Like, how soon do they get to the airportwhat is the sequence of events for the day of the flight?what planning do they do? What forms do they have to fill out, when do they inspect the aircraft, etc.Thanks! Just really curious to see how much of my sim world is related to the real world of flight planning & execution.Sincerely,Chris CatalanoPS: Any books or videos out there on the "Typical day in the life of a real pilot"?

There is probably no "drama" in it if you are looking for one.However I recently read a very interesting & long article in the FLYING magazine about the pilots who fly for fractionals (NetJets, etc..). And this stuff was probably very unique, how they are scheduled, where they live, what kind of training they receive, what is their "typical day", etc. I definitely learned many things I had no clue about. Fractionals are definitely state-of-the-art operations since they lack predictability associated with fixed airline schedules.Michael J.

>Fractionals are definitely state-of-the-art operations since >they lack predictability associated with fixed airline >schedules. As is USAF airlift operations. Something like 12-15% of the missions (flights) are based on a routine schedule - the rest are dynamically planned after the phone rings and it is learned they need to get someone/something from somewhere to somewhere-else.Then the scurry begins: getting the airframe(s) where they need to be based on where they are and where they might be going; ensuring that there will be qualified and legal aircrews (crew rest, etc) to fly the mission(s) once the airframes arrive; having necessary maintenance performed (some times the destination dictates things that have to be done); reconfiguring the internal's of the aircraft to support the payload (people/cargo/special cargo/nukes, etc); getting appropriate clearances to fly the mission as *planned* (sometimes need to get permission to fly over/through foreign national airspace), and all kinds of other stuff ...I supported development of an automated mission planning/scheduling/monitoring support system for USAF airlift operations back in the '88-'91 timeframe. It was very, very interesting work (and fun also!). It's a wonder that things work as smoothly as they do! -michael

Michael J.Oh my god you had me laughing tonight, Michael!"....lack the predictability associated with fixed airline schedules."I've been in the airline business for quite a few years- and the last word I would use to describe the airline business is "predictable!" In fact- predictable would be a wonderful goal to strive for!I know what you meant regarding the difference between "published schedules" and dynamic structuring to meet customer demands- but it still made me laugh.... ;-)One of these days I'm actually going to get around to writing some of my experiences in this business.... It's been an adventure thus far. ;-)Robert S. RandazzoPrecision Manuals Development Group http://www.precisionmanuals.com/images/coolcap.gifwww.precisionmanuals.com

