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Category: Chip Wright (page 1 of 9)

Professional pilot health risks

I recently had the opportunity to work at a high school career fair, and it was fun to hear what the kids’ first questions were. The most common one was “Why do this?” That’s pretty easy to answer, as the job is fun and provides great travel opportunities. But the most interesting question by far came from a young lady who asked me if the job had any health risks or hazards, which caught me off guard because it isn’t something I’d expect a high schooler to be overly concerned with.

That said, I was honest with her, and it also got me thinking about those very risks. As I explained to her, there are two that immediately come to mind: exposure to high-altitude radiation, which gives pilots an elevated risk of skin cancer, and the effect of numerous sleep disruptions. More airplanes than ever are being equipped with window shades that allow for an FAA-approved means of blocking the sun while keeping the cockpit cool. In airplanes not so equipped, pilots have learned how to fashion window shades using checklists, folders, flight plans, sandwich wrappers, you name it. Some pilots—not many, but a few—also use sunscreen to lower the risk of potential cancer.

Sleep disruption is a major health issue. Cargo pilots are obviously exposed to this to a greater degree than others, but we all have to deal with time zone changes at some point. Long-haul and ultra-long-haul pilots get the benefit of relief pilots and crew bunk rooms to allow for an adequate amount of rest. The rest of us are forced to use more conventional strategies, starting with trying to stay on the same time zone as much as possible, but this is easier said than done. I’m based on the East Coast, and I find that one night on the West Coast isn’t that hard for me to cope with, but if I have to spend two nights in the Pacific or Mountain Time Zones, I have a much harder time getting reacclimated to my regular sleep hours, no matter how hard I try to stay on Eastern time. Throw in the occasional hotel fire alarm or miscellaneous hotel noise, and sleep becomes a precious commodity.

Diet and exercise are two other major issues. Today, airport food options are better than they used to be, but fast food on the run is still fast food on the run, and a deliberate decision needs to be made to make sure you’re eating well and not just eating yummy. Diet goes together with sleep because it can be tempting to eat a late meal, which only compounds the sleep issue while adding to potential weight control problems.

Exercise must be deliberate and often planned in advance. Some hotel fitness centers are great, and some are…not so much. Resourceful pilots can often find a local gym to use for a per-use fee (some hotels prearrange this), and others take advantage of outdoor opportunities. I personally like to walk as much as possible, and I don’t mind taking the stairs. In fact, some folks will run stair wells in hotels as a form of exercise. Even simple steps like walking versus using moving walkways can help. Others will focus on getting their cardio work in while traveling, and focus on weights or strength training in their regular gyms, where the equipment is known and predictable.

Piloting, unfortunately, is often a sedentary lifestyle, and it’s easy to find yourself gaining weight and taking the easy way out. Make it a priority to keep in shape, to watch your diet, and to maintain a regular sleep schedule. Your livelihood and your medical depend on it.

Alcohol standards are tightening

Recently, other countries have adopted more stringent rules for pilot drinking, and in the United States, at least one state (Utah) has moved to lower the legal blood alcohol content (BAC) for driving to 0.05 percent.

It’s always a big deal when a pilot is arrested or implicated in an alcohol- or drug-related arrest. We are held to a higher moral standard, because of the lives we are responsible for, both in the air and potentially on the ground, on each flight.

In parts of the world, there is a zero-tolerance policy for alcohol. While the FAA still allows a 0.04 percent BAC, most airlines also have a zero-tolerance rule, so even though you may not be outside the bounds of the federal aviation regulations, you might still find yourself on the unemployment line if you test positive. In other countries, any positive BAC test could put you in jail in a legal system that you do not understand.

In the United States, the opioid epidemic has forced the addition of more drugs onto the screening profile. A positive test will result in an immediate grounding, and it could lead to a full revocation of your certificates. You may be able to go through rehab and participate in the Human Intervention and Motivational Study (HIMS) program to get back your medical, but you may be forced to reapply and re-test for all of your certificates—an expensive endeavor no matter what. If you’re at a regional airline when all of this happens, you may render yourself unemployable at a major.

I’ve known several pilots over the years who have been forced to deal with a positive test. Some walked away from aviation, believing that the lifestyle of a pilot contributed to the problem. Others traveled the long, hard road of rehab and recovery. A few were unable to stop the cycle of destruction and suffered an untimely death. All had to deal with painful fallout with family, friends, and coworkers.

