Welcome to Gadling’s feature, Plane Answers, where our resident airline pilot, Kent Wien, answers your questions about everything from takeoff to touchdown and beyond. Have a question of your own? Ask away!
Hi Kent, I love your blog! You have mentioned before the importance of a pilot staying with one airline throughout his career because seniority is everything. Recently, you also noted that some airlines like Air France will even pay for a pilot’s training, which sounds like a nice incentive to try to become their employee.
It seems like there are many different factors to seriously consider before joining an airline, especially since you are hoping to be with the airline for several years.
With all of these factors to think about, how did you choose which airline you wanted to work for when you were just starting out?
It’s nice to be able to target the airline that you want to work for and land that job, but often we don’t usually have that luxury. Generally, you take the first offer you get.
I was incredibly fortunate to get noticed and successfully navigate the interview process with the airline that I most wanted to work for.
Often the airline of choice will vary and today, the freight operators like FedEx and UPS are at the top of most pilots list. Southwest and Alaska have always been favorites of applicants as well.
For me, I wanted the opportunity to fly internationally and to fly more than one type of airplane. I might not be typical of most pilots, but I actually enjoy going to school to learn a new aircraft.
Since we don’t have any large airlines in the U.S. that do the ab initio training (where they take a person and provide all the flight training, from zero time to line pilot), it’s really your flight experience and ratings, along with your work history and education, that the airlines scrutinize.
I know that on long flights there are relief pilots. Who determines who flies first, who lands the aircraft and are the relief crews required to get shut eye? Also do the flight attendants have relief people?
The captain will occasionally ask the co-pilot which ‘leg’ they’d like, but more often than not, he’ll take the first leg of the trip and we’ll alternate legs after that.
Who’s leg is this?
On flights requiring a relief pilot, unless that pilot hasn’t had a landing in a few months, there are usually just two legs to share, so the relief pilot doesn’t get to fly a leg. When flying as a relief pilot all month, it’s possible to trade for a co-pilot trip every now and then to maintain the requirement for three landings in 90 days.
With regards to the breaks, it’s usually the relief pilot who goes back for the first break. The flying pilot will take the second break so they’re prepared and not rushed to prepare for the approach. The non-flying pilot will then take the last leg, arriving back in the cockpit at least thirty minutes prior.
We’re not required to get some sleep, but the option to sleep if we’re tired is at least provided. Occasionally, when I’ve had a good night’s sleep, I’ll do a little blogging or in the past–before writing for Gadling–I’d catch a movie.
That’s why the FB and the FC, the second relief pilot used on the flights over 12 hours, are known as the “Food Boy” and the “Film Critic.”
The flight attendants don’t have relief crews per se, but after the meal service is complete, and before the second service, they’ll divide up their breaks which may be as little as thirty minutes for a 7 hour flight.
Hey Kent, Regarding DVT, or Deep Vein Thrombosis, is it a concern for pilots? Do you guys have much room to move around up front? Are there measures you take to avoid DVT? Do you really need to?
After this became such a public issue, we did give some thought to the ramifications to sitting in an airplane for so many hours at a time.
Most pilots try to drink enough water during the flight, and we occasionally stand up in the cockpit for a moment at cruise and stretch. All of our airplanes have enough room for us to at least stand up.
After September 11th, it’s become a bit of a hassle to use the lavatory, so we try not to overdo it on the water.
Since we have three pilots on the flights scheduled to be 8 hours or more, we’re lucky to get a two hour break in the cabin, which probably helps curb the DVT potential. It’s the transcons that have the potential for pilots to sit for extended periods at a time.
Do you have a question about something related to the pointy end of an airplane? Ask Kent and maybe he’ll use it for next Friday’s Plane Answers