmen pay particular attention to these procedures and will often comment if something is done differently. For example, if a pilot were to check the flight controls on the ramp instead of the taxiway, something may be said. Interestingly, in that example, other aircraft in our fleet allow for the flight controls to be checked on the ramp after the pushback crew has departed, so not everything is consistent from one fleet to the next.
While it might seem to be nit-picking, check airmen will say something if the response to a checklist item is read back as “closed” when it should be “cutoff” instead. This can especially be an issue for pilots coming from a different brand of airplane that uses different terminology. Old habits are hard to break.
Check airmen are tasked with encouraging fuel saving techniques and they might make mention of this during a line check. Recently a comment was made to me when I opted to use the Econ mode of our FMS to set the climb speed since it was 298 knots, which was very close to the company’s procedure of using 300 knots at that weight. The check airman probably just wanted to be sure that I knew the speed usually set for a given weight. Interestingly, they rarely mention when a pilot brings the flaps out early when flying level at the minimum clean (no flaps) airspeed for twenty miles before starting the approach; a technique that could also save some serious dinosaurs.
Recently we’ve had some changes in the regulations regarding delays on international flights. You’re going to hear a lot more updates should a delay occur, and there are specific rules regarding just how often captains must update passengers, even if we don’t know the cause for the delay or how much longer we may have to wait. Since the penalties from the Department of Transportation, DOT, for non-compliance are steep, this will be an example of a new policy that will be checked as well.
Even though we go through an oral exam during our simulator check rides every nine months, check airmen will be looking for signs of weak areas in the knowledge of the systems of the airplane. These systems can include the hydraulics, electrical, flight controls, FMS computers, autopilot, fuel system, pneumatics and flight instruments among other things. But there’s no oral quizzing during line checks fortunately. The instructors are quick to say they’re just there to observe.
So while pilots rarely have management looking over their shoulders, they are checked often by check airmen.
These check rides usually result in something being learned and are a good way to ensure that every pilot is working in the most standardized way while flying the line. The vast majority of check airmen are helpful and friendly, although I can’t say that most pilots are truly happy to have them aboard. And knowing that fact probably makes the check airmen job all that more difficult.
As a first officer, I’m not eligible to work as a check airman and I’ve vowed to stay away from the job for the rest of my career. At our company, there really isn’t a significant pay premium to work as an instructor, and you give up most landings and opportunities to actually fly the airplane while you’re performing a line check or IOE training. And your schedule is often dictated by whatever the pilot you’re checking can hold. While I appreciate those who choose to step into these roles, I know my place in life is as a line pilot. There’s nothing better. Except perhaps as a line captain, but that will have to wait for a future Cockpit Chronicles.
Cockpit Chronicles takes you along on some of Kent’s trips as an international co-pilot on the Boeing 757 and 767 based in New York. Have any questions for Kent? Check out the Cockpit Chronicles Facebook page or follow Kent on Twitter @veryjr.