There is nothing wrong with enjoying a few cold beers or a glass of fine wine on a trip. But the temptation to have more than a drink or two on a long overnight can be stronger than some of us can handle. Throw in a chance encounter with another crew in the bar or restaurant, and things can quickly get out of hand. If you find yourself unable to control your intake of either drugs or alcohol, get help sooner rather than later, and take whatever steps are necessary to avoid becoming another unfortunate statistic. Employee assistance programs are a great resource and can help you navigate the health insurance process along with any HR issues. They can also help point you toward resources that may allow you to keep flying while you seek treatment instead of playing Russian roulette with a drug test.

Pilots may be held to a higher standard, but we’re human, and we have the same fallibility and issues as any other group of people. If you need or want help, get it. You’ll be glad you did.—Chip Wright

Be reasonable

This piece of advice no doubt applies to just about any line of work, and it isn’t limited to pilots. That said, it bears repeating.

It isn’t uncommon for pilots to have to spend money out of their own wallets for certain work-related expenses. Cabs, crew meals, and hotels fall into this category, and at some airlines, even the fuel bill can initially become the pilot’s responsibility.

Most folks will use an element of common sense in these situations. Hotels usually become an issue at the last minute when a crew has to deal with an unexpected diversion or the company hotel clerk(s) make a (monumental) mistake. Crew meals can become an issue under the diversion scenario or on holidays. The question becomes how much to spend.

It’s one thing to be stuck in a Smallville, USA-kind of place with no typical hotel rooms, and find yourself forced to take a cab to high-end Hilton or Marriott in order to get your crew (or even just yourself) some sleep. What will likely raise eyebrows will be booking your crew into the Ritz or the Waldorf-Astoria. Rest (pun very much intended) assured, this has happened. These events usually have a reasonable and even humorous backstory, and it usually comes as a result of a pilot trying to make a point about a series of issues.

But such a strategy isn’t always wise or wallet-friendly. The best bet is to find a reasonable accommodation at a hotel similar to what your company provides, and if the price is higher than normal because of local demand, so be it. But buying rooms at a thousand bucks a pop is a risk.

Meals create similar opportunities for abuse. A pilot at a major airline that provides crew meals to its crews was entitled to put in a reimbursement for a meal that didn’t get boarded. Mistakes like this don’t happen often, but they do occur. The intent in this case was for the pilot to get a meal as soon as practical for a reasonable price. What was not intended was to try and get away with expensing a meal for four in excess of a hundred bucks at Disney World (yes, this actually happened).

When you exceed any normal sense of reasonable behavior, the end result is that the rules are changed and made more punitive for everyone else. Don’t be that person.—Chip Wright

Delays

Delays don’t happen often, but when they do, they are a source of great aggravation and concern.

The airlines are all about customer service—or at least they are supposed to be. Most of the time, things go pretty much as advertised, but some days, for whatever reason, they don’t. Examples might be missing blankets, bundles of paper towels, broken toilets, or a catering screw-up. Catering can consist of the sodas and snacks in the main cabin, or it can consist of issues with the meals that are served in first class—which the first-class passengers have paid for and have every right to expect.

Flight attendants are required to be on duty at the majors ahead of the pilots, because boarding can start without us. In fact, on larger airplanes, this is pretty common in order to get everyone on board expeditiously for an on-time departure. Part of that early arrival is to give the cabin crew time to spot any issues as quickly as possible. It might be something mundane like some trash, or it might be something more serious such as broken seat belts or missing or damaged emergency equipment. Some of these things are obviously show-stoppers, like the emergency equipment, but most items can be deferred for later maintenance or addressed quickly with a phone call.

Catering, on the other hand, always takes time, because there are only so many catering trucks, and they don’t always have what you need. Hot meals are a great example. There isn’t much worse than having the flight attendants announce that the expected dinner is going to be replaced by breakfast, or vice versa, or that coffee won’t be available (I might be the only one that doesn’t get concerned about this, since I’ve never had coffee, but I’ve seen what happens when people don’t get it, and it ain’t pretty).

Sometimes, no matter how many times you plead on the radio with Operations, things just aren’t going to get fixed. At that point, the decision often comes down to what the flight attendants want to do, since they’re the ones who have to deal with the passengers directly. An announcement over the public address system can help, as can a personal explanation to those most affected.

Most of the time, if the flight isn’t too terribly long, the decision is made to close the door and go. Longer flights require a little more tact and thought.

