Typical Pilots Day
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Typical Pilots Day
I'll shortly going to be starting my ATPL training and would be interested in hearing from current pilots what a typical day is like. I'd like to hear from schedule (long and short haul), charter, turboprop and any other type of commercial pilots. Also are there any interesting stories that have happened on flights/stopovers?
Look forward to hearing from you.
Look forward to hearing from you.
Mistrust in Management
Short Haul,
Wake up at 04:30, fly there and back twice in very busy airspace. (Europe) Often very bad weather in winter with de-icing at each departure and an on limits approach on each arrival.
However I'm lucky, cos' I'm not flying for Ryanair. They wake up at 4:30, fly 'there and back' twice in very busy airspace and then do another there and back again in case they hadn't got the hang of it the first two times.
Having said all that, there is the late start with only one sector flying to a good destination in good weather with a good crew looking forward to a nice pub.
I'll deal with longhaul next week.
Regards
Exeng
However I'm lucky, cos' I'm not flying for Ryanair. They wake up at 4:30, fly 'there and back' twice in very busy airspace and then do another there and back again in case they hadn't got the hang of it the first two times.
Having said all that, there is the late start with only one sector flying to a good destination in good weather with a good crew looking forward to a nice pub.
I'll deal with longhaul next week.
Regards
Exeng
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The main problem with this job is that there is no typical day. When I first started flying I went to the bank after a busy day to find it closed. I then realised that it was Sunday and everyone else had a day off! After a while you get to accept this but you never really get used to the disorientation.
When you look in to a pilots work load it doesn't seem too bad, but it is the constant lack of structure to the working days that gets you down.
When you look in to a pilots work load it doesn't seem too bad, but it is the constant lack of structure to the working days that gets you down.
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I Think this is a great thread that edd2000uk has started here. I too would like to know about a typical pilots day especially those who fly regionals and also to Europe. So all of you out there please get your replies in. Cheers in advance
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Low cost ops;
The routine is fairly straightforward, much as exeng said.
Get up, snatch a cup of coffee, drive to work, 4 sectors - perhaps south of the Alps each time, 25 minute turnarounds and no time to sneeze all day long. Drive home, iron shirt, grab a snack and fall into bed. Set alarm for a scant 8 hrs hence. Get up, snatch a cup...
Repeat six times, no meals possible during this time, only sandwiches and midnight snacks.
Take days "off". ie do housework, washing, ironing, domestic admin etc. Get up, snatch a....However your days "Off" will ALWAYS either start after a duty finish minutes before midnight or end with an alarm set for 0430, and occasionally both.
Get the picture?
This is all fine, BUT...
If you have a family/partner you'll be a stranger to them. You WILL either get up at 0430 or get home well after midnight. One or the other. If you are unlucky enough to work for the airlines that do nightflights you can add to the above reports at 0130, 0230, 0330 and so on, 10 - 12 hrs duries and minimum rest before the next 0130 report. How will your partner take to being woken up either at 0100 or 0430 EVERY working day?
You will have no social life whatever as you are either working or asleep when your mates are playing or you will have no idea what you're doing a more than 2-3 weeks ahead at best, and a couple of days ahead at worst due to the vagaries of roster production.
Additionally you will soon learn that you sinply cannot say, "Yes, I'll come round on Thursday cos I'm on earlies because you'll be delayed/roster changed and you'll be over the Bay of Biscay when you mates are expecting you for supper. Pretty soon they'll get the message that you're too unreliable to be worth inviting.
And thats with the better companies.
Even so, it's a pretty good job, but don't expect your employer to recognise that you are a human being with any right to a life outside work. You are a slave to the job. Period, and your slave-masters are likely to be the 20yr old job-experience children who work in ops and crewing.
It may well be the best job in the worst industry in the world.
OK, the above is perhaps a bit tongue in cheek, but believe me not by very much. It is an extremely onerous job, and the way it is conducted at present by the big N European budget airlines not one that can be physically sustained for more than a very few years before total burnout.
The routine is fairly straightforward, much as exeng said.
Get up, snatch a cup of coffee, drive to work, 4 sectors - perhaps south of the Alps each time, 25 minute turnarounds and no time to sneeze all day long. Drive home, iron shirt, grab a snack and fall into bed. Set alarm for a scant 8 hrs hence. Get up, snatch a cup...
