Techniques of the Professional Airline Pilot

[FlyChicaga]

I thought this might turn out to be a good thread for those newly entering the industry, or even those like me who are still getting our feet wet in our prospective seats. In the few years I have been flying airlines, I have had many opportunities to learn some great ways to approach my flying in a more professional manner. These are all techniques I have come to use in daily operations.

In one major airline's flight manual, it says this:

Procedures versus Techniques
The policies and procedures in the FOM and FRM are gospel. We stay standardized by specifically following prescribed procedures. Technique is the art form. During your first year you will be exposed to many techniques. You’ll most likely sift through these and come up with your own collection. Having the discipline to follow procedure and the savvy to incorporate smoothness, timeliness, and fuel saving techniques, are the hallmarks of the professional airline pilot.

This last line in the paragraph stands out the most, and not just because I put it in italics. This is really what being a professional airline pilot is about. We try to give our passengers a smooth ride, and at the same time try to save time and fuel to ensure an efficient, on-time arrival.

So what are some techniques that I have been exposed to on the line? I hope you add some of your own. Here is my list:

• When departing an airport going opposite of your intended direction, it is often advised to fly at a slower speed so you aren't flying too fast in the wrong direction. Why fly at 250 knots or more the wrong way, only to cover the same ground the other direction? Sometimes, going fast the wrong direction might be a good idea. When you are flying to a fix to turn on-route, flying fast gets you there faster, therefore you get on course faster.
• If you are going to be early, pull the power back! Why go fast and get in early, therefore burning all the gas? Unless you have a reason to get in early (last flight of the night, or a commute home), why go fast and just sit on the ground waiting for a gate? Instead, save the gas in flight and don't create a problem for ground operations.
• Sometimes when holding for weather, it might be a better idea to hold just a bit longer and burn into your reserve fuel than to divert immediately. Why divert and go through that trouble when holding for ten more minutes will get you into your destination? Of course, don't set yourself up for trouble!
• If your destination airport is closed, and not expected to open for a while, you might consider diverting early. Why waste all that fuel in the air, only to divert and land at minimum fuel? Divert early to beat all the other diversions, get fuel, and find a place to sit. When your destination opens, you'll be the first one ready to go. Plus, you may save a ton of fuel by not burning a racetrack in the sky.
• Make it a point to talk to your customers about every ten to fifteen minutes during a delay or some type of problem. Even if you don't have anything new to say, make sure they know you are thinking about them. Nobody likes sitting in the back of a plane wondering what is going on during a ground stop. If you are really motivated, go back and help the flight attendants do a water service. I've done this a few times, and it absolutely floored both the flight attendant and the customers. Really... They still like talking to the pilots.
• Talk to your customers in layman's terms. They don't need techincal jargon... "The weather is nice in Houston, with partly cloudy skies and 75 degrees." Pretend you are the "Local on the 8's" on the Weather Channel. Nobody cares that the winds are 15 knots or that the visibility is greater than 10 miles. They want to know temperature, and if the weather is #####.
• Sit the flight attendant(s) down early. I'd rather look like an idiot than watch one of them get hurt. Tell the passengers you are making the flight attendant stay seated, so they don't think he or she is a lazy ass.
• If you are a Captain, buy the first round. Buy coffee for your crew. If you have a really great crew, buy a meal and the drinks. Don't put yourself into debt to be "cool."
• Talk to kids on the plane. They are normally shy, but you never know when you'll change one of their lives (and totally screw them up, making them want to be a pilot for a living ).
• If you haven't boarded yet, and are taking a major delay for weather or maintenance, go up to the boarding gate and make a PA over the system to the customers in the area. Tell them the reason for the delay in layman's terms, and stick around for a bit to answer questions. Normally the questions are always the same, but it helps make the customers feel a bit better about the situation when the pilots give them the straight dope. They get angry at the typical, "gate agent announcement."
• Don't be "that guy" who hassles Center about the rides. Find out what the ride will be like, and ride it out for a while... Unless it's very uncomfortable. Sometimes the light chop only lasts for 10 or 15 minutes, and you don't want to be "that guy" playing musical altitudes.
• Figure out how your climb profiles affect fuel burn. Sometimes climbing faster at a slower indicated airspeed gets you to altitude sooner, therefore being more fuel efficient. You also get into the altitudes with a higher true airspeed and a higher tailwind. If you are going into a headwind, climbing slow and fast might make up a good chunk of time if you are late. Why hurry into an 150-knot headwind?

