Becoming a problem solver
That's true, but a gross understatement. Think back to when you earned your private pilot certificate. During that time many of your previous conceptions and habit patterns were changed. That's what it took to become a knowledgeable, proficient pilot. To become a commercial pilot, that evolution must continue. A commercial pilot is a very knowledgeable, very proficient pilot who is able to correctly anticipate and solve problems.
To be a commercial pilot, you must prepare yourself to fly people who have no concept of aviation responsibilities, but assume that the money they pay you will ensure anticipated performance. That, most definitely, will not always be the case. You must apply the old adage "To be forewarned is to be forearmed." Be aware of the situation you're about to encounter and advise your passengers accordingly.
For example, your first challenge occurs on departure day for a charter flight. You are called at 6 a.m. and told that you must leave as soon as possible, not at noon as originally planned. You and your passengers arrive at the airport simultaneously, and they immediately become agitated at the time you're spending preflighting the airplane. You should have immediately advised them as to when the flight would depart because of your predeparture procedures that are required to ensure their safety.
When the baggage is delivered to the airplane for loading, it obviously exceeds what was planned, and again a passenger says, "Sorry, change of plans." Fortunately, you carry a hand-held scale for weighing baggage, and you determine that you're 250 pounds over maximum gross weight. Explain the options: The 250 pounds stay behind, or I have 250 pounds of fuel removed and I make an intermediate fuel stop which will add considerable time to the trip. They insist on the baggage, and it takes almost an hour before the airplane is defueled. The passengers are pacing the ramp, but that gives you time to file your flight plan, which you had planned to do once airborne while in VFR conditions in order to save a few minutes.
The en-route fuel stop takes another hour--broken fuel truck--but that gives you time to file an IFR flight plan for the final leg and listen to the passengers complain about the lack of food. You advise them that a rental car is available if they want to drive to the nearest restaurant; otherwise the only option was the airport vending machines, which is what they choose. Unfortunately, the soft-drink machine's refrigeration unit is broken, and they are forced to drink warm sodas. Yuck!
At cruise altitude, you encounter IFR conditions earlier than expected. A check with en route flight advisory service confirms that the destination weather is holding as forecast; however, a pilot about 50 miles ahead of your position has reported intermittent moderate to severe turbulence.
You inform your passengers, check to ensure that seat belts are fastened, and tell them that a speed reduction will be required. Meanwhile, you're thinking, I can't believe this: unplanned departure, too many bags, fueling problems, turbulence, warm sodas, and the kid who helped load the bags put my happy bag--airsickness sacks, chewing gum, mints, etc.--in the baggage compartment. If these people get airsick, this trip will be a total disaster.
At the first indication of turbulence you slow way down, 20 knots below maneuvering speed, in order to get the smoothest ride possible. During the turbulence, you avoid aileron inputs unless absolutely necessary. When the airplane starts to bank, you ease in a little top rudder in order to bring the wing back down and avoid yawing, which continual aileron input usually causes. Passengers can tolerate vertical motion much better than yawing motion when it comes to airsickness. Fortunately, something finally works in your favor; the warm sodas and vending-machine sandwiches stay where they belong.
The parking brake is set, the door is open, and you keep smiling while you say goodbye to the passengers. Not one smiled, not one said thank you, and not one gave you a $100 tip, as did the couple you flew last week.
The truth is, you can't always win when you place aviation priorities and passenger safety above all else--factors that you never, ever compromise. You are a professional, commercial pilot.
Ralph Butcher, a retired United Airlines captain, is the chief flight instructor at a California flight school. He has been flying since 1959 and has 25,000 hours in fixed- and rotary-wing aircraft. Visit his Web site.
