Though flying for an airline pays well (unless you are a first year, first officer), it is an occupation that sits on the edge all the time.

Like any job, it can be here today and gone tomorrow. You only have to look at the history of any industry to know that no job is ever completely safe.

Some of the biggest airlines and industries have moved on to the history books, and for various reasons.

So what I tell all my first officers is that you have to have something to back it up. In 2001, after the attacks, luckily I had enough money to survive off till everything turned around plus I had an education to fall back on.

With the latest downturn in flying and the major airlines STILL struggling, life at a regional airline is still in a precarious situation. Last November, I went from a line holder to a reserve line holder within a few months. This November, the same thing is happening again, but this year though I’m a little better prepared.

Still there are 5 things that I think every pilot should know, and it’s probably not what you think…

Get A Bachelor’s Degree

First, get a bachelor’s degree…and not in a major like Aviation Management or something useless like that. You want a degree that gives you a business background such as marketing, finance, or entrepreneurship. Business and sales are still where the money is at, so leverage yourself to make as much money as you can.

If you want to get a degree in an engineering discipline, go for it, but realize that unless you have stayed up academically with your chosen discipline, you will need to continue you education while you are flying otherwise you may not be able to get back into the field if something happens in aviation and you can’t fly anymore.

Networking

What is “networking?”

Networking is building relationships with people that have common and maybe not-so-common interests as yourself. This is important, because when you want to go get another (airline) job, a lot of times you need a referral.

FedEx and Southwest rely heavily on referrals during the application process, so you need to have them in place when you submit your application and resume. Some pilots think that they have to know and be “best friends” with this person, but that is not always the case. A friend-of-a-friend, who flies for the airline you want to work with will do. So ask your friend, to ask their friend. Pilots love to help out other pilots and they will probably say “Yes.” It doesn’t hurt, the worst they could say is “No.” Right?

Another word on networking…if you have a friend in aviation that works somewhere besides where you do, try to stay in touch. A text message, a phone call, or an email is just the thing to keep those lines of communication open.

Focus on Your Health

If you aren’t exercising in some way or form, you need to. It has been proven that exercise helps on so many levels: physical, mental, and emotional, to name a few. In addition, as a pilot, you need to look professional and the appearance of being fit is very important.

You are probably thinking, yeah, yeah, heard it all before and that’s true. Personally, I yo-yo back and forth. I will exercise regularly for a long time and then I will go into a state of not working out for awhile till my uniform is getting a little snug and then I’m motivated to work out again, but I probably work out more than I don’t. I never get to far from a weight that is comfortable for me, plus I have worked out my whole life so I know what works for me.

Regardless, you need to pick up the book, The Caveman’s Guide to Fitness. The guys that put this together know what they are doing. You can do these workouts in your hotel room or at home. They don’t take long but the biggest benefit is that you will stay fit and healthy. Click here to get your copy.

Fly SOP

On my last trip, my first officer and I were talking about some of the things we have seen other pilots do. He commented that it was annoying when other pilots used the old adage, “Well, at <put your old company here> we didn’t do <whatever> that way so I’m not going to do it that way either.”

In essence, whatever airline you fly for, they pay you to fly their way.

All airlines and charter operations have developed their standard operating procedures (SOP) over years of experience. It is possible that you don’t agree with what your company is doing or how they are doing it, but you, as a professional pilot, are still responsible for flying their way. Believe it or not, it also increases safety since everyone is standardized and doing it the same way.

When I fly the worst, is when my first officer doesn’t accomplish his tasks as stated in the SOP. It gets my rhythm off because now it is not “standard.” So do everyone a favor, fly your SOP.

Get Another Job

I flew with a first officer the other day that is $100,000 in debt. Between him going to University of North Dakota to get his degree/flight training and his wife getting her nursing degree, this couple at the rip age of early 25 was $100,00 IN DEBT!

How are they going to pay this off?

