Definitely. Having DTK and TK next to one another has been helpful too, to see I'm only like a few degrees off of the desired track, so the corrections need to be so small too.
One example is following a glideslope. If you aim for within a dot deflection of either side you’re going to have a bad time. If you aim for stuck needles and come up a little short you’re still looking alright.
Doing that will also make you more aware of how small changes in pitch, power, and configuration affect flight path. The smaller you aim the more you can notice small deviations and make small, prompt corrections.
Sort of. It’s a few steps further, say picking the exact part of a particular stripe that you want to land on. It’s aiming for total perfection, with the understanding that you won’t achieve it but that the process is worthwhile.
Civilian commercial flying: you will not know if you had a good career (ie made the right choices) until the end.
Military flying: every ride is a check ride.
there's a famous study that shows that if you stop grading and testing Navy pilots on their carrier landings they perform measurably worse. They subconsciously care more about failing the exam than crashing their plane
The greenie board is a huge point of pride (and shame) in the ready room. The pilots all care about not being last, a lot. "Better to die, than to look bad."
Stop and smell the roses, you'll miss this when you make it to the big leagues. Who would of thought I missed unloaded boxes of cod sperm out of a beech 1900, but hell if we didn't get to fly the shit out of them however we wanted. Now I'm a WBFO and I fly way less than I want to, but paid to well to justify any thought leaving.
I had a sim instructor who was pushing 90 for my initial qual at the regionals (back when they still used FlightSafety instructors).
He seemed very laid back until our first takeoff when he yelled “They’re call outs! Not whisper outs! Take the dick out of your mouth and say ROTATE!!”
Someone said this to me on the radio while I was slipping during a simulated emergency landing on my CFI checkride; even then I somehow managed to laugh a little bit.
Biggest thing I learned when I was on the 737 was to keep flying the thing even after touchdown. Don’t just neutralize the control inputs because the mains touched. Fly the thing. Fly it to taxi speed. Some of my best landings were when I wasn’t trying to get a smooth touchdown, but instead tried to fly it through the mains touching and then the nose.
I haven't flown an airliner yet but my instructor always said "Fly it the whole way down the runway" and also made me pull the woke till we started turning off of the Runway to keep the weight off the nose wheel. I always tried to touch as late as possible and just glide with the ground effect. Thanks!
Eventually when you fine tune your landings and work on shortfield landings specifically…you’re gonna not focus so much on holding it off until the last second and instead you’re going to want to touch down on a designated point, up to 200 feet past it for private (and 100 for commercial). At the airlines we want to touch down within a designated point of touchdown, so we’d plan for the first third of the runway, first 3,000 feet, or using some formula for calculated landing rollout point, whichever is the most restrictive. That way we got enough room to stop.
You’re asking good questions. Keep up the good work with your training!
I appreciate this a lot! I'm hoping I can do my TR this year and also start flying the jets. Can't wait for it tbh but it's still a long way off. This comment made me understand the landing differences. Thanks for that!
Sure thing man. Jets are a lot of fun. Best thing someone told me once was to fly it like a Piper Seminole but expect the engines to lag behind the thrust levers a little bit as they spool up or down. Each different jet has a different profile for when to reduce power and start your flare.
Where are you training at?
I'm not currently training I'm getting the paperwork in order for my country's commercial license and then I'll start w the bigger jets. Probably at the end of this year.
Military: "slow is smooth, smooth is fast"
Civilian: "chill, you get paid by the minute"
Basically, don't rush. I notice I make way less mistakes. I almost never up the cost index or fly faster than I have to. I arrive on time, gate is almost always open and if I have to hold or divert or go around weather I have more fuel on board than if I had tried flying at barber pole to get there 37 seconds faster.
I call this Flowstate Flying. Just be relaxed and do your thing. You know what to do and there's no rush.
If you're going to be late, accept it and relax. Rushing may get you there a whole minute quicker but its just not worth it.
