The Long and Winding Road

The aviation business has some strange quirks about it but none stranger than the red tape involved when a maintenance problem crops up after push back but prior to takeoff. Now don't get me wrong, I would never dismiss the importance of safety. It is paramount. However, it's the common sense principle that takes a backseat when something small occurs. Take my flight from Chicago (ORD) to Los Angeles (LAX) today. On the taxi out we got a message on our monitor indicating that our satellite radio was inoperative. This is a communications device that is important on international flights but is never used on domestic flights. So let's go through the steps required to clear this problem and compare this to the common sense approach.

The above malfunction is the equivalent of losing a car radio as you back out of the driveway. Now common sense would say that if you are planning a long car trip you might want get it fixed prior to heading out but it certainly doesn't pose a threat to the safe operation of the car. In commercial aviation that option is not available. The litany of hoops starts with a txt message to the maintenance department indicating what the problem is. They in turn txt back a possible solution to the problem which usually requires resetting switches or circuit breakers (even though there are no plans to use the equipment on the flight). Once the reset procedure is attempted and the problem continues, a txt back to maintenance is required. They then will txt back to turn off the affected equipment. Maintenance then sends via data link a new release document with the item list as taken out of service. The pilots must then tag the equipment or associated switch with an orange decal and write the reference number on it that is listed on the new release document. The item is now "officially" deferred and we can legally takeoff without said item working. Remember- each one of these steps takes on average anywhere from 2-10 minutes. So you can see even the smallest problem can take easily a half hour or more to resolve. I've seen a delay of 45 minutes to defer a missing piece of trim from an overhead bin! So the next time you flight is delayed pushing off of the gate and the Capt says there waiting for some last minute paperwork, you can bet he's waiting for the new release from maintenance or dispatch to make the flight legal in the eyes of the FAA.

Common sense would dictate that if an item is not integral to the SAFE completion of a flight, the Captain should have the discretion to write the item up at the completion of the flight. But as I said common sense doesn't apply here. I could go on but the point has been made. The next time a flight is delayed for "last minute paperwork," don't jump to blame the airline or flight crew. It's just possible the FAA's long and winding road is the reason.

If You See An Airline Pilot...He's Not Getting Paid

A commercial airline pilot's pay is misunderstood by everyone not in the airline business (and to some inside the business as well). So let me take this opportunity to strip away the confusion and set the record straight. The first thing you should know is that if you "see" a pilot, he's not getting paid. That's right, if you see me on the concourse, in the cockpit prior to pushback, doing the preflight exterior inspection, saying goodbye at the end of a flight; all are "off-the-clock" activities and I'm not getting paid. Let me explain. Pilots get paid at an hourly rate but the hourly rate is per flight hour not per hour on the job. See, our pay doesn't start until the aircraft is pushing away from the gate, and stops the moment we "block in" or set the brakes at the arrival gate. A typical trip has 3-7 hours per day of flight time but may have as much as 13 hours of duty time. Duty time usually starts an hour before push back and ends 15 minutes after block-in. Here's an example from a trip I flew last week. It was a four leg day from Kansas City to Chicago to Washington back to Chicago and then to Hartford. I was on duty for 13 hours but was paid for only the flight time of 7 hours. So the next time there's a three hour delay at the gate just remember that the aircrew wants to get going as much if not more than you do because until they do they're not getting a dime!

Behind The Cockpit Door

Ever since Sept. 11, 2001 the flight deck or cockpit has become a different place. Gone are the days of innocence where the door could be left open without regard to possible intrusion. Visitors are few and far between and those that do come up act as if they are breaking the law. Nothing could be further from the truth. During boarding before the engines are started, and after block-in after engine shutdown, all visitors are welcome up front just as it's always been. In fact just about any pilot I know loves to have visitors. Whether it's children or a nervous flyer, all are welcome.

It's after the engines are running that the philosophy changes and the flight deck becomes a restricted zone. The door, now bullet-proof and self-locking, is the last line of defense against anyone with ill intent. Procedures are in place to keep the door open only when absolutely necessary and even then at a minimum of time. 9/11 has forever changed the face of aviation.

I hope the next time you fly, you decide to take a look behind the cockpit door and give us a visit. Just ask the flight attendant to see the flight deck. You'll come away with an appreciation of cockpit security and hopefully a little bit of how we do business in the front end of the jet.