Right now, on $100,000 of debt, hypothetically speaking, if the interest rate is 3% and they make payments of around $550 per month, it is going to take them 20 years to pay it off and will end up paying an additional $33,000 over the life of the loan. A first officer at SkyWest makes around $20+ per flight hour their first year. An entry level nurse probably makes the same. Believe me, there is no way they are making a $550 payment each month.

So what should they do?

One option is to get another job. Even as a captain, I work as a substitute teacher, I have my own window cleaning business, and I have this blog. My substitute teaching makes me $80 per day. On a good window cleaning day, I make about $180 per day working four to six hours. This blog makes me about $100 per day through affiliate marketing.

Quick note: Affiliate marketing is selling other company’s products through your website and/or blog.

How I got started was I bought The Super Affiliate Handbook by Rosiland Gardner. At only $47, this book is a steal. Rosiland lays it out step-by-step on how to make money on the Internet. Click here to get started.

Conclusion

Being a “good” pilot doesn’t work anymore. The airlines aren’t going to take care of you and the glory days of flying a long gone. Don’t get me wrong, flying is blast. Reality is that if you want to fly, you are always going to worry whether your airline is the next to go. What I have outlined here are a few things that you need to pay attention to and they will help you keep going. My last suggestion is probably the most important. If you don’t have another job and it debt pick up The Super Affiliate Handbook or The Debt Buster System and give yourself a chance to do more than living paycheck to paycheck. You owe it to yourself and your future.

Till next time…

Jeffrey

Do you know how to empathize with your passengers?

Did you know that there is a difference between empathy and sympathy?

Webster defines empathy as:

“…the action of understanding, being aware of, being sensitive to, and vicariously experiencing the feelings, thoughts, and experience of another of either the past or present without having the feelings, thoughts, and experience fully communicated in an objectively explicit manner.” In other words, “putting yourself in the other person’s shoes” or “seeing things through someone else’s eyes.” 

Sympathy on the other hand is:

“…the act or capacity of entering into or sharing the feelings or interests of another .”

There is an ever-so-slight difference between the two. Empathy is based on “understanding” what the person is going through without being emotionally involved. Sympathy on the other hand is the process of actually taking on the burden of what the person is experiencing.

Think of a policeman. When a policeman is doing his job, which at times is difficult because they must interact personally with people going through trying events, they must “understand” and be “sensitive” to the situation at hand without getting emotionally involved in the situation. Once you get emotionally involved in a trying situation, you have now lost control of the event. With empathy, a policeman can maintain personal contact with the person, since they are human after all, but still effectively control the situation.

As an airline pilot, whether a captain, first officer, or flight attendant, the same personal control applies. When flights are delayed or cancelled, remaining professional will always help you get through the event. Medical emergencies are another event that requires you remain professional and empathetic because that is what will help you work through the situation.

To me, being empathetic has a calming affect. I can concentrate better on the things I need to get done IF I don’t get emotionally involved in the situation.

On one occasion, we diverted back to Grand Junction (GJT) because of thunderstorms in Salt Lake City. Most the passengers were OK with the diversion because I kept them informed on the weather in SLC and the procedure for getting them to their destination. One lady though was inconsolable. She progressed from logical to demanding to hysterical within an hour. Put on top of it all, I was having my yearly line check and my first officer was near to useless, I was under a lot of stress as well. To control the situation, I had to detach myself from this lady’s personal problems and not get involved. I could “understand” what she was going through and project that image to her but I could not get emotionally involved. It is a constant process of checking yourself, self-talk, and slowing down that will get you through such a situation. Eventually, because the lady was now starting to upset the other passengers, she was removed from the flight.

Do you need to cultivate your “empathy?” You sure do!