Repeat six times, no meals possible during this time, only sandwiches and midnight snacks.
Take days "off". ie do housework, washing, ironing, domestic admin etc. Get up, snatch a....However your days "Off" will ALWAYS either start after a duty finish minutes before midnight or end with an alarm set for 0430, and occasionally both.
Get the picture?
This is all fine, BUT...
If you have a family/partner you'll be a stranger to them. You WILL either get up at 0430 or get home well after midnight. One or the other. If you are unlucky enough to work for the airlines that do nightflights you can add to the above reports at 0130, 0230, 0330 and so on, 10 - 12 hrs duries and minimum rest before the next 0130 report. How will your partner take to being woken up either at 0100 or 0430 EVERY working day?
You will have no social life whatever as you are either working or asleep when your mates are playing or you will have no idea what you're doing a more than 2-3 weeks ahead at best, and a couple of days ahead at worst due to the vagaries of roster production.
Additionally you will soon learn that you sinply cannot say, "Yes, I'll come round on Thursday cos I'm on earlies because you'll be delayed/roster changed and you'll be over the Bay of Biscay when you mates are expecting you for supper. Pretty soon they'll get the message that you're too unreliable to be worth inviting.
And thats with the better companies.
Even so, it's a pretty good job, but don't expect your employer to recognise that you are a human being with any right to a life outside work. You are a slave to the job. Period, and your slave-masters are likely to be the 20yr old job-experience children who work in ops and crewing.
It may well be the best job in the worst industry in the world.
OK, the above is perhaps a bit tongue in cheek, but believe me not by very much. It is an extremely onerous job, and the way it is conducted at present by the big N European budget airlines not one that can be physically sustained for more than a very few years before total burnout.
Last edited by Agaricus bisporus; 14th Nov 2002 at 15:41.
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Typical?
As a F/O on a bizjet my 'typical days' are the complete opposite to the above. I am currently enjoying my 6th day off this week.
My 2 days work this weekend coming entail short hops within the UK and France but will result in my having to sit around for 7hours waiting for the client to return. Of course we can dissapear and have a healthy meal whilst waiting.
I never have a start before 6am and am normally home and dry by 9pm. Unfortunatley I am on call 365 days a year so juggling the drinking calander needs prior planning. We fly to places the usual airline crowd never get to and occasionally get a stopover to get out and explore. A great semi retirement job.
Flaps
My 2 days work this weekend coming entail short hops within the UK and France but will result in my having to sit around for 7hours waiting for the client to return. Of course we can dissapear and have a healthy meal whilst waiting.I never have a start before 6am and am normally home and dry by 9pm. Unfortunatley I am on call 365 days a year so juggling the drinking calander needs prior planning. We fly to places the usual airline crowd never get to and occasionally get a stopover to get out and explore. A great semi retirement job.
Flaps
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Average Week = 2 days off, 1-2 days standby and 3-4 days flying.
Days off are known and set in stone 4 weeks in advance.
I've been called out off standby "on the day" no more than 10 times in nearly 4 years. I have had standby's changed in advance maybe double that. Most standby's are just a day at home.
As for the flying, Report in the morning between 06:00 and 06:30 - Fly 4 sectors and sign off between 12.00 and 14:00. Afternoons report between 12:30 and 14:00 - fly 4 sectors and sign off between 19:00 and 22:00. Not much flying over the weekend especially in the winter. Total hours per year approx 500.
I couldn't be happier - this has got to be the best job in the world hasn't it.
Days off are known and set in stone 4 weeks in advance.
I've been called out off standby "on the day" no more than 10 times in nearly 4 years. I have had standby's changed in advance maybe double that. Most standby's are just a day at home.
As for the flying, Report in the morning between 06:00 and 06:30 - Fly 4 sectors and sign off between 12.00 and 14:00. Afternoons report between 12:30 and 14:00 - fly 4 sectors and sign off between 19:00 and 22:00. Not much flying over the weekend especially in the winter. Total hours per year approx 500.
I couldn't be happier - this has got to be the best job in the world hasn't it.
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Typical charter day:
get up at 2:00, fly to an island about 3 hrs away, return to a different airport, grab a taxi for a 300km ride to the next, sleep for a couple of hours in a hotelbed, get up at 2:00, fly to another island, and, when your happy, land at home.