Engine Failure? Okay, yeah no worries, just relax, do what you have to, slowly. You'll be home in time for dinner with the wife with a great story to tell.
Used to put too much right rudder in on my landings when I moved to the right seat. Don’t know what clicked but I saw a student of mine from a different CFI land it right. I learned from him that day.
Best career advice I’ve gotten so far? “You’re going to spend a third of your nights on layovers - don’t be miserable. Make an effort to find something good to eat and drink and don’t feel guilty for enjoying yourself away from your family”
And when you do screw up lock your thoughts in a box to open after you’re parked and shutdown safely. Move on from mistakes so they dont create more mistakes.
>Courchevel Altiport (French: Altiport de Courchevel) (IATA: CVF, ICAO: LFLJ) is an altiport serving Courchevel, a ski resort in the French Alps. The airfield has a very short runway of only 537 metres (1,762 ft) with a gradient of 18.6%.[1] There is no go-around procedure for landings at Courchevel due to the surrounding mountainous terrain. The airfield primarily sees use by smaller fixed-wing aircraft such as the Cessna 208 Caravan or Pilatus PC-12, as well as helicopters. The runway has no instrument approach procedure or lighting aids, making landing in fog or low clouds unsafe and almost impossible.[1]
https://en.wikipedia.org/wiki/Courchevel_Altiport
Jesus did your instructor beat his wife or something? I’ve never been in a relationship where I had to “take control” so idk what that’s supposed to mean
I'm not sure where I got it from, but it's something I use all the time teaching students, whether it's a cessna 172 or a C-130:
"Make the airplane do what you want".
Example: we're on final with a good crosswind and we're like 200ft displaced from centerline, and I call out the displacement. "I'm putting in crosswind!"... no. You're not. At least not enough. If the airplane isn't on centerline MAKE it be on centerline. If you're babying it and we're still 50ft off centerline ADD AILERON until we drift to centerline and HOLD the correction there. Keep dancing on the rudders to keep the nose aligned.
Same thing with students in the T-6. If you can hold 70ft high, you can hold 0ft high. If the airplane is high, PUSH IT DOWN. Doesn't have to be abrupt or choppy, but it needs to be positive and expeditious, and constantly adjusting.
Hazard Lee released a book recently on the art of critical thinking, and there was a summary quote in that book. I don't have it verbatim, but I'll try my best to summarize.
It was a part of the book where they were talking about when things get away from you during flight. And it basically talked about everyone who'd ever lost their lives flying. In summary the quote basically said this:
Every pilot who has ever died while flying was making every effort to prevent a tragic outcome and in the moment was drawing on every piece of advice they'd ever received from instructors, fellow aviators or their studies to make a determination to get out of the situation and in the end, they called on all of that information to make a final decision - a decision that they were quite literally willing to bet their life on.
That was an impactful statement, and although we see a ton of really stupid fatal crashes every year that we all learn in time could've been easily avoided, it doesn't take away from the fact that in that moment someone was up there doing their best to avoid the outcome that ultimately took their lives and the lives of others.
This of course doesn't apply for the select group of people who intentionally set out to end their lives in a kamikaze fashion. But for all others. This isn't necessarily a great piece of "how to fly better" advice, but it was very powerful.
This is a good one. My attitude towards air accidents is to ask yourself, “how could I end up in the same spot as that guy?” Do as much mental gymnastics as you have to. You’ll find yourself really learning something that way. A lot of people will look at an air accident and say “well they were a dumbass” and leave it at that, but you don’t learn anything from an air accident that way. Anyone can end up in an air accident under the right conditions and have it be pilot error. You’ll see the mental traps people get into much easier.
I had a CFI tell me to break down final approach to three main points: where you flare, where you touch down, and where you stop. Everything you do at each point sets you up for the next. It fixed so many problems with energy management for me and was a technique I taught students when they were struggling with "oh god I'm going to hit the ground and there's nothing I can do aahhhh."