Here are a few practical tips that may help:

1. Truly listen to people. Open your ears, close your mouth, and look at the person. Fight back the urge to formulate your next response and just listen. Watch their body language, listen to the tone of their voice, and really try to understand what it is they are trying to say.
2.  Don’t interrupt people. Don’t dismiss their concerns offhand. Don’t rush to give advice. Don’t change the subject. Allow people THEIR moment.
3. Tune in to non-verbal communication. This is the way that people often communicate what they REALLY think or feel, even when their verbal communication says something quite different.
4. Be aware of what your body is doing. As I mentioned in another entry, 93% of what you say comes from your tone and body language. Relax your body and let your body “listen” to what the person is saying. http://cospilot.wordpress.com/2008/09/24/what-did-you-just-not-say/
5. Use their name. Try to use it at least five times when you are talking to them. Don’t do it obnoxiously though.
6. Don’t let other distractions like your cell phone or email distract you from giving that person your undivided attention.
7. Smile…and not just with your face but with your eyes as well.
8. Give recognition and praise freely.
9. Take an interest in the people you interact with. I try to ask everyone I meet three personal (but not too personal) questions about their life, hobbies, family, etc. This shows that you are interested in that person as a human and friend. Obviously you can’t do that with passengers but you can connect with them in other ways.

Alright, so I hope that helps. And remember, one measure of a person is how they treat someone who is absolutely no use to them. In all likelihood, you will never see your passengers again, but that shouldn’t stop you from trying to connect with them and leave them with the best flying experience that they ever had. We are in the customer service industry and using empathy is one tool that will help passengers think more highly of those in the aviation industry.

Till next time…

P.S. Here are a few books to add to your library. Remember, growing as a captain is a never ending process!

• StrengthsFinder 2.0: A New and Upgraded Edition of the Online Test from Gallup’s Now, Discover Your Strengths
• The 7 Habits of Highly Effective People
• A Whole New Mind: Why Right-Brainers Will Rule the Future

The CRJ-200 is not a big airplane but then it’s not a small airplane either.

With a max takeoff weight of 53,000 lbs and a max landing weight of 47,000 lbs, I’d say it is still a good size airplane. And for those of you who are transitioning from small multi-engine airplanes, you are going to be busy for awhile as you learn how to control the automatic flight control system (AFCS) and how to fly the airplane.

The CRJ200 is fast and covers a lot of ground very quickly and if you aren’t on top of it, you might be hanging off the tail during the whole flight just trying to catch up.

As for the aircraft dimensions, it’s ironic, but as much as things change, they tend to remain the same.

If you are just stepping up to the CRJ200, you will be thinking to yourself, “I made it!” You might be thinking as well that now you don’t have to learn those minute details that you had to learn about the Cessna or the Baron you flew.

But…surprise…surprise…right after you finish indoc, what is the first thing you learn? That’s right, the dimensions of the airplane you will fly. And for good reason. In order to fly the airplane, you have to first be safe on the ground and that requires knowing the length , width, and height of the airplane you are flying.

Unlike the smaller airplane you were flying, where you could see the wing tips, on the CRJ200, you almost have to physically turn in your seat just to see the wing tip. Also, learning the CRJ200 aircraft dimensions is also a “right-of-passage” and the logical beginning to learning about any airplane and will be the first question asked when you go to upgrade. The CRJ200 Basic Aircraft Dimensions:

• Wingtip to wingtip – Approx. 21′
• Top of tail to bottom of tires – Approx. 19′
• Nose to back of tail – Approx. 87′

So you can see, it is a fairly big airplane. Respect its size and drive with caution on the ground and you will keep you, your passengers, and your airplane safe. Always clear turns visually, check for moving vehicles and be vigilant about your surroundings. When the weather gets worse, be even more diligent about your surroundings during ground movement.

To Your Flying Success,

Jeffrey

P.S. Highly Recommended Book: The Turbine Pilot’s Flight Manual – Everything a pilot is expected to know when transitioning to turbine-powered aircraft. Includes bonus CD-ROM. I used it to help me prepare for both of my airline interviews and I was hired both times.

Emergency Frequency

You may not remember the tower frequency of your local airport that you fly out of or the localizer frequency of your favorite ILS, but chances are, if you have flown for any amount of time, you know what the “Guard” frequency or the “aircraft emergency frequency” is. And if you know what that frequency is, chances are that you monitor the aircraft emergency frequency, 121.50 MHz, when you fly. And if you monitor the frequency, chances are you will hear someone accidentally try to contact their operations or try to give a position report or any number of things on this frequency. And chances are, the next thing you will hear is a barrage of transmissions from other pilots saying, “YOU’RE ON GUARD!” 