Airlines have collected extensive amounts of data on just what the paying passenger expects, and as much as we all like to complain when things don’t go our way, the number one issue for passengers is getting to the destination on time. Not only is that most important, but the gap between on-time performance and every other expectation is huge. Further, when an airplane leaves the gate late, the risk is that the flight inbound to that gate is going to be delayed, and the airplane may fall behind schedule for the rest of the day. It’s one thing to be late for maintenance, but to be late for some missing meals or bottles of water is a different issue entirely.

The other form of delays that cause problems are delays off the gate going to or from the runway (going to seems to be much worse). Most of the time, these are driven by bad weather or a ground stop. It helps when the weather is right on the airport and can be seen. Passengers don’t always understand that the bad weather affecting a flight may be several hundred miles away.

Most carriers encourage openness and honesty with people when delays of any kind hit, but ground stops and weather delays are definitely no place to try and pull a fast one. In the day and age when everyone has a smart phone, you can expect that people are looking up delay data either from the FAA or from your airlines app. Consistent with safety and your company policy, keeping passengers updated with a PA every 15 to 30 minutes will go a long way to keeping people from getting restless, especially first-time or nervous fliers. You can’t do anything about potential missed connections, but you can keep them informed of any progress or updates from ATC. These announcements should be short, factual, and devoid of any jargon. Humor can go wrong, so don’t use it unless you know how.

The risk with a departure delay is that someone may insist they want to get off the airplane if they’re going to miss a connection or an event, or just get nervous. This can be a tricky situation, because sometimes going back to the gate can lead to such a delay that the flight cancels and everyone gets inconvenienced. Often, continuing toward takeoff is the lesser evil. But if they insist, the captain needs to coordinate with Dispatch to make the best decision.

Delays after landing pose their own issues. I’ve been on time or early during the beginning of a weather event, only to sit in a penalty box for an hour or more waiting for a gate to open up. International flights present a particular challenge because only certain gates are set up to funnel passengers to Customs and Immigration, and this is something that needs to be articulated to the passengers.

Other gate delays are usually (but not always) driven by weather affecting the outgoing flights. Passengers, however, start getting antsy when they feel trapped. Again, good PAs will help, as will conveying any developing situations in the cabin to Operations so that they can appreciate the seriousness of what is going on.

Delays are a part of flying for both passengers and crew. How you handle them is key. Communication is everything: the flight attendants, the passengers, and the company. You may not win all of the battles or make everyone happy, but you’ll greatly improve the odds, which will improve the odds of ensuring repeat business.

The Atlas Air accident

The recent crash of Atlas 3591 under the banner of Amazon is already producing its share of arm-chair investigators. Because there was weather in the area, many jumped to the conclusion that it was a weather-related accident. Maybe it was, maybe it wasn’t.

I’ve heard others postulate that it was a pilot suicide—an idea prompted by the apparent nose-down attitude of the airplane when it hit the water. Again, maybe it was, maybe it wasn’t.

What it was, though, is fatal. What is unusual so far is that the media is paying it more attention than most cargo accidents. This is no doubt driven by the facts that the accident took place mid-afternoon with witnesses, that it was in close proximity to an airport, and that it was affiliated with Amazon, a company we’re all more than familiar with in the world of e-commerce.

There will be a lot of attention paid to the actions of the crew, in part because of the fact that there was a third pilot riding in the jump seat. What we don’t know yet is whether that pilot was in the cockpit or riding in one of the seats that are installed in the cabin forward of the bulkhead for the main cargo compartment. If the jump seater was in the cockpit, close attention will be paid to any degree of distraction that his presence may have caused. Close attention also will be paid to any violations of sterile cockpit procedures. The NTSB has a tendency to use sterile cockpit violations as an easy out for any other causal factors, allowing them to place the blame on the crew.

Without knowing the preceding schedule of the crew, it’s hard to know whether crew rest will be found to have played a part. After Colgan 3407 crashed, FAR Part 117 was created to bring a more scientific approach to crew duty and rest issues, especially at the regionals. Cargo carriers, however, succeeded in convincing Congress and the FAA that it was unnecessary to subject them to the new rules, since any accidents would “only” result in the loss of a couple of people. The pilot associations understandably were (and are) still quite upset about this, because while cargo carriers may not carry hundreds of passengers, their pilots often work under extremely demanding conditions. They often fly entirely at night on the back side of the clock, usually in airplanes that are decades old with less restrictive Minimum Equipment Lists (MELs). The pilots are constantly in a battle to get quality sleep that, even in the best of hotels, may be hard to come by because of noise, lights, and the natural desire of the body to be awake during the day. Further, the rest facilities on the long-haul flights are not required to be as modern as those for passenger flights.