I got more, but that's all for now. Just things I've been taught over the years. I'd love to hear what you have!

 

[Hacker15e]

Sometimes when holding for weather, it might be a better idea to hold just a bit longer and burn into your reserve fuel than to divert immediately. Why divert and go through that trouble when holding for ten more minutes will get you into your destination? Of course, don't set yourself up for trouble!

Okay, admittedly I'm not an airline guy and I may be misunderstanding what you're saying...but I think this is TERRIBLE advice.

There is a reason that there is a set divert fuel. Your last sentense says it all...by overflying that divert gas, you ARE setting yourself up for trouble.

 

[B767Driver]

Okay, admittedly I'm not an airline guy and I may be misunderstanding what you're saying...but I think this is TERRIBLE advice.

There is a reason that there is a set divert fuel. Your last sentense says it all...by overflying that divert gas, you ARE setting yourself up for trouble.

If you are holding and waiting for weather to clear, it probably would not be a wise decision most of the time. However, if it is severe VFR and you are holding in the NE corridor and you know you are the next to be called for the approach then there is some merit to that decision.

Internationally, fuel does not seem to be a big factor. When I was flying domestically, it seems as though you were always flying around at close to min fuel. These types of decisions were approached frequently.

 

[Velocipede]

Since the other guys already told you how bad an idea it is to hold into your reserve fuel, I'll choose another paragraph:

If you are going to be early, pull the power back! Why go fast and get in early, therefore burning all the gas? Unless you have a reason to get in early (last flight of the night, or a commute home), why go fast and just sit on the ground waiting for a gate? Instead, save the gas in flight and don't create a problem for ground operations.

Fly your flight plan. Get the passengers there early. They love that. It gives them more time to make their connections.

If you don't have a gate, tell the passengers why you're sitting on the ramp and shut at least one engine down. I can pretty much guarantee you'll save more gas just running the APU than slowing down in flight. As a matter of fact, in some airplanes flying slower burns MORE gas. So there goes that argument.

And as far as not creating problems for ground operations...that's their problem, not yours. Just because you're the Captain doesn't mean you are responsible for everyone else's job on the airport.

 

[WalterSobchak]

• When departing an airport going opposite of your intended direction, it is often advised to fly at a slower speed so you aren't flying too fast in the wrong direction. Why fly at 250 knots or more the wrong way, only to cover the same ground the other direction? Sometimes, going fast the wrong direction might be a good idea. When you are flying to a fix to turn on-route, flying fast gets you there faster, therefore you get on course faster.

Lets say your go 5 miles the wrong way. 10 over all. Thats a 2.5 minute difference at 250. Who cares? Your paid by the minute right?

• If you are going to be early, pull the power back! Why go fast and get in early, therefore burning all the gas? Unless you have a reason to get in early (last flight of the night, or a commute home), why go fast and just sit on the ground waiting for a gate? Instead, save the gas in flight and don't create a problem for ground operations.

I agree with this one completely!!!!!

• Sometimes when holding for weather, it might be a better idea to hold just a bit longer and burn into your reserve fuel than to divert immediately. Why divert and go through that trouble when holding for ten more minutes will get you into your destination? Of course, don't set yourself up for trouble!

Of course check with dispatch, but I'm leaving if Im holding for wx and I'm going beyond my hold fuel. I'd rather get some where than get hung out to dry.

• If your destination airport is closed, and not expected to open for a while, you might consider diverting early. Why waste all that fuel in the air, only to divert and land at minimum fuel? Divert early to beat all the other diversions, get fuel, and find a place to sit. When your destination opens, you'll be the first one ready to go. Plus, you may save a ton of fuel by not burning a racetrack in the sky.

Solid advice!