Sometimes these pilots are nice about it but sometimes you would think that it was the end of the world! “YOU’RE ON GUARD!” My goodness, relax…it’s not the end of the world.

Here is a little history. Aviation being inherently unforgiving when something goes wrong, pilots needed a frequency that would never be used by any other service.  The frequency, 121.50 MHz, was picked and has been the “guarded,” “emergency frequency” for aviation ever since. I don’t know the exact date it was selected but it was partly selected because it exists right in the middle of the original VHF frequency range of 118 – 136 MHz. There are other technical reasons as well.

Anyway, 121.50 MHz is the rock star of frequencies. From the most neophyte of pilots to the most aged airline pilot, everyone knows what the frequency 121.50 MHz means.

121.50 MHz is one frequency that is monitored by pilots, flight service stations (FSS), air traffic control (ATC), Air Route Traffic Control Centers (ARTCC) and some emergency stations.

On more than one occasion I’ve heard pilots in distress get instantaneous help from other pilots.

On one occasion while flying over the Midwest, 121.50 was alive with chatter because a pilot’s engine had failed and he was going to dead stick it in. The airliners were playing tag as they flew over the location of the transmission, relaying the pilot’s location to ATC and providing assistance as best they could. As one airline went out of range, another would take it’s place, and so on. I just sat back and listened. As I faded out of radio range, I heard one pilot transmit that the pilot that lost the engine had landed and was safe.

On another occasion, a pilot lost his engine, stated his emergency. Again, pilots immediately were offering assistance and suggestions. “Did you switch fuel tanks?” “Did you prime the engine?” The pilot with the failed engine came back and said, “It’s OK guys, I ran out of fuel. It’s my fault. I have a landing site. I will let you know when I’m down.” That was the last I heard as I flew over the horizon.

On yet another occasion, we flew out of range of our current Center controller. (I thought it had gotten a little quiet.) ATC broadcasted over 121.50, found us, and gave us the next frequency.

Finally, and probably the most important uses of the emergency frequency is related to the Emergency Locator Transmitter (ELT). ELT’s are located usually in the tail of an airplane, where, if an airplane crashes, it is most likely to survive the impact and begin transmitting it’s distress signal. This is important because unfortunately on some occasions, the pilot doesn’t have the presence to make a transmission and eventually crashes. In the past, a hard landing could set off the distress signal causing a flurry of activity to find the “downed” aircraft. But lately, newer version of ELT’s have begun transmitting on the UHF frequency 406 MHz coupled with the frequency 121.50 MHz, it being a low power beacon for homing purposes. Pilots that monitor the emergency frequency, upon hearing the ELT signal, notify ATC and tracking down the “distressed” aircraft begins. Satellites are also being used to track down ELT frequencies which is another layer of safety that pilots will ultimately benefit from. I am not really sure how that works but it’s pretty cool.

If you are flying an older airplane, you will want to get the ACR AeroFix 406MHz Personal Locator Beacon (PLB) w/GPS Interface (2799.2) - PLBs are emergency life saving devices that you want to have onboard if your airplane goes down. Don’t rely on your onboard ELT to help rescue aircraft find you.

So the next time you fly, if you have an extra radio, monitor 121.50 MHz. You may be able to help someone. If nothing else, you will feel for that pilot that accidently transmits and is instantly told, “YOUR ON GUARD!” Ouch!

P.S. Here is a CD that I strongly recommend if you want to brush up on your radio skills:

Communications Trainer: Say Again Please CD-ROM - It contains great information on VFR and IFR operations, towered and non-towered airports, enroute flight, and emergency situations.

Till Next Time…

Jeffrey

Bad Weather Ahead

“Expect Departure Clearance Times” is a tool used to meter the amount of traffic coming into a particularly high volume airport such as ORD during inclement weather.

