Re-written.....but my next article....Gosh my English is bad! Some of this has been reproduced I believe! In the current economic climate there are very few opportunities for pilots, those who are not already safely ensconced at least mid-way on a ‘secure’ company’s seniority list, to feel safe from redundancy or demotion. Fortunately I have never havie been demoted but I have been made redundant…..technically four times…..to date! As a result of how the current economic climate is affecting the aviation industry, a lot of us are finding ourselves forced into being the equivalent of aviation gypsies; roaming the planet for the next best contract and for the younger ones amongst us a secure position in a ‘career’ airline.......I no longer fall into that latter category! Therefore many of us are on our fourth, fifth or sixth position in as many years. Now it suits me, but I should imagine I am not the norm! Most pilots crave stability for themselves and their families, which I totally understand. However, I enjoy the flexibility and at times the mobility which this ‘contract world’ allows me. So since leaving Virgin Atlantic in 2000, then only my second airline in almost seventeen years, I have been fortunate to work for many varied and diverse companies. From South Korea to Iraq, from Azerbaijan to Milan and from the United Kingdom to Africa. I’ve been lucky enough to fly almost every conceivable type of passenger, from your stroppy Californian A-list Hollywood celebrity to bewildered Hajj pilgrims from Chad. As well as a huge variety of freight on cargo operations, nuclear fuel rods from the UK to fresh Nile perch from Uganda, munitions from Romania to one day old chicks to Algiers. Operations which often require a smooth landing…..for obvious reasons! Moving from company to company even on the same aircraft types often requires a reprogramming of how you operate. Even though you might be on your fourth company flying say a Boeing 737, or even a Boeing 747-400 then each of these company’s Head of Training and/or Chief Pilot have a different idea on how the aircraft is to be operated. I accept this now, difficult when I first started this nomadic existence as I would often be heard to say “That’s not how we did it in XYZ!” a statement which now makes me blush. As I realise that with each new company’s Standard Operating Procedure (SOP) I would learn something new, as I now find that I do almost every day. There is no room for belligerence or arrogance....our way before was best....is not the way forward, as you will reap the ire of your colleagues and management alike. You are playing with a new train set now, and it doesn’t belong to you. So I learnt very quickly to adjust, learn and subsequently enjoy my new opportunities. Because each position you are offered should be considered a privilege and never a chore, otherwise don’t take it, easy choice. I know its part of a pilot’s licence requirement to be a moaner and a whiner, I was once so qualified, hopefully no longer…….though my colleagues might disagree! Having learnt from my mistakes I now enter each contract with open eyes, and relish the challenges offered to me. I can look back and say that I have been very fortunate, even when I found myself sleeping amongst the freshly filleted Ugandan fish on a mattress which would not have looked out of place in a Nigerian crack den, though this one was located on the main deck of a DC10 freighter....this was crew rest. Or sitting on a pallet of spent nuclear fuel rods eating my crew sandwiches wondering if any of my future children would turn out with webbed feet or two heads....they didn’t! Or landing on a runway in Iraq which had ‘very’ recently been damaged in a rocket attack, all just more tales to expand upon and bore people in the bar at a later date. I have been extremely fortunate to have flown with some truly fabulous characters as well as the odd, well just let’s leave it at odd! So where am I going with this, I thought that it might be of interest to highlight some of the different ways which you can expect to find yourself operating; whilst undertaking this nomadic lifestyle. So at check in. Some companies operate with qualified dispatchers, where all your pre-flight paperwork is bundled together for you and your crew to disseminate at your leisure. On a long haul intercontinental flight it can take a good hour to do this, and understand all the factors affecting your flight. Other established airlines offer you a dedicated desk in a briefing office where all the pertinent information is laid out before you and highlighted in various colours. However, on the flip-side you could be offered operational flight plans which are a couple of days old and for the wrong aircraft type, with the excuse that “sorry you haven’t any Notams or weather as the internet connection is down.......but I spoke to my cousin who works at your destination and everything