Chris-I'll give you a basic overview of a recent day for me. This day is fairly typical of my experiences- but differs in one regard: This was a one-day-trip (know as a "Day Trip" because it has you out and back in your home domicile on the same calendar day.)Friday, 19JUL02.Wake up at 0500 and head out the door by 0600 for a 32 mile drive to KIAD. The commute is timed to put me in the parking lot at the airport within 60 minutes, and has to be timed carefully during peak commuting hours because passengers really aren't interested in hearing that their captain is stuck in traffic....On this morning things were low-key and I hit the parking lot at 0645. (I forgot that the government is in recess and most of the government employees and associated businesses are slowed down until late august- so the commuting is nice around here right now!)Clear security at 0705 and swing through the office to answer some email, grab my flight kit and headset.I "check in" at 0735 and print a copy of the release for the aircraft. Meet my crew and review the plan for the day, which includes a Syracuse turn, a State College PA turn and a Newburgh New York turn.The aircraft appears to be in good shape with no deferred maintenance items listed on the release. The weather forcast is calling for temperatures approaching 35C later in the day, but things are expected to remain stable throughout the forcast period.Grab the first cup of decaf coffee for the day and head to the airplane, which is parked at gate A10. The First Officer is already conducting a preflight by 0800 and reports no problems with the airplane. I sit down with the logbook to review the health of the airplane and find that nearly a dozen minor write-ups have been entered into the logbook during the past ten days. This is an unusually low number, which causes me to notice further that the airplane was out of service for four days having a new set of props hung. This is always good news because it means she'll give you peak climb performance!I brief my crew on standard operating procedures, security, weather expectation and "crew protocol" for the trip. We begin boarding at 0810.During boarding I conduct a process known as the "Captain's Acceptance Flow" during which I check nearly all of the major and emergency systems on the aircraft. My first officer is conducting a similar flow on his side of the airplane while also filling out calculation tables for weight and balance purposes, initializing the FMS and validating our route of flight.I make my customary "welcome" announcement, and at 0834 we have both engines running and I release the parking brake for a :01 early departure.I fly the first leg to KSYR and already we are finding that there is a significant amount of vertical instability in the atmosphere. CBs are beginning to show themselves in the form of rapidly building columns... I consult the release paperwork a couple of times to review enroute weather predictions that appear to be unlike what I am seeing out the front window. It is apparent we are going to be seeing significant thunderstorm buildups.The descent and approach into KSYR is bumpy with strong winds from the south. We land on runway 10 and retire to the gate at 1001.At 1029 we are back out of the gate with a new release and a new load of passengers. The flight is full and we have a jumpseater joining us in the cockpit for the flight to KIAD. My first officer flies this leg, and we depart from runway 15 as it is a preferred runway based on the winds.We require 4 minor course deviations before crossing over SEG in order to avoid building storms. On one specific new york center frequency I am intrigued by a conversation between a controller and an Alleghany crew who is being vectored for an instrument approach at State College, PA... It is apparent from the conversation that the visibility is poor- but there does not appear to be significant weather.We touch down on runway 19R at KIAD and reach the gate at 1150. I take my crew into the B Concourse for lunch, but we are back on our airplane at 1220 to begin boarding a new round of customers.The weather forcast has changed slightly and is now calling for for thunderstorms later in the afternoon. Nothing significant- just a typical round of northeastern rollers.We depart for KUNV (State College, PA) at 1250 (on-time again) and after crossing MRB there is some confusion with ATC as to our cleared routing. My first officer is flying this leg, and we resolve the confusion and are cleared MRB-THS-PSB-KUNV. Nearly 90 miles from PSB it is apparet we are going to be staring down the beginning of a front line upon arrival at KUNV. Just north of PSB the radar turns magenta, which is a very unpleasant reminder that thunderstorms still rule the sky.We ask for vectors to the airport for a visual approach to KUNV as it is apparent that vectors to the initial approach fix are going to put us in the fringes of some very nasty weather. The airport is reporting calm winds and visibility of 5 miles, but no rain or lightning yet.We are finally cleared for a visual approach but based on the radar picture beyond the airport boundary we brief our expected escape procedure in the event of a go-around, and we brief the wind-sheer profile for the airplane.We are buffeted pretty badly during the approach and landing- but in spite of the narrow runway and a building crosswind, we are down and in the gate before the rain begins. (Arrival was 1338, the rain started at 1339....it rained like Noah's worst nightmare....)We secure the airplane and enter the terminal where we gorge ourselves on ice cream before boarding and heading out for home at 1504. (again :01 early...)This leg is mine, and I choose to hand fly the airplane through the climb. After turning to our initial