Check ORD’s current weather forecast here.

If you have ever flown into ORD, it is an amazing experience. To me the controllers are the best. They have such apparent control over the their domain, so even though a lot of pilots like to second guess the system, it is probably one of the best implemented systems in the United States.

Two great books that address ATC and aviation weather, and should be included in your aviation library are: ATC & Weather: Mastering the Systems and The Air Traffic System: A Commonsense Guide. Both are unique and invaluable introductions to the air traffic control system.

On with my story…

Consider this…on a VFR day and all runways available for takeoff and landing, ORD lands somewhere between 90 to 100 airplanes…an hour! THAT is a lot of airplanes. Figure in too that these airplanes come from every direction and vary from a Cessna Citation to a Boeing 747. In addition, on multiple occasions, when I turn base to final, I am almost exactly 2.5 miles behind the aircraft in front of me and our speeds are matched. Pretty much, they taxi off and I land and the process starts over.

If you are a departing aircraft, you are usually cleared for takeoff before the preceding aircraft has even lifted off. Granted the airplane in front is most likely going to turn one direction and you are going to turn another and you have the aircraft in front of you in sight. Safety is almost NEVER an issue if EVERYONE is doing THEIR job!

100 aircraft an hour only happens though if the weather and winds are cooperating.

What happens if the weather deteriorates enough that they can squeeze everyone in 2.5 miles behind the other aircraft? Well, you guessed it…slow down!

If the weather gets bad enough they won’t be able to get the 2.5 mile separation and it goes up to 5 miles between aircraft hence you start getting flow times or “expect departure clearance times.”

If they go from six runways to four runways, you have severly limited the number of aircraft that can arrive.

Just with these two examples, you can see that the amount of aircraft arriving in an allotted amount of time is seriously degraded.

So what happens?

Well, you get “Expect Departure Clearance Times” or EDCTs or flow times.

Yesterday we were in MKE to going to ORD. They were down to two landing runways and two takeoff runways due to weather. 700 feet overcast and 2.5 miles visibility. We were issued an EDCT time two hours later than our original departure time.

So here is how it went the other day. We showed up at MKE at our scheduled show time. MKE Ops told us we had an EDCTtwo hours from our scheduled departure time. After talking to MKE Clearance and my regional controller, both of whom confirmed our EDCT, we settled down and waited.

Another SkyWest crew, that arrived while we were waiting, decided to fuel up and head to the Z Ramp and wait out their EDCT…without any passengers! Not a team player, if you ask me. Yeah, the crew will get two hours pay for sitting out there, and even though I’m all for making money, they are basically just taking money from the company and burning expensive jet fuel. Why? Don’t know. Everyone has their reasons.

One reason though I think they sit out there is because they think that if they are waiting out there, ATC will get them going sooner, whereas the reality is that the company you are flying for AND ATC are making the EDCT. Granted, there are times that it is beneficial to sit out there because if the weather improves and the flow times are lifted, so you can go. It’s a judgement call. Personally, if I have no passengers it doesn’t benefit anyone to just SIT and waste company money. Second, I make an educated guess as to when I should head out to the runway to wait out my EDCT. There have been times when I’ve boarded up, went out to the runway and my EDCT was extended. Just can’t do anything about that. There have also been times when I boarded up, my EDCT was extended, then extended again. At this point you have to decide on a plan of action: 1) wait it out or 2) head back to the gate. I usually talk it over with my First Officer, Flight Attendants, my Regional Controller, and the station operations. At that point, I can make a decisions whether to head back to the gate or not.

One thing that I consider heavily is what would benefit the passengers. On some occasions, it’s just better to head back to the gate, let the passengers get off the airplane and make other arrangements. On other occasions, it’s better to head back to the gate so the passengers aren’t just sitting on the airplane. It’s a flight-by-flight thing.

Either way, EDCT and dealing with them are part of the job. Hopefully, this will help you understand the process a little better. For the FAA Official word on EDCT, click here.

Till next time…

Jeffrey

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