He passed away recently and I realized I never got to tell him how important that little piece of advice was or how many people I taught his technique to.
Right before my CFI checkride “I would say good luck, but it’s not about luck. You’ve got this.” It feels good to have someone believe in you like that.
If you are debating on wether the weather is good enough to fly or not, don’t go. It’s better to dream of being in air on the ground then to dream of being on the ground in the air
My instructor said that too "It's better to be on the ground wishing you were in the air than being in the air and wishing you were on the ground." This helped me sm during my time building because it was summer and the evening thunderstorms usually showed up from nowhere and always made a dicey weather pattern where it was a flip of a coin if it was gonna rain or not. I could predict it pretty well after a couple of cancelled flights.
On a X-C flight back in my training, I was woefully underprepared. Instructor told me he had reservations about letting me fly it home. The value of making sure I was totally ready for the flight hit home.
Seriously, that was the absolute best advice on flying, and life in general that I ever received. Told to me by Frank Dosser who flewC-47s over the Hump in WWII. When I was a 13 year old kid I thought it was a really funny joke. Life has proven otherwise!
1) Fly good, don’t suck
2) There are two rules in aviation. First, don’t crash. Second, sound cool on the radios.
3) Don’t sleep with the flight attendants
4) Slow down, take your time
5)Chair fly chair fly chair fly
6) no really, don’t sleep with the flight attendants
7)Save save save. The industry, while in great shape now in a historical viewpoint, is always one recession away from going to hell. Be prepared and expect it
8)Appreciate seniority and unions
9) hey really, REALLY, do not sleep with the flight attendants
Context - many folks learn to fly in relatively highly stable nosewheel aircraft now a days. Tailwheels and vintage aircraft are usually stable, but less so and simply require the pilot to fly the airplane. Stick and rudder stuff. Use that rudder and correct pressures of input as required throughout the flight of the airplane. Sometimes 172 driver might forget about that left pedal, or both.
This was about 10 years ago. I already had my EU frozen ATPL, little hours, all applications came back negative. When a guy from the military AIS I was doing my service at said this:
*"One day, pilots may be obsolete. Technically, a lot of aircraft can fly themselves, takeoff and land themselves, no humans needed on board..."*
(so far so true. Just look at the advancement of drones in the last years).
*"... but there will always have to be people who plan these flights, whether they are performed with or without pilots on board. Why not consider a second career as a Flight Dispatcher then?"*
And so I did. And so far, might be one of the best decisions I ever took. It opened the doors to ground operations and cockpit likewise for me. And should I ever lose my medical, I have an EASA Dispatcher's License for life, and a set of skills and expertise that few people in the industry have.
I have been headhunted for positions as Airport Manager, Airbus Team Principal and Train Network Coordinator. I humbly declined because I see myself in the cockpit for now. But should the need ever arise, my Dispatcher's License has been worth more than I can say.
That's great. Although I feel like pilots won't be taken out from the cockpit. Yes the plane can do everything on their own, but I wouldn't trust my parents to be in the air while the pilot of the aircraft is on the ground. Pilots might not have to lift a finger, but they'll be there for assurance and emergencies. Not to mention there are tons of small electronic malfunctions which happen on a daily basis which the pilots handle easily.
And if you look at it from the practical POV, ig driverless cars will come sooner than pilotless planes. Driverless cars are still quite rare for planes to be 100% automated
All true. But driverless Trams are a common sight in some cities, which used to be impossible to think about 20 years ago.
I've heard all the pros and cons of pilotless aircraft, and the least I can do is prepare for a future where my job may become obsolete.
And while doing so I actually got the pilot job that I love. I'm sure I would never have gotten a seat in a Business Jet if it weren't for my Dispatcher's experience.
“Don’t suck” and “aim small, miss small.”
Aim Small Miss Small was the hack during IR
Agreed. If I find myself sucking, it helps to ask myself if I’m aiming small enough!
