Most Important Things You've Learned

A Life Aloft said:
Remember why you went into this profession in the first place. It doesn't matter how long ago it was, remember the first time you soloed in a plane. Remember when you used to love to go to an airport and watch all the jets coming and going. Take a walk around sometimes. Enjoy the views, they are spectacular and you are lucky to have them. Take advantage of your overnights. Explore, try new foods, meet new people, have an adventure or two, and have some fun.

Be excited about your career and thankful. Find ways to keep it interesting and fresh. There is always more to learn. Always.
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This. I have never forgotten that first solo. Nor have I forgotten that first flight as PIC under an air carrier certificate. And I certainly haven't forgotten how I felt the first time I was PIC with paying passengers behind me.

I enjoy flying. And I enjoy it in a jet. Just like I enjoyed flying a piston single. And a piston twin. I even enjoy teaching. Now I'm making sure FOs are ready for the left seat (with the little wisdom I can bestow) vs the time as a CFI teaching primary and instrument, but I've enjoyed it all.

Somehow, life just doesn't seem as complicated when there's air between me and the ground.
 
Soku39 said:
It never gets bad enough that the airplane is going to hit the ground, 121 aviation is the most mundane thing on earth. That said there will be times when you are going to have to put your big boy pants on and dissent from a massively stupid opinion from the left seat.
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It does. Ask the crew who ignored the EGPWS leaving Monterey Mexico, missed the top of the mountain by less than 200ft, and wrote it up as a broken unit. Crap happens, you just gotta hope crap doesn't happen to you. Short of fighting over the controls, you force the move by stating your intentions on a radio.
 
86BravoPapa said:
What about the Asian airliner at SFO? Also, what about crew environments in 91 or 135? To be fair, actions that result in a crash was probably too specific of an example. I just mean how do you say 'No, we're not doing this.', to the senior pilot without putting a big black mark on your resume?
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That is a very different culture than aviation in the US, Western Europe, Canada, Australia, even Mexico and Brazil.

Their downfall was something that hasn't been taught in the US in a long long long time, they hit the wall because no one spoke up.

I will not hesitate to tell the captain that he's 10 knots over ref on the 500 foot call, CA will always say correcting and crack a few % off N1, I won't hesitate to say that he's steep, no one's feelings get hurt.
mshunter said:
It does. Ask the crew who ignored the EGPWS leaving Monterey Mexico, missed the top of the mountain by less than 200ft, and wrote it up as a broken unit. Crap happens, you just gotta hope crap doesn't happen to you. Short of fighting over the controls, you force the move by stating your intentions on a radio.
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Unfam with the case, but one has to wonder if the crew bothered to brief the ODP, then subsquently why they didn't bother to follow the GPWS which should always be honored.
 
A Life Aloft said:
When you are a Captain, it is your job to mentor your crews. Support them, respect them and have their backs. Always. They will happily do the same for you. Let them know when they are handling things well and doing a good job. Never take them for granted either.

It's a team. Be the coach and let your players shine. Your F/O isn't just there to take over if you suddenly find yourself having the pukes from those clams you ate Fu Hang Dou Jiangs the previous evening. He has an education, experience and training. Give him some landings and takeoffs. Listen to him, you might learn something new or a different way of accomplishing some task. Mentor him, embolden him and teach him. Do it humbly. Encourage communication in the office. Ask his opinion.

Don't get into the pilot/management gossip b.s. and whatever issues your company may be going through. Forget politics and religion. There a million other subjects you can yack about and plenty that you can learn from one another and share. No one needs or wants drama at work. There's enough of that in real life.

Be the professional that you expect others to be. Be the role model. Just remember that no one is perfect, not even you. Expect your crews to do their very best, but also encourage everyone to have some fun along the way and enjoy themselves. Everyone responds to being appreciated and understanding that you are there for them.

Buy your crews some drinks and dinners. Spend some off time with them, just being yourself and leave anything to do with work behind. Take an interest in them and get to know them.

You are the final authority. But you aren't a dictator and others opinions matter. Never let yourself be pushed, by anyone along the chain. You are the one who is ultimately responsible for the welfare of your crew, the pax and your aircraft.

Remember why you went into this profession in the first place. It doesn't matter how long ago it was, remember the first time you soloed in a plane. Remember when you used to love to go to an airport and watch all the jets coming and going. Take a walk around sometimes. Enjoy the views, they are spectacular and you are lucky to have them. Take advantage of your overnights. Explore, try new foods, meet new people, have an adventure or two, and have some fun.

Be excited about your career and thankful. Find ways to keep it interesting and fresh. There is always more to learn. Always.
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Words to live by, not just for Captains, but for all leaders in action and/or job title.
 
I'll add one other thing to this discussion.

When I was younger, I was a strict rule follower and everything had to be just so. I'd get caught up in the details, and get lost in there somewhere. This career has tempered me.

While being a rule follower is good for an airline pilot, you have to learn the difference between God's law (gravity, physics, etc.), man's law (FAA regulations), and company policy. One of these you cannot violate. Don't try it. One, you can violate if you have good reason to. One, eh. it's more of a very strong suggestion. Good to follow, but don't get so tied into it you can't think.

Details are important in this job, but when everyone else is focusing on their little part of the picture, remember that your job is to say No. It's easy to say Yes. It pleases people to hear yes. You get the big bucks to stop things starting down the wrong airway. As someone mentioned earlier, the parking brake is the best safety device on the plane. Even as an FO, you have a set of brakes that work just fine. Use them to slow things down (or even stop them), until you're sure it's safe and you're ready to go.

