We talk about almost every aspect of the airline industry on PilotJobs. The most popular articles however are the Flying the Line articles written by pilots in ATP’s vast alumni group. Some of my favorite Flying the Line articles have been written by ATP Alumnus and Major Airline Captain Chris Carey. Chris recently shared an experience with us and we want to share it with you. Continue reading
Flying the Line
Chris Carey is a graduate of ATP who has gone on to fly for United Airlines. Chris is also a pilot-mentor and contributor to AirlinePilot.life, the online community where interested people can ask airline pilots flight training and airline related questions. Chris has written a follow-up to an article he wrote back in August. Continue reading
ATP is very proud to have our graduates flying for every airline in the United States. Chris Carey is one of those graduates, and he flies for United Airlines. We are also proud that Chris is a contributor to AirlinePilot.life where interested people can have their questions about the Airline Pilot lifestyle and career answered by airline pilots who are living it right now. We would like to share more of Chris’s observations with you: Continue reading
ATP graduates fly for every airline in the United States and many airlines overseas. Chris Carey, who has written some very good articles for PilotJobs, is a graduate of ATP who has gone on to fly for United Airlines. Chris is also a mentor with AirlinePilot.Life, a free website where anybody can ask pilots questions about the industry, flight training, and other pilot related questions.
Hand Flying at the Airlines
As an airline pilot, I often find myself answering questions about flying and many times dispelling misconceptions. One of the questions that I am frequently asked is: “How much do you actually fly the airplane?” Some people think the whole task of flying is automated while others believe we are hand flying the airplane the entire time. The reality is it is a mixture of both, with a heavy emphasis on automation.
In small airplanes, such as the kind most pilots do their initial training in, the flying is all done by hand. Very few small airplanes have an autopilot. If they do they are very simplistic in nature and are meant more as a workload reducer than a full-blown autopilot. Even if you fly an airplane with an autopilot during your training, it is likely that you will almost never use it as it is your instructor’s job to teach you how to fly, not how to use an autopilot.
As you progress to larger and larger airplanes the amount of hand flying tends to decrease while the abilities of the autopilots increase. I flew the Embraer 145 for a few years when I worked for ExpressJet. The autopilot on the 145 could handle lateral movements like tracking courses or maintaining a heading, but it did not provide very good pitch (angle) information and had no autothrottle system at all. This meant that as a pilot I was very involved in controlling the pitch of the airplane and manipulating the throttles by hand to achieve the desired speed or climb rate.
On the 737 that I currently fly we have a two autopilot system that can control almost all aspects of the airplane’s movement and an autothrottle system that is able to fully control the speed of the airplane. The autopilot can be turned on at 1,000 feet above the ground on takeoff. On landing, if the second autopilot is engaged concurrently with the first one, the airplane can actually land itself and will remain in control of the airplane until all three sets of wheels are on the ground. The second autopilot is engaged with the first one to add a layer of redundancy to the autopilot. Yes, the airplane can land itself and apply its own brakes, but it cannot track the runway centerline while it completes the landing roll. This means that the pilot must take over as soon as all three wheels are on the ground and guide the airplane down the runway as the speed decreases.
The 757 and 767 that I previously flew have autopilot systems that are similar to the 737 except they actually have three autopilots. Typically, only one autopilot is engaged at a time, but for low visibility approaches all three are engaged concurrently. When in the three autopilot mode the 757/767 can land by itself and come to a full stop on the runway centerline. This is especially useful in very low visibility situations like fog or snow where the pilots will have some difficulties seeing the runway markings or lights.
So yes, more advanced airplanes can practically fly themselves, but this does not mean the pilots are simply sitting up front staring out the window. The autopilots have to be actively managed and monitored. At the end of the day, they are only as good as the information the pilots put into them. During cruise flight, the pilots are busy monitoring the en route and destination weather, keeping track of the fuel burn, coordinating any changes with their dispatcher, talking with air traffic control, and when over the ocean and not in radar contact making position reports. It would be very difficult to manage all of the above while actively hand flying the airplane. The autopilot frees us up to enable us to manage other aspects of the flight.
You may be asking yourself: “when do pilots actually hand fly the airplane?” We all take off by hand and most of us fly for a couple of minutes before turning on the autopilot. If there is a pressing reason to turn it on soon, such as needing to activate the radar to help avoid thunderstorms or in an emergency situation we will do it right away. If it is a nice, clear day I typically fly to about 5,000 feet before I turn on the automation. Some pilots will wait much longer. On approach to land most pilots will turn off the autopilot a few minutes before landing if the weather is good.
In the general course of a flight pilots do not spend much time hand flying the airplane, but we fly it when it matters and for the parts that are more challenging, such as takeoff and landing. For those who love to hand fly, the opportunities are there. Recently, the FAA and the airlines have been encouraging more hand flying as a way to keep pilot’s skills sharp. No matter how complex airplanes become there will likely always be pilots at the controls.
As the Director of ATP’s Regional Jet Program I have the opportunity to assist people who are in various stages of their aviation career, and who need a little help achieving their career goals. In the last post, I shared Part One of Jason Hallenborg’s story that he titled, “To the Airline Pilots of Tomorrow”, and this is Part Two. Continue reading
As the Director of ATP’s Regional Jet Program I have the opportunity to speak with people who are in various stages of their aviation career, and who need a little help achieving their career goals. ATP has helped tens of thousands of pilots meet those goals through the first-rate flight training and sincere mentor-ship that we provide our students. I am fortunate enough to stay in touch with these pilots even after they have moved on to the airlines, and I want to share the story of one such pilot who wants to give back to the “Airline Pilots of Tomorrow”. Continue reading
Pilots who have been trained by ATP are everywhere in the world of aviation, but they are most popular in the airline industry. Chris Patrick is a good example of an ATP Graduate set on a successful career track by making sure that he received the best flight training available. Chris has gone on to upgrade to Captain with his first airline, Air Wisconsin, and there is no doubt that he will achieve his career goals in short order. We would like to share more about Chris and his reply to some questions we asked him:
ATP Graduates are flying all around the world for both domestic and international carriers. These ATP trained pilots form one of the largest alumni groups in aviation and we stay in touch with each other on an ongoing basis. Gordon McKay is one such graduate, and Gordon has a great story to tell. We would like to share it with you.
ATP’s recruiting partner PlaneSense has hired many very good pilots from ATP using PilotPool.com as their recruiting tool. John Brummeler is just the kind of pilot I am talking about. Scott (as we call him here) came to ATP in early 2013 to begin flight training. Due to Scott’s hard work and natural aptitude he quickly completed his flight training and began flight instructing for ATP. Scott chose to fly for PlaneSense when he had reached the end of his time at ATP and as it is with ATP alumni, Scott has stayed in touch and has agreed to share with you a little about his flying career so far.
ATP Alumni fly for every airline in this country, as well as many airlines around the world. Because they share some common elements they stay connected with each other as well as those of us here who helped them get started. Dustin Means is a good example of the type of pilot and person who graduates from ATP and goes on to a rewarding career as an airline pilot. Dustin has stayed in touch with us here and recently sent us some good news about an upgrade that we would like to share: