Posts Tagged ‘Airbus’

Lifestyles: The majors

Tuesday, March 25th, 2014

800px-Southwest_Airlines_Boeing_737-7H4_N231WNMuch of the lifestyle of the regionals carries over to the majors, but there are some differences. The majors tend to utilize airplanes that can fly longer legs, especially newer 737s and larger Airbuses. While the MD-80 still makes its living as a workhorse that flies seven or eight legs a day, the typical crew might only do two or three, maybe four. The 737, on the other hand, can do it all. It can fly short legs and long. Transcons—transcontinental flights—are common.

One of the major differences in flying for a major is the dramatic increase you will see in flying at night. Red-eyes, reverse red-eyes (east to west), or all-night flights to the Caribbean or Latin America are more common. The airlines don’t make money when the airplanes are parked at the gate, and where they can squeeze more revenue by flying at night, they will. Certain flights will not have as many passengers as you might think, but the bellies will be loaded with cargo.

In many ways, the job is easier. There is more automation in the system, so the flight planning and the load planning is more in sync. You don’t put out as many fires related to flight plans and passenger loads not working. There are fewer weight-related issues (this is a huge problem with regional aircraft). More stations have mechanics, so if something needs attention, it doesn’t take as long to get it fixed.

Generally, you will be treated better. It is a sad truth that regional pilots are often treated far worse than they should be—by their managers especially, but also by the passengers, the gate agents, or just about anyone at some point in time who finds you an easy target for their personal issue, whatever it is. It isn’t a universal happening, and it doesn’t happen every day, but it does happen. At the majors, there is much more respect and professionalism shown toward the crews. If you need something, it’s not that hard to get, and that includes the occasional time favor from the chief pilot or even scheduling.

As a regional pilot I was lucky in one respect because the hotels we stayed in were usually top of the line. This isn’t always the case. At the majors, you will stay in better hotels, and you will see more of the downtown areas, which means there is more to see and do.

You will enjoy flying for a company that is in charge of its own product, and not beholden to one that controls your fate.

Commuting is generally easier and the schedules are better, but that need to quickly change your sleep patterns likely will still be there. And, of course, you will be paid more. You might earn in a month what you earned your first year as a regional pilot.

And at some point, you will pass one of your old airplanes on a taxiway, and you will look at it and say, “I remember this one time….” And you will share a story about how much fun it was (or wasn’t) or how much work it was (or wasn’t). You might even miss that old bird. And you will realize that that old bird is what put you here.

You still need to learn to live out of a suitcase and get used to Day 1, Day 2, and Day 3 instead of Monday, Wednesday, and Friday. You will work your share of holidays. But the reward is making it to the top of the mountain. The view is great, the work is fun, and the country, you will realize, is much bigger than you thought.—Chip Wright

Want to be an airline pilot? See our Career Pilot resources page for information that will help you plot the best course.

Time flies when you’re landing an Airbus on the Hudson

Friday, January 10th, 2014

Hard to believe that January 15, 2014, marks the five-year anniverary of the day that will always be known as “Miracle on the Hudson.”

As most of us recall, US Airways Flight 1549, piloted by Capt. Chesley B. “Sully” Sullenberger and First Officer Jeffrey Skiles, landed in the Hudson River in New York after striking a flock of Canada geese. Both engines failed on climbout from LaGuardia Airport in New York City en route to Charlotte, North Carolina. Sullenberger decided they didn’t have enough altitude to turn back or make an emergency landing at Teterboro, New Jersey. He told New York Tracon, “We’re gonna be in the Hudson,” and that was the last transmission from the airplane before it touched down in the river.

Just writing that last sentence gave me goosebumps.

Thankfully, all turned out well. All passengers and crew were evacuated safely.

Now retired from US Airways, Sullenberg remains an active and vocal figure in the aviation industry. Jeppesen created an approach plate commemorating the “Miracle” landing.

Skiles took a leave of absence from the airline and is working for the Experimental Aircraft Association. He eventually got a seaplane rating, too [insert your own joke here].

One of the passengers on that fateful flight went on to earn a private pilot certificate. I interviewed Clay Presley shortly after his solo for this Flight Training magazine article, and you can hear him tell the story of the Miracle on the Hudson from the point of view of someone who was sitting in the cabin section on this AOPA Live video.  —Jill W. Tallman

This entry was edited to correct the date to Jan. 15—Ed.