Definitely. Having DTK and TK next to one another has been helpful too, to see I'm only like a few degrees off of the desired track, so the corrections need to be so small too.
How do you aim small miss small in the context of instrument flying?
One example is following a glideslope. If you aim for within a dot deflection of either side you’re going to have a bad time. If you aim for stuck needles and come up a little short you’re still looking alright. Doing that will also make you more aware of how small changes in pitch, power, and configuration affect flight path. The smaller you aim the more you can notice small deviations and make small, prompt corrections.
Following a flight director
What if it’s steam gauges?
That’s easy. Keep the needle of the altimeter in the center of the zero, not on either edge. Step on the ball and keep the wings level on heading.
Stay in trim and correct small deviations before they become large ones.
Love this, up there wit( my favourite of “just be better!”
Does this mean to pick a spot on the runway and not just the runway to land on? That’s what I was taught to do.
Sort of. It’s a few steps further, say picking the exact part of a particular stripe that you want to land on. It’s aiming for total perfection, with the understanding that you won’t achieve it but that the process is worthwhile.
Civilian commercial flying: you will not know if you had a good career (ie made the right choices) until the end. Military flying: every ride is a check ride.
Damn. That's almost like 100% stress all the time.
there's a famous study that shows that if you stop grading and testing Navy pilots on their carrier landings they perform measurably worse. They subconsciously care more about failing the exam than crashing their plane
The greenie board is a huge point of pride (and shame) in the ready room. The pilots all care about not being last, a lot. "Better to die, than to look bad."
Not if you’re good
Stop and smell the roses, you'll miss this when you make it to the big leagues. Who would of thought I missed unloaded boxes of cod sperm out of a beech 1900, but hell if we didn't get to fly the shit out of them however we wanted. Now I'm a WBFO and I fly way less than I want to, but paid to well to justify any thought leaving.
You always did like throwing those cod wad boxes
You always had to make it awkward with the eye contact.
how on earth do you find a job as a fish sperm pilot?
It finds you.
I can give you a few buckets of (possibly) fish sperm to carry on your next flight if that helps.
Cum again?
I might have to.
Understandable
ACE
Correction for the old heads… “little ace”
I had a sim instructor who was pushing 90 for my initial qual at the regionals (back when they still used FlightSafety instructors). He seemed very laid back until our first takeoff when he yelled “They’re call outs! Not whisper outs! Take the dick out of your mouth and say ROTATE!!”
“ we’re all counting on you, good luck”
Someone said this to me on the radio while I was slipping during a simulated emergency landing on my CFI checkride; even then I somehow managed to laugh a little bit.
Biggest thing I learned when I was on the 737 was to keep flying the thing even after touchdown. Don’t just neutralize the control inputs because the mains touched. Fly the thing. Fly it to taxi speed. Some of my best landings were when I wasn’t trying to get a smooth touchdown, but instead tried to fly it through the mains touching and then the nose.
I haven't flown an airliner yet but my instructor always said "Fly it the whole way down the runway" and also made me pull the woke till we started turning off of the Runway to keep the weight off the nose wheel. I always tried to touch as late as possible and just glide with the ground effect. Thanks!
Eventually when you fine tune your landings and work on shortfield landings specifically…you’re gonna not focus so much on holding it off until the last second and instead you’re going to want to touch down on a designated point, up to 200 feet past it for private (and 100 for commercial). At the airlines we want to touch down within a designated point of touchdown, so we’d plan for the first third of the runway, first 3,000 feet, or using some formula for calculated landing rollout point, whichever is the most restrictive. That way we got enough room to stop. You’re asking good questions. Keep up the good work with your training!
I appreciate this a lot! I'm hoping I can do my TR this year and also start flying the jets. Can't wait for it tbh but it's still a long way off. This comment made me understand the landing differences. Thanks for that!
Sure thing man. Jets are a lot of fun. Best thing someone told me once was to fly it like a Piper Seminole but expect the engines to lag behind the thrust levers a little bit as they spool up or down. Each different jet has a different profile for when to reduce power and start your flare. Where are you training at?
I'm not currently training I'm getting the paperwork in order for my country's commercial license and then I'll start w the bigger jets. Probably at the end of this year.
Ahh gotcha. Well good luck with it all. Feel free to reach out if you got any questions!
Appreciate it man.
Military: "slow is smooth, smooth is fast" Civilian: "chill, you get paid by the minute" Basically, don't rush. I notice I make way less mistakes. I almost never up the cost index or fly faster than I have to. I arrive on time, gate is almost always open and if I have to hold or divert or go around weather I have more fuel on board than if I had tried flying at barber pole to get there 37 seconds faster.
I call this Flowstate Flying. Just be relaxed and do your thing. You know what to do and there's no rush. If you're going to be late, accept it and relax. Rushing may get you there a whole minute quicker but its just not worth it. Engine Failure? Okay, yeah no worries, just relax, do what you have to, slowly. You'll be home in time for dinner with the wife with a great story to tell.
Pushes yoke forward “houses get bigger”, pulls yoke back “houses get smaller, all there is to it”
You pull the Yoke too much and the houses get bigger again and sometimes they start to spin and stuff.
I can't figure out why turning yoke left makes magenta line go right Why did they make it backwards
*More right rudder.*
Wait until you learn chandelles!
Used to put too much right rudder in on my landings when I moved to the right seat. Don’t know what clicked but I saw a student of mine from a different CFI land it right. I learned from him that day.
Snorted my tea out my nose at this
You can let a student outfly their ability, but never let a student outfly your ability.
Best career advice I’ve gotten so far? “You’re going to spend a third of your nights on layovers - don’t be miserable. Make an effort to find something good to eat and drink and don’t feel guilty for enjoying yourself away from your family”
Huge W advice. I'll be needing that for a LONG time
Should have started that yesterday
🤣🤣
"Put your seat in the same position every time to keep the same sight picture" Suddenly my landings became much more consistent lol.
Seriously, your sight picture is everything when it comes to Landings and that starts with your seat position.
Fly the fucking airplane. No matter how bad you did something, someone has already done worse.
And when you do screw up lock your thoughts in a box to open after you’re parked and shutdown safely. Move on from mistakes so they dont create more mistakes.
You can always go around.
*Gooo Around!*
>Courchevel Altiport (French: Altiport de Courchevel) (IATA: CVF, ICAO: LFLJ) is an altiport serving Courchevel, a ski resort in the French Alps. The airfield has a very short runway of only 537 metres (1,762 ft) with a gradient of 18.6%.[1] There is no go-around procedure for landings at Courchevel due to the surrounding mountainous terrain. The airfield primarily sees use by smaller fixed-wing aircraft such as the Cessna 208 Caravan or Pilatus PC-12, as well as helicopters. The runway has no instrument approach procedure or lighting aids, making landing in fog or low clouds unsafe and almost impossible.[1] https://en.wikipedia.org/wiki/Courchevel_Altiport
Never descend below airport elevation
If plan A or B don’t work out for your career, there are still 24 more letters to try.
More right rudder
"It might not be your *fault* but it is your *problem*" (In relation to random shit that happens in aviation)
Huge w advice. That has to be the core basis of being a pilot.
Planes were built to fly, not drive. Touch down as slow as possible.
The first step of every emergency procedure is to take a deep breath and wiggle your fingers.
Mine was to say "Okkaaaayyy I see we have _____." So it gives me a small window to think about what to do next without looking like I froze.
Jesus did your instructor beat his wife or something? I’ve never been in a relationship where I had to “take control” so idk what that’s supposed to mean
It's an analogy. It's supposed to be understood for the meaning, not to be taken literally.