• Make it a point to talk to your customers about every ten to fifteen minutes during a delay or some type of problem. Even if you don't have anything new to say, make sure they know you are thinking about them. Nobody likes sitting in the back of a plane wondering what is going on during a ground stop. If you are really motivated, go back and help the flight attendants do a water service. I've done this a few times, and it absolutely floored both the flight attendant and the customers. Really... They still like talking to the pilots.

I wouldn't recommend this. Our FA's would be pissed your on their turf. It's not my job to pass out water. I never flew right seat in a 1900. Plus being 6'3 I have a hard enough time on regional aircraft as it is. It's not your job as a pilot.

• Sit the flight attendant(s) down early. I'd rather look like an idiot than watch one of them get hurt. Tell the passengers you are making the flight attendant stay seated, so they don't think he or she is a lazy ass.

Should be SOP if not the crew brief should cover this. Good advice especially with new FA's.

• If you haven't boarded yet, and are taking a major delay for weather or maintenance, go up to the boarding gate and make a PA over the system to the customers in the area. Tell them the reason for the delay in layman's terms, and stick around for a bit to answer questions. Normally the questions are always the same, but it helps make the customers feel a bit better about the situation when the pilots give them the straight dope. They get angry at the typical, "gate agent announcement."

Worst advice I have on here. That is the gate agents job. CSA. Customer Service Agent. Thaey are the brige between the customer and the flight.If they haven't boarded then they aren't your problem.

• Figure out how your climb profiles affect fuel burn. Sometimes climbing faster at a slower indicated airspeed gets you to altitude sooner, therefore being more fuel efficient. You also get into the altitudes with a higher true airspeed and a higher tailwind. If you are going into a headwind, climbing slow and fast might make up a good chunk of time if you are late. Why hurry into an 150-knot headwind?

To make more money!

I got more, but that's all for now. Just things I've been taught over the years. I'd love to hear what you have!

Some of what you said is good advice. Some I don't recommend. I think we all have a job to do and we should not over step our bounderies to be overly nice. As pilots we have enough to worry about. Passing out water and and making PA's at the gate are over the line IMO. It makes us seem like we don't have more important things to do.

And as far as not creating problems for ground operations...that's their problem, not yours. Just because you're the Captain doesn't mean you are responsible for everyone else's job on the airport.

Kinda what I was trying to say.

 

[B767Driver]

and making PA's at the gate are over the line IMO.


QUOTE]

A PA by the captain in the gatehouse during an extended delay is entirely appropriate, IMO. It does not have to be a dissertation, but it does legitimize information handed out, comes from an authoritative figure and many times gate agents are too overwhelmed to make simple communicative statements to waiting customers.

 

[Nick]

Since the other guys already told you how bad an idea it is to hold into your reserve fuel, I'll choose another paragraph:



Fly your flight plan. Get the passengers there early. They love that. It gives them more time to make their connections.

If you don't have a gate, tell the passengers why you're sitting on the ramp and shut at least one engine down. I can pretty much guarantee you'll save more gas just running the APU than slowing down in flight. As a matter of fact, in some airplanes flying slower burns MORE gas. So there goes that argument.

And as far as not creating problems for ground operations...that's their problem, not yours. Just because you're the Captain doesn't mean you are responsible for everyone else's job on the airport.

At one of FlyChicaga's hubs there is a huge poster in the crewroom that says:

IF YOU ANTICIPATE ARRIVING EARLY, SLOW DOWN IN FLIGHT etc.

So it may vary from airport to airport and different companies might prefer different things due to congested ramps.

 

[EatSleepFly]

Lets say your go 5 miles the wrong way. 10 over all. Thats a 2.5 minute difference at 250. Who cares? Your paid by the minute right?

That's the difference between a professional and a slob, I guess. The title of the thread is "Techniques of the Professional Airline Pilot."

"Who cares" is a bad attitude to have. Sorry you feel that way.

By the way, a 2.5 minute difference at climb fuel burns multiplied by hundreds of departures per day really adds up.

 

[ChrisH]

I 100% agree. I was working as the gate agent the other day, for XJT in BTR. WX was bad in IAH, and there were ground stops. Flights scheduled to leave BTR at 4P and 455P, both mostly full. You should have seen the mad house that insued, when it was learned that both flights would not leave until after 7P. Having the captain come explain things, on the PA, helped drastically calm people down, and understand the situation. People trust the pilot, not so much the gate agents. Passengers seem to always assume we are lying.