fix (SEG) we find that we are looking at a number of large cells that are sitting directly on our route of flight. I set the airplane on the autopilot and begin playing the radar while having my first officer call ATC for authorization to deviate our route of flight as we see fit to avoid the worst of the weather. The ride is not great and as we approach the worst of the weather I decide that it isn't safe for the flight attendant to be up and about- so we put her in her seat until further notice. A quick announcement to the passengers explaining the natuer of the weather ahead, along with some calming words to sooth those who are uneasy fliers.... Bumps aren't bad- unless you are aleady afraid to fly.We make some rather significant deviations, but manage to avoid the worst of things. ATC slows us to 210 knots for the majority of the approach phase as they are sliding airplanes all over the scope to avoid storms in the approach path.Our approach to 19R at KIAD is aborted becase of the proximity of a large thunderstorm cell sitting over the initial approach fix. We obtain vectors west of the field and make our landing on runway 12 with a 7 knot tailwind component. During the taxi-in, we are advised by operations that our flight to SWF has been cancelled on account of the severe weather hitting the metro NY area- and we have been re-assigned a Roanoke, VA round. We reach the gate at 1610, where I close out our log book page and repack my flight kit.We haul our kits to a different airplane that is waiting on gate A4. After conducting the same acceptance ritual as we did in the morning, we find a series of minor problems with the airplane that require the attention of our mechanics. The weather is hot and the airplane is heat soaked, so our remp crews attach a robust ground conditioning unit to cool the airplane before we board up our customers for Roanoke. We depart the gate at 1804, approximately 30 minutes behind schedule for these customers.The flight to KROA is uneventful except for some minor deviations for weather during the climb. Landing is a visual approach to runway 24 at KROA. This approach is one of my favorites because there is no ILS, no visual approach slope guidance, and the runway sits atop a hill so that you have poor visual height reference until crossing the runway threshold. In addition, the runway crests the top of a hill, so you have an uphill runway for the first half, and a downhill runway for the second half. (You can't see beyind the halfway point becaus of the crest in the hill....it's unusual!) We reach the gate at 1903.The ground crew at KROA is eager to get us out and away quickly beacuse they have a number of international connecting customers. In true southern virginia style- they "NASCAR turn" the airplane and we are out of the gate at 1922 with twenty passengers and their associated bags...The departure from KROA is made from runway 24, and during the climb we begin to suspect our airplane is developing insufficient thrust on one side, so we conduct a series of calculations and cross reference the results to some tables to determine if our suspicions are correct. (i'm over-simplifying this process intentionally, as the discussion of our suspicions might be completely misunderstood by someone who doesn't have a firm grasp of gas-turbine engines.... I apologize... ;-) ) The results are inconclusive, so a radio patch to maintenance is made to ensure they can provide some input into the situation.The approach to land at KIAD is made to runway 01L, and we request a long final in order to conduct a series of "known thrust setting/configuration/speed" settings during the approach. (Flying a vectored visual approach would not allow for this type of power setting....)The landing is made on 01R and we reach the gate at 2032.After landing I confer with an engine specialist regarding our suspicions of the airplane. We conduct a lengthy and detailed discussion of the anomaly we experienced, and the performance figures that we collected during flight I make the required entries into the logbook and turn the airplane over to the mechanics who will troubleshoot and later identify and fix the problem.It is approaching 2100 when I toss my flight kit on the floor and head for home.....At the conclusion of the day, I arrive in the door at 2200. I've been gone for 14 hours, awake for 17. My duty day was 13:12 minutes long and we flew 6 legs totalling 6:48 minutes. We have consumed approximately 5200 lbs of fuel, flown 158 customers and approximately 6,000lbs of baggage in and out of KIAD.During the day we have seen rain, snow, freezing rain and haze so thick that the visibility is reduced to less than 3 miles. Most of our flight time was spent above 16,000 and we were unable to see the surrounding terrain due to haze.We have used six different dispatch releases, and in provided 4 notams to our company dispatchers using the ACARS communication system. All in a day's work....This day was very typical of most, but could have been different in a number of ways- 1) We remained essentially on-schedule in spite of some rather significant weather impacting the primary Washington and NYC tracon sectors.2) We returned home at the end of the day rather than winding up in a hotel in an outlying station.3) We had no major or significant mechanical inturruptions to our flight. Hope that gives you and idea what it is "really" like.....FWIW: PMDG is in the process of planning a product that will let you experience these kind of days.... I've always thought it would be fun to bring the "real world experience" to the PC for non-airline pilots. We may be about to do just that!Robert S. RandazzoPrecision Manuals Development Group http://www.precisionmanuals.com/images/coolcap.gifwww.precisionmanuals.com