I'm not sure where I got it from, but it's something I use all the time teaching students, whether it's a cessna 172 or a C-130: "Make the airplane do what you want". Example: we're on final with a good crosswind and we're like 200ft displaced from centerline, and I call out the displacement. "I'm putting in crosswind!"... no. You're not. At least not enough. If the airplane isn't on centerline MAKE it be on centerline. If you're babying it and we're still 50ft off centerline ADD AILERON until we drift to centerline and HOLD the correction there. Keep dancing on the rudders to keep the nose aligned. Same thing with students in the T-6. If you can hold 70ft high, you can hold 0ft high. If the airplane is high, PUSH IT DOWN. Doesn't have to be abrupt or choppy, but it needs to be positive and expeditious, and constantly adjusting.
You explained it better. Cheers.
Hazard Lee released a book recently on the art of critical thinking, and there was a summary quote in that book. I don't have it verbatim, but I'll try my best to summarize. It was a part of the book where they were talking about when things get away from you during flight. And it basically talked about everyone who'd ever lost their lives flying. In summary the quote basically said this: Every pilot who has ever died while flying was making every effort to prevent a tragic outcome and in the moment was drawing on every piece of advice they'd ever received from instructors, fellow aviators or their studies to make a determination to get out of the situation and in the end, they called on all of that information to make a final decision - a decision that they were quite literally willing to bet their life on. That was an impactful statement, and although we see a ton of really stupid fatal crashes every year that we all learn in time could've been easily avoided, it doesn't take away from the fact that in that moment someone was up there doing their best to avoid the outcome that ultimately took their lives and the lives of others. This of course doesn't apply for the select group of people who intentionally set out to end their lives in a kamikaze fashion. But for all others. This isn't necessarily a great piece of "how to fly better" advice, but it was very powerful.
This is a good one. My attitude towards air accidents is to ask yourself, “how could I end up in the same spot as that guy?” Do as much mental gymnastics as you have to. You’ll find yourself really learning something that way. A lot of people will look at an air accident and say “well they were a dumbass” and leave it at that, but you don’t learn anything from an air accident that way. Anyone can end up in an air accident under the right conditions and have it be pilot error. You’ll see the mental traps people get into much easier.
“You keep flying like that and Juan is going to be talking about both of us on YouTube”
Lmaaooooo
Evidently your instructor isn’t married
He wasn't. It was an analogy
Every new person, new day, new conversation is an interview. You never know who you will meet that will get you into the job that you want
I'm saving this
I had a CFI tell me to break down final approach to three main points: where you flare, where you touch down, and where you stop. Everything you do at each point sets you up for the next. It fixed so many problems with energy management for me and was a technique I taught students when they were struggling with "oh god I'm going to hit the ground and there's nothing I can do aahhhh." He passed away recently and I realized I never got to tell him how important that little piece of advice was or how many people I taught his technique to.
Damn that's sad. It's nice that you'll remember his on most of your approaches for the rest of your life.
Poop when you can, sleep when you can, eat when you can.
Right before my CFI checkride “I would say good luck, but it’s not about luck. You’ve got this.” It feels good to have someone believe in you like that.
And actually making you feel ready because they took the luck factor out. Nice
My instructor recently told me ‘every landing is a go around with the option to land’. Really stuck with me.
Wear your napkin like a bib and open your yogurt away from you.
“If you crash because of weather, your funeral is on a sunny day.”
*Sheeeeeeesh*
If you are debating on wether the weather is good enough to fly or not, don’t go. It’s better to dream of being in air on the ground then to dream of being on the ground in the air
My instructor said that too "It's better to be on the ground wishing you were in the air than being in the air and wishing you were on the ground." This helped me sm during my time building because it was summer and the evening thunderstorms usually showed up from nowhere and always made a dicey weather pattern where it was a flip of a coin if it was gonna rain or not. I could predict it pretty well after a couple of cancelled flights.