Typical winters month:
heeps of standby, some off-days and one or two flights to a sunny island. Next mont the same.
Better than street wyping, anyway
get up at 2:00, fly to an island about 3 hrs away, return to a different airport, grab a taxi for a 300km ride to the next, sleep for a couple of hours in a hotelbed, get up at 2:00, fly to another island, and, when your happy, land at home.
Typical winters month:
heeps of standby, some off-days and one or two flights to a sunny island. Next mont the same.
Better than street wyping, anyway
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Get up 0500, start working 0700, sand down the damage, scrape off the rust, fill the dents, wait for filler to dry, flat the filler, add another skim if needed, add high-build primer, wait to dry, flat area with 500s, mask area to be painted, 2 coats of base, then 2 coats lacquer. next car in.......oh, you said PILOT didn't you!
The wonders of a car painter!!!! you boys don't know how good you got it, or do ya? why didn't I pay attention at school, what a ****!
The wonders of a car painter!!!! you boys don't know how good you got it, or do ya? why didn't I pay attention at school, what a ****!
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I know, how good I god it, I can tell you, and, hey, on my days off I ues to restore cars or bikes, so I know hard work boody well! But: get up at 2:00 the sixth day in a row in the seveth hotel bed in anytown and look forward to a 14 hours day....imagine that and you know that thereare some days I like to swap with my garbage truck driver. But only then!!
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Air Taxi
Well strangely enough it is the most stable working pattern I have ever had.
Basically I am allocated to one contract and work MON to FRI, getting up at 7am and arriving home at 7pm (Except FRI, 3pm).
Because of the long duty days, I run out of hours on the Friday so I get all my weekends off.
On top of that, if the loads aren't that high, my flight gets cancelled (The other has the capacity) so this is how it goes.
Busy times, all flights required: as said above
Not so busy (what I usually do): Tuesday to Thursday ON, Fri-Mon OF. But in that case it is good "practice" to remain availble at week ends (Medevac). Frankly, I usually don't get called so that's a 3ON/4OFF pattern.
Good thing I am on salary because lately I am more on a 2 ON/5OFF . It comes and goes so it is just a matter of getting used to have more days off than expected rather than working more.
Basically I am allocated to one contract and work MON to FRI, getting up at 7am and arriving home at 7pm (Except FRI, 3pm).
Because of the long duty days, I run out of hours on the Friday so I get all my weekends off.
On top of that, if the loads aren't that high, my flight gets cancelled (The other has the capacity) so this is how it goes.
Busy times, all flights required: as said above
Not so busy (what I usually do): Tuesday to Thursday ON, Fri-Mon OF. But in that case it is good "practice" to remain availble at week ends (Medevac). Frankly, I usually don't get called so that's a 3ON/4OFF pattern.
Good thing I am on salary because lately I am more on a 2 ON/5OFF
. It comes and goes so it is just a matter of getting used to have more days off than expected rather than working more.
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Go to MUC yesterday at the end of six on looking forward to watching the rugby in the pub today; Go tech there; Wait while engineers come over from UK; They bring the wrong part; No more flights back to the UK; Go to the hotel; Eine Kleine Beir or zwei; Eventually get Jet fixed at 1430 today; listen to bits of the rugby on scratchy 909 in the bumps on the way home; RANT RANT RANT i love it really
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Plan on at least one marriage failing for each seat change, plus one extra divorce within the first two years of making Captain.
Don't be surprise if your kid enrolls himself in one of those Dads for Boys programs.
If indeed it is your own kid; 17 days away from home a month some guys will fill more than your shoes....
Don't be surprise if your kid enrolls himself in one of those Dads for Boys programs.
If indeed it is your own kid; 17 days away from home a month some guys will fill more than your shoes....
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Agaricus bisporus and A-V-8R give the most realistic impression as far as I'm concerned.
My contribution------
Unsocial hours.
Lack of proper sleep.
Bad rostering.
Destroyed social life.
Poor diet.
Away from home.
Stressful.
Wasteful.
Dangerous.
As for the comment "I've been flying jets for four years and it's OK", ask him again in another four years, with twenty five more to go !
IMHO, or more accurately, IMEO (E=experienced it for 20+ years).
Problem is, one gets locked in financially, missus in a job, kids at school, with little else one is qualified to do.