This is why I say the prestige and glamour of the airline pilot career is still there, pilots just don't notice it, because passengers don't always show it. Passengers are too cought up in the hustle and bustle of life, and getting where they are going, to stop and admire pilots. But, they still do. I've seen children come off of airplanes, smiles from ear to ear, proclaiming that the pilot said "hi", to them. I've seen adults stand, waiting for their "gate checks", listening intently, and very intrigued, during a crew swap, as the two crews stop to briefly discuss flying, and the trip over.

I think pilots are part of the chain, in providing service to the customer, and I think customers appreciate it, when able, if pilots talk to them, and let them know what is going on, even if nothing more, than to just say, "hi".

and making PA's at the gate are over the line IMO.


QUOTE]

A PA by the captain in the gatehouse during an extended delay is entirely appropriate, IMO. It does not have to be a dissertation, but it does legitimize information handed out, comes from an authoritative figure and many times gate agents are too overwhelmed to make simple communicative statements to waiting customers.

 

[WalterSobchak]

That's the difference between a professional and a slob, I guess. The title of the thread is "Techniques of the Professional Airline Pilot."

"Who cares" is a bad attitude to have. Sorry you feel that way.

By the way, a 2.5 minute difference at climb fuel burns multiplied by hundreds of departures per day really adds up.

Do you wear the hat also? Does that make some one more professional? How about aviator sunglasses or a sticker from a really big flight school on your bag? Is that being a professional?

So burning a little gas make you a slob? On my aircraft that about 60 lbs of fuel. I do not give a damn if I burn 60lbs of extra fuel. I can't recall on departure more than once going completely the opposite direction as we are supposed to in 5,000+ hours so that seems like a non event to me.

Following SOP and flying with in profile is professional. When I see some on float outside the the touch down zone to grease it on that is unprofessional. I think making PA announcements while taxiing which is an obvious violation of sterile cockpit is unprofessional. Nothing wrong if there is a delay to keep people informed. At our company it would be bizarre to say the least if a pilot used the CSA's PA. I understand a lot of people get a hard on from putting on a uniform and releasing a lot of hot air over a PA and think that is professionalism. If thats your opinion, thats just great.

 

[WalterSobchak]

I 100% agree. I was working as the gate agent the other day, for XJT in BTR. WX was bad in IAH, and there were ground stops. Flights scheduled to leave BTR at 4P and 455P, both mostly full. You should have seen the mad house that insued, when it was learned that both flights would not leave until after 7P. Having the captain come explain things, on the PA, helped drastically calm people down, and understand the situation. People trust the pilot, not so much the gate agents. Passengers seem to always assume we are lying.

This is why I say the prestige and glamour of the airline pilot career is still there, pilots just don't notice it, because passengers don't always show it. Passengers are too cought up in the hustle and bustle of life, and getting where they are going, to stop and admire pilots. But, they still do. I've seen children come off of airplanes, smiles from ear to ear, proclaiming that the pilot said "hi", to them. I've seen adults stand, waiting for their "gate checks", listening intently, and very intrigued, during a crew swap, as the two crews stop to briefly discuss flying, and the trip over.

I think pilots are part of the chain, in providing service to the customer, and I think customers appreciate it, when able, if pilots talk to them, and let them know what is going on, even if nothing more, than to just say, "hi".

Once again maybe at your airline that is fine. At ours that would be shocking. Most of our CSA's have been here for aslong or longer than all the pilots so they can handle that on there own.

 

[OldTownPilot]

I'll have to side with Chris on the PA in the gate area.

As a gate agent, I've never had a Pilot on the PA, but that is because we don't have one. Just going up to explain things calms a lot of people down. The passengers have a LOT more respect for the pilots than the gate agents. They think we are lying fools, and they think its cool that you guys get to fly airplanes.

 

[FlyChicaga]

Okay, admittedly I'm not an airline guy and I may be misunderstanding what you're saying...but I think this is TERRIBLE advice.