I have no idea what the cause of this particular accident might have been, but expect fatigue to get close scrutiny, along with the weather and the potential distraction of the jump seater. Like most accidents, this one is likely to take a year or more to reach a final report. Fortunately, the wreckage seems to be fairly confined. Exercise patience and wait for the NTSB to wade—literally—through the evidence to put the events in context.—Chip Wright

Bidding vacation

I’ve written before about the significance of seniority with respect to bidding, bases, quality of life, et cetera. When you talk to pilots about what factors into their decision to upgrade, change fleets or switch domiciles, a number of factors crop up, and one of those is vacation.

Pilots accrue vacation based on years of completed service, with two weeks for the first four to five years behind standard issue, followed by three weeks for several years, and topping out with five or maybe even six weeks a year. Every airline has to figure out a way to have a certain number of allotted vacation weeks in each seat, in each fleet, in each base, every year. For example, there might be eight slots to take vacation starting the first week of April in a given year, but there may only be six slots the first week of July, because July is the peak of the travel year.

From a pilot’s perspective, this is critical because at any airline, most anyone can tell you what kind of vacation weeks their seniority can hold. As you might imagine, summers are difficult to get because everyone wants time off during the summer. These positions tend to go senior, and if the company allows pilots to bid consecutive weeks, the junior pilots are virtually frozen out of getting a summer vacation.

There are other times of the year that cause similar issues: Thanksgiving, Christmas, Fourth of July, and the end/beginning of the school year. To make matters worse, bidding for vacation usually begins no later than 14 months from the end of the vacation year, because the bidding process takes time, and because it’s critical to get the awards for the first month of the year into the computer so that pilots can bid their regular schedule around it.

Vacation also affects training scheduling for both recurrent training and new position/equipment training. Scheduling around recurrent isn’t usually too difficult; you just can’t bid for both concurrently. Extended training events, however, can wreak havoc on vacation planning. Depending on the airline, you may be able to defer the training event for your vacation, but that might mean waiting months for your next chance to get that long-awaited time off. On the other hand, you may lose the week and see it pushed into another year (some find this desirable), or you may have to forfeit it in exchange for pay or a 401(k) deposit.

Most airlines also allow some kind of vacation “slide,” which means you can move your vacation forward or backward from the posted start date. Three days either way is fairly typical, which means that if you can’t hold consecutive weeks, you may be able to get two weeks that are six days apart, and slide them each to produce consecutive weeks, or you can try to bid the days off in between them.

Changing your current base, seat, or fleet can wreak absolute havoc on your plans. Usually, you’ll lose your scheduled vacation, because of the aforementioned allocation of slots based on staffing for each category. If you have vacation later in the year, and then take advantage of a captain position, you will have to bid for whichever weeks are left over in your new position. If there aren’t any, you’ll have to take your fate per the rules at your airline. Often, pilots who know they are planning to upgrade or change positions will do so after their vacations are used up, or start negotiating with the chief pilot to keep the week(s) off if there are plans set in stone.—Chip Wright

Answer honestly–or not?

A recent exchange on social media with some friends led to an interesting discussion. One of them commented that a pilot was asked in an interview with a regional whether he intended to stay with said regional for the rest of his career.

In this day and age, it’s a silly question, especially for a young pilot (as this was) just starting out in a career. It’s fair if the pilot is a late-bloomer or a career shifter who is closer to retirement, in which case the airline just wants to get back their investment. But for a young person just starting out? It’s pointless. Virtually nobody enters the regional sector looking to make a career out of flying RJs. Some do, obviously, but almost nobody plans to do that. Most pilots want to move on to more secure and stable options.

The obvious question is, how does one handle a situation in which the truth is not going to be music to the listener’s ears? And why would a regional ask a question that sets up an answer that will be feigned at best, and a lie at worst?

For the latter, I have no idea. When I was beginning my regional career, it was made plain to me that the company wanted to see us move on after a certain time. It made the company look good to produce pilots who made it to the majors, and keeping the average seniority level down kept costs down. It’s a win-win, so long as the pace of hiring keeps up with the pace of attrition.

Today, keeping up with attrition is indeed the challenge, and the current market is such that the airlines need the individual pilots more than the pilots need the individual airlines. I’m not sure what the best way is to answer this particular question, but in our discussion, we agreed that it’s best to say what you think they want to hear in order to get the job, figuring that nobody can be forced to stay anywhere they don’t want to work. If you’re prepared, you can say something like, “I will work anywhere that values my services and pays a fair wage for them.” That’s more honest, and it leaves some wiggle room, but it isn’t a firm answer either way.

