How I View Professionalism in Aviation

I would love to retire after a very successful career as an airline captain, flying for Delta or any major airline.

Basic description of being a Delta pilot:

You must be at least 21 years of age.

You must graduate from a four-year degree program from a college or university accredited by a recognized accrediting organization.

Receiving a Masters in postgraduate education will be given favorable consideration.

Holding a current passport or other travel documents enabling the pilot to freely exit and re-enter the U.S. 

Requirements of the FAA:

FAA issued commercial fixed-wing pilot license with an instrument rating

Holding a current FAA First Class Medical Certificate

Passing the FAA ATP written exam 

Logged flight time requirements:

Minimum of 1,200 hours of total documented flight time

Minimum of 1,000 hours of fixed wing turboprop or turbofan time

As a Delta first officer, you have an awarding opportunity to be assigned to several jets including the MD88/90, 737NG, or a 757/767 aircraft.

Not many accidents in modern aviation have attracted as much attention as Air France 447, which crashed in the Atlantic Ocean on a flight from Rio de Janeiro, Brazil to Paris, France in June 2009. All 228 passengers were killed, and the crash provoked much discussion about the pilots’ actions and the airplane’s automation.  The pitot tubes froze when they were cruising at flight level 35,000 feet.  The Captain stepped out of the cockpit and went to get some rest, allowing a first officer to take over his duty on the captain’s controls.  Shortly after the captain left the airplane began to read erratic readings on the airspeed indicator because it didn’t know what configuration it was in with frozen pitot tubes.  The first officer who was actually flying the airplane in the right seat was pulling back on the yoke because he believed the airspeed was too fast keep the nose of the aircraft in a pitched up attitude.  The other first officer in the captain’s seat was pushing forward on the yoke, so no one was flying the plane at this point.  The captain would return to the cockpit only to notice that they put the plane in a stall but this was too late they crashed into the Atlantic Ocean at a descent rate of 6500 feet a min.  At the moment of impact everyone died instantly. 

Safety concerns for everyday flight operations of being a pilot are always a concern for the public.  It seems as if passengers want the most security they can pay for when they purchase an airline ticket online or at the service desk.  I plan to accommodate these passengers by receiving the required amount of rest that is mandated by company policy.  I believe good company policy is saying hello to the passengers and putting them at ease during the flight.  Information is power and by gathering all the weather reports that I am able to will make for better judgment call and a much safer flight.

Professionalism to me is an educated person, who allows him or herself to always be learning while gaining knowledge by listening to others around them.  Is very respectful for others and dresses themselves very nice to promote success.

The accident was due to human error.  Captain Renslow pulled the stick shaker back to him and didn't understand how to recover from a stall ultimately causing the plane to stall and crash.  He could have prevented the accident from happening.  First Officer Shaw, made things worse by retracting the flaps, which reduced the amount of lift.  Non-essential conversation continued during the landing phase of the flight, this conversation should have never been going on.  They were in violation of sterile cockpit rule and were distracted by completing checklist last.  Crew was showing signs of fatigue; the National Transportation Safety Board investigated the pilot’s schedules 72 hours prior to the crash.

The regional airlines needed pilots quick; due to minimal pay they usually would hire low time pilots as Captain Renslow was only at 618 hours.  Both of the pilots did not live anywhere near the airport that their duty day began.  They both were seen in the crew lounge sleeping which was against company policy.  The emphasis of the National Transportation Safety Board turned to fatigue and what they found out was astonishing.  The Captain was on his crew track looking up the duty day at 3 in the morning and later in the morning he was on his cell phone several times; he did not get enough sleep.  Shaw the first officer commuted from the west coast all night before her duty day began, again not getting enough sleep.  Both pilots should have never taken the flight regardless of how much rest they thought they received.  My concern is why didn't anyone tell management or the chief pilot since they were seen in the crew lounge earlier that day.  

I will maintain myself in a professional manner at all times during work and when I am not flying in my off time.  I will constantly be staying up on company policy’s that change because we all know that nothing remains the same for an extended period of time in the aviation industry, it’s constantly changing.  I will expand my knowledge of professionalism by staying in touch with the pilots that I have made friends with over the course of my time at Eastern Michigan University.  When I transition into the job of an airline pilot I plan to return to Eastern Michigan University, give guidance to, and share stories to new aspiring pilots, so future aviators have a positive mind set for making that transition into the airlines.