is okay!” Now you have to use your professionalism, experience, common sense and sound judgement in the latter case to keep the operation going. But safety is always paramount, and this is why we are often paid what we are, not to turn a blind eye, but to be resourceful enough to resolve the situation, again safely and professionally. Once on-board your aircraft you could be told that, “very sorry but one of your passengers has not boarded, we have their baggage located on the computerised loading system and it will be located and removed, but you can expect a twenty minute delay; fine, no problem when flying, say from London to New York. However, if operating from Jeddah to Baghdad a different set of ‘rules’ and common sense needs to be applied. You have to readjust your mind-set from flying previously for a ‘Legacy’ carrier to the one which you are currently involved with. Again flexibility and an understanding of what you are trying to achieve is needed, whilst keeping it safe. Fuel is extremely important obviously, but it’s rapidly rising cost is too. Some established companies I have worked with almost insist on flight plan fuel, unless you have a very good reason for wanting to uplift more, an option which would require documenting and rationalising. Though some operations literally have this black gold coming out of the ground, and I have seen fuel receipts which state that the uplift is ‘free’. Again you have to use your sound judgement and professionalism to find a middle ground, not be greedy, but also do not put yourself into a position which you find yourself to be uncomfortable. Always think about how you are going to justify your actions at a subsequent court of inquiry, and you’ll be safe....my opinion! Passenger loading on a scheduled airline operating, say three different classes are pretty cut and dry and often extremely pedantic.....”Sorry you can’t have your coat on your lap; it’s a flight safety hazard.” Yes I know the rules but please say it without sounding like Mussolini’s alter-ego. Try re-iterating this on a flight from Asmara to N’djamena and you would never get airborne. Sometimes I think that ‘Health and Safety’ and at time some Ops Manual rules have removed all options for common sense to intervene. I understand that in these litigious days we always have to think about how and by whom we are going to be sued, but it’s not a step forward.....again just my opinion. But, in the various operations which we nomads find ourselves in, we need to bring our previous experience and judgement to the fore…….which is often why us ‘nomads’ are hired. Now once the doors are closed, and we are ready to pushback or start engines, then normal service is resumed. We become who we are, pilots regimented by SOPs, checklists and CRM, regardless of what operation we are undertaking. These three factors when correctly and professionally applied together will endeavour to secure you a risk free and pleasant flight under 99% of eventualities. Yes there are different national cultures on the flight deck which need to be understood before they are addressed. Loss of face, being a huge one amongst some nationalities, but even this can be worked around with careful thought. I am not being patronising when I say give your colleagues the option to come around to a sensible way of thinking, by making him/her believe it was their idea in the first place. It is just CRM working in your local environment. This is not meant to be controversial, just that I never want to hear the following tale EVER again……. (Although unfortunately I very recently did hear that a training manager stated that CRM courses are only needed for western pilots as they are weak…….) “A colleague of mine whilst flying for an Asian carrier and undertaking his six monthly simulator check, was unhappy with his approach to land, and decided to make a go-around. Fine no problem good decision. The subsequent approach and landing was text-book. However, his ‘local’ check pilot commented.....Do you know the difference between a local pilot and an ex-pat pilot.....ex-pat pilot afraid to die...and with that he chuckled.” Sobering situation and one which I hope is disappearing from modern operations. So regardless of your contract, your location and the culture which you are working under, yes you have to adapt and understand where you are, but nevertheless never be bullied, instead come to a mutual understanding and with experience and professionalism a safe outcome will never be in doubt. Yes, a lot of us are nomadic these days, but I truly believe in sharing our experience and experiences amongst different cultures and environments, it’s not a bad existence. For me, it is one to be relished and as each contract finishes, to be looked back upon with fondness, and a sense of a job well done!
Posted on: Mon, 26 May 2014 23:12:01 +0000
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