"Flight 76 cleared for takeoff," the voice of the controller in the tower crackled from the loudspeaker.
"Full forward on the wheel," Captain Rawlins said gently, and the first officer pushed the yoke of the control column forward. As he did so a control surface far back at the rear of the plane gradually moved, its function being to keep the nose of the plane down during the takeoff. Meanwhile Captain Rawlins grasped the control wheel that steered the wheels up front in the nose gear and at the same time moved the pedals to release the brakes.
There was a slight shudder and, free of the restraining brakes, the huge airliner was ready to respond to the power packed in each of the whining engines. Rolling forward easily, the plane gradually accelerated. The ground slipped by faster and faster, yellow marker lights rushed by, and it seemed nothing on earth could stop the plane.
"One hundred knots," Benez said. Then seconds later: "One hundred thirty-six knots and the aircraft were airborne. Captain Rawlins re-leased the steering wheel and his feet again pushed the rudder pedals to control the plane's direction.
"V one" first officer Benez announced tensely. "V one" is the speed at which the airplane can proceed or stop, actually the point of no return. If something goes wrong and the plane must remain on the ground, this is the maximum speed to which it can be accelerated and still be brought to a safe stop on the runway-assuming there is sufficient pavement left if this should be necessary. At "V one" the airplane was moving at about 145 knots or 167 miles an hour.
"Rotate," Benez said, and the captain pulled back on the yoke to change the position of the elevators slightly, thus forcing the tail down a bit and enabling the plane to climb at a greater angle. Now they were approaching "V two," 162 knots or 187 miles per hour, climbing rapidly with the speed steadily increasing.
"Up gear," Rawlins commanded, and with his left hand the first officer pulled a lever to make the ten-wheeled landing gear retract into its wells. Immediately metal doors snapped shut to encase all the wheels, and the plane was groomed for its flight.
Two hundred knots and "Up flaps," Benez touched the proper control and the flaps moved into position with their outboard ailerons locked in place. The speakers overhead came to life as a voice from Air Traffic Control announced: "Cleared to 12,000 feet."
Now there was the sound of gently hissing air rushing by the fuselage and Flight 76 was on its way. The attendants rose from their seats and prepared to serve beverages while the passengers, who would soon be cruising eight miles above the earth's surface, relaxed in anticipation of an enjoyable transcontinental flight.
Captain Rawlins reached for the microphone and flipped the switch that connected him with all the speakers throughout the cabin.
"Good morning ladies and gentlemen, this is Captain Rawlins speaking on behalf of your crew, First Officer Benez and Flight Engineer Mitchell. Welcome aboard and we hope you have a very pleasant flight.
Today our flight plan will take us over Denver, Colorado; Wichita, Kansas; St. Louis, Missouri; and Erie, Pennsylvania. Our speed will average about 659 miles an hour, our cruising altitude will be 40,000 feet, and we anticipate a smooth flight. Thank you."
Now, while the airplane rushes along at more than ten miles a minute, let us examine the duties of the flight crew in a bit more detail.
DUTIES OF AN AIRPLANE PILOT
Pilots are skilled, highly trained professionals. Although many pilots work for airlines flying passengers, cargo, and mail, there are others who fly for private companies or perform tasks such as taking photographs, inspecting power lines, or crop dusting.
Two pilots are usually required to fly each plane, except on small aircraft. Usually the most experienced pilot, who is called the captain by the airlines, is in command of the plane and supervises all other crew members on board. The copilot generally helps in communicating with the air traffic controllers, monitoring the flight instruments, and flying the plane. If the captain were unable to perform efficiently for any reason, the copilot would be in charge. Most large planes have a third pilot in the cockpit who serves as the flight engineer. It is the flight engineer's duty, as we have noted, to monitor and operate many of the instruments, and also make minor in-flight repairs and watch out for other aircraft.
The pilots work together an hour or more before departure to plan their flight, conferring with weather forecasters and dispatchers to learn all they can about weather conditions both en route and at their destination. Having all this information at hand, they plot their route, altitude, and the speed that will give a fast, safe, and smooth flight. It is also becoming increasingly important to plan a flight so as to use as little fuel as possible, but this is never as important a consideration as safety and comfort. Once the flight has been planned, the pilot in command of the airplane must inform Air Traffic Control about the flight plan so that it can be coordinated with all of the other traffic.
Another preflight duty for the pilots is to check thoroughly their aircraft to make certain that all controls, engines, instruments, and other components are in good working order. They also are concerned to know that mail, baggage, and cargo have all been loaded correctly.
The most difficult and sometimes dangerous parts of the flight are the takeoff and landing, which require the closest possible coordination between a pilot and copilot. While the plane is accelerating for takeoff, the pilot concentrates on watching the runway while the copilot watches the instrument panel. They know the speed that must be attained in order to be airborne, having taken into account the altitude of the airport, the weight of the airplane, and the direction and speed of the wind. The instant the plane reaches this critical speed; the copilot informs the pilot who actuates the control to raise the nose of the aircraft.
The work may be routine and easy, once airborne and at cruising altitude, especially if weather conditions are favorable. From time to time it is necessary to radio air speed, position, and other details to the nearest air traffic control station. The pilots continuously scan their instrument panels to make certain the engines are functioning correctly. Occasionally they may request air traffic control to permit a change of altitude in order to have a smoother or swifter flight by taking advantage of tail-winds that help save fuel.
When visibility is poor, the pilots must rely on instruments. Thanks to the altimeter they know how far above the ground they are flying, and they can maneuver around high mountains or other obstacles. It is possible for them to compute their exact position by using a special navigation radio and maps. Other sophisticated radio equipment will guide a pilot to the end of a runway for a "blind" landing when weather conditions are such that the ground cannot be seen from the air.
The flight engineer is a troubleshooter, monitor, and backup for the pilots. Before flight time the engineer walks about the aircraft checking approximately 200 items. He or she oversees fueling operations, reviews mechanics' reports, and helps the captain make the preflight cockpit check. During the flight, the engineer monitors the engines; keeps track of fuel consumption; checks the heating, pressurization, hydraulic, electrical, and air-conditioning systems; and may also repair faulty equipment. The flight engineer also must check and maintain aircraft log books, report mechanical difficulties to mechanic crew chiefs, and at the end of the trip make a final post-flight inspection of the airplane.
Before we consider the educational and physical requirements for these jobs, let's rejoin Flight 76 and its crew. On this particular day the eastern part of the United States was enjoying unusually fine weather with excellent visibility, and therefore no landing delays were anticipated.