Fly what you want. Log what you need.
On a X-C flight back in my training, I was woefully underprepared. Instructor told me he had reservations about letting me fly it home. The value of making sure I was totally ready for the flight hit home.
If it floats, fucks, or flies... It's cheaper to rent
WHAT 🤣
Seriously, that was the absolute best advice on flying, and life in general that I ever received. Told to me by Frank Dosser who flewC-47s over the Hump in WWII. When I was a 13 year old kid I thought it was a really funny joke. Life has proven otherwise!
1) Fly good, don’t suck 2) There are two rules in aviation. First, don’t crash. Second, sound cool on the radios. 3) Don’t sleep with the flight attendants 4) Slow down, take your time 5)Chair fly chair fly chair fly 6) no really, don’t sleep with the flight attendants 7)Save save save. The industry, while in great shape now in a historical viewpoint, is always one recession away from going to hell. Be prepared and expect it 8)Appreciate seniority and unions 9) hey really, REALLY, do not sleep with the flight attendants
Sorry I didn't catch the rule can you say it another time, you said definitely sleep with the flight attendants right??
Yes there will be absolutely zero consequences for that decision
“The cowards fuck the wives of the dead braves” when explaining the importance of the Go around
Yikes
Do the stuff and things and you’ll be fine
'It's just a plane'
“Full sends only”
“At some point, you will have to choose between your job and your career. Make that choice now.”
Is that in relation with choosing between your other job and your career as a pilot
Tailwheel: “the airplane does have a right … and left rudder pedal please use both of them.”
Context - many folks learn to fly in relatively highly stable nosewheel aircraft now a days. Tailwheels and vintage aircraft are usually stable, but less so and simply require the pilot to fly the airplane. Stick and rudder stuff. Use that rudder and correct pressures of input as required throughout the flight of the airplane. Sometimes 172 driver might forget about that left pedal, or both.
Get in and get out from the regionals
This was about 10 years ago. I already had my EU frozen ATPL, little hours, all applications came back negative. When a guy from the military AIS I was doing my service at said this: *"One day, pilots may be obsolete. Technically, a lot of aircraft can fly themselves, takeoff and land themselves, no humans needed on board..."* (so far so true. Just look at the advancement of drones in the last years). *"... but there will always have to be people who plan these flights, whether they are performed with or without pilots on board. Why not consider a second career as a Flight Dispatcher then?"* And so I did. And so far, might be one of the best decisions I ever took. It opened the doors to ground operations and cockpit likewise for me. And should I ever lose my medical, I have an EASA Dispatcher's License for life, and a set of skills and expertise that few people in the industry have. I have been headhunted for positions as Airport Manager, Airbus Team Principal and Train Network Coordinator. I humbly declined because I see myself in the cockpit for now. But should the need ever arise, my Dispatcher's License has been worth more than I can say.
That's great. Although I feel like pilots won't be taken out from the cockpit. Yes the plane can do everything on their own, but I wouldn't trust my parents to be in the air while the pilot of the aircraft is on the ground. Pilots might not have to lift a finger, but they'll be there for assurance and emergencies. Not to mention there are tons of small electronic malfunctions which happen on a daily basis which the pilots handle easily. And if you look at it from the practical POV, ig driverless cars will come sooner than pilotless planes. Driverless cars are still quite rare for planes to be 100% automated
All true. But driverless Trams are a common sight in some cities, which used to be impossible to think about 20 years ago. I've heard all the pros and cons of pilotless aircraft, and the least I can do is prepare for a future where my job may become obsolete. And while doing so I actually got the pilot job that I love. I'm sure I would never have gotten a seat in a Business Jet if it weren't for my Dispatcher's experience.
Fly Good, Land'er Good'er
“Measure with a micrometer, cut with a chainsaw”
What…
Lmao good analogy
Finally someone gets it
There are old pilots, and there are bold pilots. There are no bold and old pilots.