There is a reason that there is a set divert fuel. Your last sentense says it all...by overflying that divert gas, you ARE setting yourself up for trouble.

When we depart, we have an alternate on our paperwork, as well as a calculated reserve fuel. We have enough fuel on board to get to our destination, to our most distant alternate, then 45 minutes of extra fuel for contingencies. It even says in our flight manual that burning into reserve fuel is permitted when appropriate for undue delays.

There have been a few times where we have arrived at our destination to find a line of storms moving through. In a few of these instances, we decided it was more prudent to hold and wait for the storm to pass at the destination, thereby letting us get to our intended point of landing safely. When you are holding halfway between your destination and alternate waiting for a storm to pass, are you going to land below minimum fuel if you wait for ten extra minutes and divert? No.

The same goes for situations where you might have had to go-around for a non-weather related reason. Say a traffic conflict, or an unstabilized approach. On your flight computer, it says that you only have enough fuel to get to your alternate and have 45 minutes of reserve fuel. Do you have to divert, or can you burn another couple hundred pounds of fuel to go fly another approach?

Fly your flight plan. Get the passengers there early. They love that. It gives them more time to make their connections.

If you don't have a gate, tell the passengers why you're sitting on the ramp and shut at least one engine down. I can pretty much guarantee you'll save more gas just running the APU than slowing down in flight. As a matter of fact, in some airplanes flying slower burns MORE gas. So there goes that argument.

And as far as not creating problems for ground operations...that's their problem, not yours. Just because you're the Captain doesn't mean you are responsible for everyone else's job on the airport.

I always will try to get my customers in early when I know they won't be required to sit on the ground for an extended period of time. There is nothing customers hate more than sitting waiting for a gate. As a commuter, there is nothing that I hate more than sitting waiting for a gate. Many times the airplane gets stuffy running only on the APU, so there you sit with the option of a hot airplane or running an engine burning fuel.

You are totally correct in saying that some airplanes burn more fuel flying slowly. It is a balance. You really need to know your airplane.

As far as ground operations... Yes, handling gate assignments and turning airplanes is their problem. As a Captain I am not responsible to do their job for them, but there is no reason to make their job more difficult than it already is.

 

[FlyChicaga]

Lets say your go 5 miles the wrong way. 10 over all. Thats a 2.5 minute difference at 250. Who cares? Your paid by the minute right?

That 2.5 minute difference can mean a huge difference down the line. If you can get ahead 2.5 minutes sooner, you can possibly get sequenced in front of slower traffic, rather than behind. Instead of being number 15 for arrival, now you could be number 7 for arrival.

The other day, a buddy of mine had diverted due to storms in Houston. The controller at their station told them and two other airplanes to get the engines started, they were releasing everyone with 30 miles in trail. They called for taxi right after the other airplanes, but now were 60 miles in trail of them for arrival. Even 30 seconds makes a big difference sometimes.

Worst advice I have on here. That is the gate agents job. CSA. Customer Service Agent. Thaey are the brige between the customer and the flight.If they haven't boarded then they aren't your problem.

The people that haven't boarded your flight aren't your problem per se, but they are still your customers. As a Captain you are not only a leader on the airplane, but you are also a leader within the company. Going up to the gate to give the customers an explanation for what's going on helps calm them down and understand. Not knocking CSAs at all, but let's be honest: Most pilots can explain a maintenance delay much better due to the fact we fly the airplane.

 

[EatSleepFly]

Retarded drivel.

Aside from the other reasons FlyChicaga mentioned, where I work, our fuel saving efforts out on the line directly contribute to the size of our yearly bonus, so perhaps I'm a little more aware of sloppiness.

But I understand, you are entitled to your opinion and I am not. Got it.

 

[kellwolf]

There have been a few times where we have arrived at our destination to find a line of storms moving through. In a few of these instances, we decided it was more prudent to hold and wait for the storm to pass at the destination, thereby letting us get to our intended point of landing safely. When you are holding halfway between your destination and alternate waiting for a storm to pass, are you going to land below minimum fuel if you wait for ten extra minutes and divert? No.