My contribution------
Unsocial hours.
Lack of proper sleep.
Bad rostering.
Destroyed social life.
Poor diet.
Away from home.
Stressful.
Wasteful.
Dangerous.
As for the comment "I've been flying jets for four years and it's OK", ask him again in another four years, with twenty five more to go !
IMHO, or more accurately, IMEO (E=experienced it for 20+ years).
Problem is, one gets locked in financially, missus in a job, kids at school, with little else one is qualified to do.
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hey ed2000uk, wait. I haven't had my say!
Below is something I've posted before about a typical UK shorthaul airline operation. And I think Anthony gets it so right.
But ed2000, everyone's answered your question, so it'd be interesting to hear your views on the job based on some of the nastier realities you've heard here. I'm genuinely interested in how you feel about the working conditions you'll face.
Typical shorthaul lifestyle:
Depending on company, 8 to 10 days off a month. However, before you say, "well that's normal", consider the fact you will be doing very disruptive shift work.
5 to 6 days of work, followed by 2 or 3 days off. Repeat.
Days off often start with you arriving home at 11 pm, then leaving for work after days off at 0430 am. So days off aren't quite what they seem.
Typical day, alarm rings at 0400 am, leave house at 0430 am. Four or five sectors. Home at about 5 pm. To get eight hours sleep, have to be asleep in bed by 8 pm. So three hours available to change, eat, say hello to wife and kids, socialise, exercise, etc. Repeat.
Of course, could be night stopping, maybe three times a week, so don't see family. Catch up with all domestic problems in remaining time. Repeat.
On lates, just rotate clock so end up getting home or to hotel at around eleven at night. Repeat.
In summer, throw in night charters. (See above).
Add hassle and sometimes fear provided by winter weather. And take it from me, fear experienced in order to earn money just ain't exciting. It's just plain puckering fear.
And finally finally (honest)......
Once you're in that left hand seat, that's basically it......you just keep doing the same old thing 'till you stop.
I knew I'd go on too long. Not trying to spoil anyones dreams (see 1.) and 2.) above) - just adding another perspective.
Good luck.
Below is something I've posted before about a typical UK shorthaul airline operation. And I think Anthony gets it so right.
But ed2000, everyone's answered your question, so it'd be interesting to hear your views on the job based on some of the nastier realities you've heard here. I'm genuinely interested in how you feel about the working conditions you'll face.
Typical shorthaul lifestyle:
Depending on company, 8 to 10 days off a month. However, before you say, "well that's normal", consider the fact you will be doing very disruptive shift work.
5 to 6 days of work, followed by 2 or 3 days off. Repeat.
Days off often start with you arriving home at 11 pm, then leaving for work after days off at 0430 am. So days off aren't quite what they seem.
Typical day, alarm rings at 0400 am, leave house at 0430 am. Four or five sectors. Home at about 5 pm. To get eight hours sleep, have to be asleep in bed by 8 pm. So three hours available to change, eat, say hello to wife and kids, socialise, exercise, etc. Repeat.
Of course, could be night stopping, maybe three times a week, so don't see family. Catch up with all domestic problems in remaining time. Repeat.
On lates, just rotate clock so end up getting home or to hotel at around eleven at night. Repeat.
In summer, throw in night charters. (See above).
Add hassle and sometimes fear provided by winter weather. And take it from me, fear experienced in order to earn money just ain't exciting. It's just plain puckering fear.
And finally finally (honest)......
Once you're in that left hand seat, that's basically it......you just keep doing the same old thing 'till you stop.
I knew I'd go on too long. Not trying to spoil anyones dreams (see 1.) and 2.) above) - just adding another perspective.
Good luck.
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Well despite the hours etc I still really want to be a pilot. That's what I've wanted to do since I was 8. Unsocial hours aren't a stranger to me, I currently work two jpbs, one in my father's company (which can mean very long and unconventional hours sometimes) and also doing security at concerts and events. As to what my perceptions of being a pilot are, I must admit I was a little suprised as to the amount of hours done per day. I heard there was a limit but wasn't sure what it was. That certainly won't put me off though. For some reason I just love being in the air. On the holidays I've had the flights have always been one of the things I look forward to the most. I've had two trial lessons and I thoroughly enjoyed them. I'm starting training next year and can't wait.