The pilot in question decided he didn’t want to be dishonest, and told them as much. He wasn’t going to commit to staying for a career any more than the company was going to guarantee that it would be around until he retired. Consequently, he told them he was going to take a job with a competitor. I’m not sure either was happy in the end.

Once in a while, you will run into similar scenarios, and the best strategy is to pause and think for a second, and give an answer that is convincing, even if it’s…not entirely true.—Chip Wright

Paper versus electronic QRH

In the last several years, airlines have made the transition to electronic flight bags. Nowhere is this more common than with charts and flight manuals, and the reasons are obvious. Updates are automatic; currency of publications is assured; and the decreased weight saves fuel.

An often-overlooked issue from the past was on-the-job injuries, which were very common because of shoulder and back injuries sustained from manipulating the bags (some airplanes were worse than others for causing injuries).

But there are still some skirmishes being fought. For years, pilots have relied on paper quick reference handbooks (QRHs), which contain Abnormal and Emergency checklists. The temptation is to switch to an electronic QRH for some of the same reasons: cost, efficiency, currency, et cetera. However, there has been some strong pushback from pilots on this, and for good reason.

The paper QRH might be a last resort, and it doesn’t have a battery that can die or overheat. It also isn’t prone to fat finger dialing. Imagine, if you will, the adrenaline rush that kicks in during some of the more dire emergencies, such as a catastrophic engine failure, a pressurization issue, or some other calamity. The electronic checklists often have hot-links in them, and during a bumpy ride or one in which your nerves have your fingers shaking, it can be easy to make a mistake and tap the wrong link, which can lead to confusion. Or worse.

Another advantage of a paper QRH is the ability to pass the book back and forth, if necessary, without worrying about bumping the screen and triggering an unexpected change. One compromise that some airlines have reached with their pilot and union reps is to ensure that there is at least one paper QRH on board versus the two that some had. Pilots are usually asked to demonstrate proficiency with the tablets in the classroom or the simulator, but they have discretion as to which one to use. Most find it easier not to have to worry about toggling between multiple apps when dealing with abnormal procedures.

The electronic flight bag is definitely here to stay, as it should be. It’s a great tool, and it needs to be utilized as much as possible. Sometimes, the old adage “less is more” applies. This definitely applies, in my opinion, to the QRH. I also sometimes wish we still had paper maintenance logs, which didn’t have as much of the tracking history in them, which made it easier to find more recent trends if you needed them.

Life is much easier with the electronic flight bag, and I have no desire to go back to paper charts, revisions, or 40-pound bags of dead weight. I do miss a few of the advantages of paper, but the one tool I don’t want to lose is my paper QRH. Here’s hoping that the airlines will recognize that is a small expense to be paid for an easy enhancement to safety.—Chip Wright

Breaking the chain to get the job you want

Recently, I’ve had to sit on the cockpit jump seat during several commutes because of heavy loads during the holidays. It isn’t the most comfortable seat in the house, but hey, a free ride is a free ride and full airplanes bode well for my job security and profit sharing. This has led to all manner of conversations with the crew—outside of the sterile cockpit realm, of course.

Most of these commutes tend to be on Republic, which is one of the largest regionals in the country, and also the world’s largest operator of the Embraer E-170/175 series of jets. In fact, following Republic’s bankruptcy a few years ago, it’s the only airplane the company operates, having shed the older E-145 “Jungle Jet.”

Almost without exception, the conversation at some point turns to the topic of hiring at both the regionals and the majors, rumors, fact-checking, and seeing who knows who. Republic flies on behalf of United, American, and Delta, and it is a key cog for each carrier. Numerous pilots have relayed to me that it’s extremely difficult for Republic pilots to get on directly with one of their code-share partners; friends who work for Republic have told me the same thing. The conclusion and consensus is that the three “brand names” don’t want to contribute to a shortage of pilots at one of their key regional partners. That said, all three have other carriers with whom they have preferential hiring or interview programs set up, but those other regionals tend to be much smaller. and the process is tightly controlled in order to manage the flow of pilots in such a way that metal can still be moved.

I saw this when I was at Comair. For years, Delta had three regional partners responsible for over 90 percent of its regional flying: Comair, ASA, and Skywest. When Delta needed to hire, it tended to take pilots from one of the three carriers in chunks, and when that carrier called Atlanta to complain about losing pilots, the ratio would shift to favor pilots from one of the other two.