Last but not least, I was taught early in my aviation career: Never pass up the opportunity to pee.
 
msmspilot said:
I'll add one other thing to this discussion.

When I was younger, I was a strict rule follower and everything had to be just so. I'd get caught up in the details, and get lost in there somewhere. This career has tempered me.

While being a rule follower is good for an airline pilot, you have to learn the difference between God's law (gravity, physics, etc.), man's law (FAA regulations), and company policy. One of these you cannot violate. Don't try it. One, you can violate if you have good reason to. One, eh. it's more of a very strong suggestion. Good to follow, but don't get so tied into it you can't think.

Details are important in this job, but when everyone else is focusing on their little part of the picture, remember that your job is to say No. It's easy to say Yes. It pleases people to hear yes. You get the big bucks to stop things starting down the wrong airway. As someone mentioned earlier, the parking brake is the best safety device on the plane. Even as an FO, you have a set of brakes that work just fine. Use them to slow things down (or even stop them), until you're sure it's safe and you're ready to go.

Last but not least, I was taught early in my aviation career: Never pass up the opportunity to pee.
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Some real life examples of when you all have had to say no would be great for learning purposes.
 
86BravoPapa said:
Some real life examples of when you all have had to say no would be great for learning purposes.
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Weather is probably the biggest one. Sometimes saying "no" is more saying, "Well, that plan won't work, but here's an option that will." You can keep people on your "team" by phrasing it in a way that's not making that person the bad guy.

I had one time flying freight in a 210 where there was a squall line with no breaks between me and where I was going. I called dispatch, and I told them it's obviously too long to get around. I figure at the rate it's moving I can run the route 3 hours late. They called the customer, and the customer decided to drive the cargo instead of fly it. I never said a literal no, just a not this way.

I've had an almost identical conversation where it was, "This weather is here. I can go around it, but it'll add a half hour to the flight." (Time critical cargo). That time they said do it.

I've had to butt heads with mechanics many times. My favorite was the mechanic yelling at me that "It's not a safety of flight issue." No, but it's not legal, and therefore, I'm not flying this plane in this condition.

We got to a plane, and the crew coming off said they'd had a stab trim runaway enroute. Do we want them to write it up? Uh, yes? Long story short, in trying to diagnose/fix the problem, there was another stab trim runaway that we witnessed. We both noped out and went back to the hotel. Flew it back to base the next day after they fixed it.

I was the FO, the captain called out sick/fatigued without telling us (Don't do this!! Keep the crew in the loop), and we were waiting on a reserve captain to come in. It was hot, 85+F out. The APU wasn't working. The jetbridge air was... marginal. The gate agent kept pestering me to board. I am not going to board a full flight, on a hot airplane, for an indefinite amount of time of sitting in this sauna. We got another air cart, and blew some cold air on board. The captain showed up, then we boarded.

When you can, flag the problem, but provide a solution that works for you, and to the best of your ability, everyone else. Be open to other suggestions, because, as much as we hate hearing it, sometimes you don't see the big picture.

Hope this helps.
 
msmspilot said:
Weather is probably the biggest one. Sometimes saying "no" is more saying, "Well, that plan won't work, but here's an option that will." You can keep people on your "team" by phrasing it in a way that's not making that person the bad guy.

I had one time flying freight in a 210 where there was a squall line with no breaks between me and where I was going. I called dispatch, and I told them it's obviously too long to get around. I figure at the rate it's moving I can run the route 3 hours late. They called the customer, and the customer decided to drive the cargo instead of fly it. I never said a literal no, just a not this way.

I've had an almost identical conversation where it was, "This weather is here. I can go around it, but it'll add a half hour to the flight." (Time critical cargo). That time they said do it.

I've had to butt heads with mechanics many times. My favorite was the mechanic yelling at me that "It's not a safety of flight issue." No, but it's not legal, and therefore, I'm not flying this plane in this condition.

We got to a plane, and the crew coming off said they'd had a stab trim runaway enroute. Do we want them to write it up? Uh, yes? Long story short, in trying to diagnose/fix the problem, there was another stab trim runaway that we witnessed. We both noped out and went back to the hotel. Flew it back to base the next day after they fixed it.

I was the FO, the captain called out sick/fatigued without telling us (Don't do this!! Keep the crew in the loop), and we were waiting on a reserve captain to come in. It was hot, 85+F out. The APU wasn't working. The jetbridge air was... marginal. The gate agent kept pestering me to board. I am not going to board a full flight, on a hot airplane, for an indefinite amount of time of sitting in this sauna. We got another air cart, and blew some cold air on board. The captain showed up, then we boarded.

When you can, flag the problem, but provide a solution that works for you, and to the best of your ability, everyone else. Be open to other suggestions, because, as much as we hate hearing it, sometimes you don't see the big picture.

Hope this helps.
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Thank you! For me, real world experiences, mine or others, provide some of the most valuable education.
 
Soku39 said:
That is a very different culture than aviation in the US, Western Europe, Canada, Australia, even Mexico and Brazil.

Their downfall was something that hasn't been taught in the US in a long long long time, they hit the wall because no one spoke up.

I will not hesitate to tell the captain that he's 10 knots over ref on the 500 foot call, CA will always say correcting and crack a few % off N1, I won't hesitate to say that he's steep, no one's feelings get hurt.


Unfam with the case, but one has to wonder if the crew bothered to brief the ODP, then subsquently why they didn't bother to follow the GPWS which should always be honored.
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But you said it never happens. It does.
 
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