The same goes for situations where you might have had to go-around for a non-weather related reason. Say a traffic conflict, or an unstabilized approach. On your flight computer, it says that you only have enough fuel to get to your alternate and have 45 minutes of reserve fuel. Do you have to divert, or can you burn another couple hundred pounds of fuel to go fly another approach?

Apples to oranges, IMO. Diverting for WX is different than being vectored back around in the terminal area after a non-weather related go around. If I'm holding for WX, and I hit bingo fuel, I'm done. I've seen too many time where ATC plays the "5 more minutes" card or the "You're next in." Going into STL with a t-storm approaching the field, ATC didn't even have a plan for what they wanted to do. Asked if they wanted us to hold on the arrival as published, and they said "Nah. Just fly present heading. We'll get you in." 2 minutes later, they wanted us on the other side of the storm for holding. Maybe I'm paranoid, but I just don't trust 'em anymore.

I always will try to get my customers in early when I know they won't be required to sit on the ground for an extended period of time. There is nothing customers hate more than sitting waiting for a gate. As a commuter, there is nothing that I hate more than sitting waiting for a gate. Many times the airplane gets stuffy running only on the APU, so there you sit with the option of a hot airplane or running an engine burning fuel.

You are totally correct in saying that some airplanes burn more fuel flying slowly. It is a balance. You really need to know your airplane.

ERJ is a much more fuel efficient airplane than the CRJ. For us, slowing down doesn't really help much at all in my experience. It MIGHT change your EFOA .1 or .2. A lot of the fuel savings is also driven by corporate culture. XJT guys are working well with management b/c they work as a team. They're more motivated to save gas b/c there's more at stake for them. PCL, on the other hand, well, we won't even mention how bad management/employee relations have gotten here. It also depends on if you're going into a hub or an outstation. If you're coming into MEM, you're more than likely going to have a gate unless you're INSANELY early (like an hour and a half or more). Same with an outstation. DTW or MSP, you're running the risk of not having a gate when you get there. Odds are, however, if you don't have a gate when you're early, if you were on-time you STILL wouldn't have a gate at either of those two, so you're not really saving anything. Now, you're looking at passengers potentially missing connection b/c you pulled the power back to be on-time rather than early. Crazy situation, but it's how NWA and Mesaba likes to staff their ramp: 3 or 4 people for 8 or 9 gates. Get there before everyone else, and you get parked. Late to the party, and you're sitting for a while.

As far as ground operations... Yes, handling gate assignments and turning airplanes is their problem. As a Captain I am not responsible to do their job for them, but there is no reason to make their job more difficult than it already is.

I have to agree 100% with doing a gate PA. The nice thing about that is after you're done, passengers can ask you question. The gate agent isn't going to be able to answer a lot of those questions.

 

[Alchemy]

I agree with pretty much everything Flychicaga said.

With regard to the whole "slow down so you're not waiting for a gate", that may not be completely applicable to other airlines but it's definitely a smart idea for us and is almost being demanded by the chief pilots (bad juju if you arrive more than 10 minutes early on certain flights).

I especially dislike it when I get to fly with "chatty kathy" who constantly asks about the rides on the radio.....especially the guy who doesn't talk to the other pilot before asking random questions to ATC. Listen to the frequency for a minute or two and the odds are someone else will answer your questions for you.

Overall, well said.

 

[derg]

The people that haven't boarded your flight aren't your problem per se, but they are still your customers. As a Captain you are not only a leader on the airplane, but you are also a leader within the company. Going up to the gate to give the customers an explanation for what's going on helps calm them down and understand. Not knocking CSAs at all, but let's be honest: Most pilots can explain a maintenance delay much better due to the fact we fly the airplane.

This needs to be carved into granite and displayed at the entrance of every pilot lounge in the United States, industry-wide.

 

[KLB]

I especially dislike it when I get to fly with "chatty kathy" who constantly asks about the rides on the radio.....especially the guy who doesn't talk to the other pilot before asking random questions to ATC. Listen to the frequency for a minute or two and the odds are someone else will answer your questions for you.

:yeahthat:

With that being said, it's always good to give PIREPS of things that were unexpected. It really helps everyone else out.

 

[Snuggle]

''wind check''

I hate that!