Rob,Thanks for a GREAT read!!! Bob Lyddy

Robert,Great story, amazing how you only get 7hrs pay for 13 hrs work.I love this part>I sit down with the logbook to review the health of the <>airplane and find that nearly a dozen minor write-ups have < >been entered into the logbook during the past ten days. <>This is an unusually low number, which causes me to <>notice further that the airplane was out of service for four <>days having a new set of props hung.

Paul-Now THAT is G-Dmnd funny! Sounds like something we'd do over here!Robert S. RandazzoPrecision Manuals Development Group http://www.precisionmanuals.com/images/coolcap.gifwww.precisionmanuals.com

Just got back from a vacation from Cape Cod & got to read your GREAT post! It was really informative & extremely interesting to me.Some simple questions:I "check in" at 0735 and print a copy of the release for the aircraft.1) What is a release for an aircraft? Not sure what that means.2) When you are not flying your aircraft, some other pilot may be? In other words, you don't get "your own plane" assigned to you each day that no one else ever uses (kind of like the way a poloce officer gets "his own" patrol car)?3) "We had no major or significant mechanical inturruptions to our flight."You mean on most flights, mechanical problems arise?4) Totally unrelated - I was talking on the Forum to others about wind factors & flying (adding or taking time away to the time/fuel needed for the flight) In your opinion, what number do you use to add a wind factor to the flight (the manual gives an example of flying from East to West & adding a wind factor of 75). In your opinion, what is a good number to add when flying E-W, W-E, North to South, & vice versa? Thanks for all the interesting reading & all the time you spent in putting up your great post.Sincerely,Chris

>1) What is a release for an aircraft? Not sure what that >means. I think it must be the clearance from the ATC for the IFR route that was filed (with some modifications, etc.). Basically it is the final flight plan, transponder code, etc ...Michael J.

>>>1) What is a release for an aircraft? Not sure what that >>means. >>I think it must be the clearance from the ATC for the IFR >route that was filed (with some modifications, etc.). >Basically it is the final flight plan, transponder code, etc >... >The release may include the ATC clearance, but I thought that it came from the company dispatch office and verifies that everything is legal for the flight. Stuff like weight and balance, no unresolved maintenance items, weather/alternate airports, crew is legal (did you get that instrument rating yet Robert? :-lol)Dan

Chris,In regards to question 1, the "release" is the flight plan filed by the company for the flight and also includes expected weight data, defered Maintenance items and usually weather info. This is all put together by the Dispatcher that was discussed on another post.With regards to A/C assignments. Major Carriers have to route A/C based on sched maint needs as well as defered maintenance restrictions so the chance of a pilot spending more than about 2 legs on an A/C are slim. Normally any time an A/C transits a Hub, there is the possibility of a plane change.As far as maint problems, the simple answer is Yes, but about 90 percent of these problems are minor and would never be seen by anyone but the flight crew. For example, I did a quick review of a 757 and found 23 items written up for maint in the last 10 days. Of those discrepancies, only 2 items were anything other than burned out lights and cabin seat squawks. To put this in perspective, in the same time frame on a 747-400 there were over 100 squawks with about 5 real problems. Analysis, Big Airplane, Lots of Maintenance. Little Airplane, Less Maintenance. :)Hope this HelpsRegardsPaul:-cool

"Analysis, Big Airplane, Lots of Maintenance. Little Airplane, Less Maintenance" I wish! You should see the writeup's on our older 1900Cs! Hopefully we are getting rid of them soon, so the rumour mill says. What's up Rob! If your ever on beautiful Cape Cod, look me up, I am in hanger 2 next to Griffen Avionics, Jim, your Beechcraft East confederate! P.S. I am on day shift! you believe it?! And Beech call's it an airliner :)

Great stuff Robert!FWIW: PMDG is in the process of planning a product that will let you experience these kind of days.... I've always thought it would be fun to bring the "real world experience" to the PC for non-airline pilots. We may be about to do just that! If you ever need any dispatch input on such a product/item let me know, would be happy to do it!Mike CollierKPHX[table border=1 bgcolor=#eeeeee][tr][td rowspan=2] http://avsim.com/flightdeck/images/Radar_small.gif[/td][td]http://www.dispatcher.org|Dispatcher' target="_blank"> America West Airlines and proud to be a Beta Tester of[link:www.jdtllc.com]Radar Contact]The premiere ATC adventure add-on for FS

Jim-Hey, man! You look good! Are you working for Colgan now? I have a couple of Captain buddy's of mine here at ACA who used to fly for Colgan! I've heard stories about those 1900Cs.... :-lolIt's good to see you decided to get back to airplanes again, Jim- This business needs guys like you who actually give a damn that guys like me don't get prematurely grey trying to figure out what "them damned mechanics did NOW?"Example: When you show up to do an acceptance flight on an airplane and there are three mechanics wiping turbine oil off the wings and fuselage.... that kinda stuff makes you wonder.... especially when all of them refuse your invitation to "ride along."I hate being test pilot qualified.... ;-)Robert S. RandazzoPrecision Manuals Development Group http://www.precisionmanuals.com/images/coolcap.gifwww.precisionmanuals.com