This is a bit of a simplistic explanation, but the reality was that Delta didn’t want to leave any of its regionals with a shortage that would only hurt Delta, so the company hired relatively evenly from all three. By doing so, the company also got pilots that were intimately familiar with the Delta system, so it was a win-win. Keep in mind that Delta was also getting pilots experienced in flying jets when that was a relatively rare phenomenon, unlike today.

Those days are largely over, and the pilot shortage is real enough that the majors with regional feed need to consider the ramifications of their hiring decisions on their regional partners. As a result, pilots at Republic are forced to consider “breaking the chain” if they want to get on one with one of the big legacy carriers. Essentially, this means that many are opting for a carrier such as Spirit, JetBlue, Allegiant, or one of the cargo ACMI operators like Southern or Kalitta. Many are also going to Southwest.

Once they get hired by someone outside of their brand of choice, they test the waters for a year or so and make a decision about going through the job-searching process, a new training cycle, et cetera, taking into account career goals and the disruption to family life.  As you might expect, many stay, especially with strong carriers like Southwest and JetBlue. But not all do, and they find that getting hired at UA/AA/DL is much easier when they are no longer directly tied to those carriers. Passing muster in a bigger airplane also helps.

None of this is necessarily fair, but it is the reality of the current job market, and it’s a strategy that people in other fields have been using since the dawn of time. Pilots are no different: Job One is looking out for yourself. Hopefully, Republic will enter into genuine flow or feed agreements across the board, which would benefit all parties. In the meantime, pilots at carriers in a similar position need to be willing to consider the same strategy.—Chip Wright

Choosing the regionals as a career

No pilot has ever begun a career with the goal of becoming a career pilot for a regional airline. It almost always happens unexpectedly.

For some it is the result of bad timing, such as getting into aviation late in life and being held back by a series of economic downturns. For others, the lack of a four-year degree becomes an insurmountable obstacle, and others are denied a chance to move on because of a poor training history, DUIs, medical issues, or just bad luck. Most of the pilots I know who chose to stay at the regionals until retirement didn’t need the extra income that a job at the majors would provide. They often had another source of income, military pensions, a spouse with a great job, or had done well enough in previous career fields that flying for a regional was all they needed. As a percentage of the total, however, these folks represented a small group.

Most of the time, career regional pilots wake up and find themselves in the most common of situations: a mortgage, perhaps a spouse who isn’t working outside the home or works part time, kids, car payments, and numerous other trappings and obligations of a middle-class family. They decide that the move to a major isn’t for them. Many cite their current schedules, seniority, days off, et cetera, and believe that they will be too long in getting back to a similar point before the kids are grown.

Should you opt for this lifestyle, or feel forced to stay in it, keep in mind that your job security is tied to circumstances beyond your control. Network managers for your major airline partner decide which regionals come and go, how big each will get, and what you’re going to get paid. Your company controls absolutely nothing that matters.

That said, there are ways to maximize such a career in a way that will keep you competitive if you ever need to get that next job, while providing personal enrichment and satisfaction. One of the easiest is to get involved in the training department, which is larger than most people realize. Sim and ground instructors are the obvious choices, and great teachers with line experience are always valued. Becoming an examiner increases pay and responsibility and looks great on a resume. Training management experience can be parlayed into careers outside of aviation and will never provide a dull moment.

Involvement with updating manuals and procedures is another area of expertise that sounds more dull than it is. Airlines modify or tweak procedures all the time based on human factors studies, accident and incident reports, manufacturer recommendations, and more. When one thing changes, it often triggers an avalanche of manual revisions, which must be done in concert with the FAA. Working with the feds increases your contact network and can lead to great opportunities.

Safety departments also attract a certain kind of person, both on the company and the union side, and they often work hand in hand. Nowhere is this more true than with ASAP programs. The beauty of safety work is that this is an area in which the airlines freely exchange information and data, because safety is universal. There are numerous conferences every year in which safety data is discussed, analyzed, and shared (much of this also includes folks in training).

Staying with the regionals isn’t the typical choice, but for those that make it (or are forced to make it), there are ample opportunities to make a difference, and the job can be as satisfying as you want it to be. You can also stay connected with others in a way that you can use to move on if you choose or have to move on, all while staying current in the airplane. If this is you, broaden your horizons as much as possible, and dive into some of these chances. You’ll be glad you did.—Chip Wright

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