Now the crew was busy! First Officer Benez was in constant radio communication with the Kennedy Approach Control, receiving his instructions for the final approach to the airport. The New York metropolitan air space is one of the busiest in the United States, and therefore the crew members would be watching for any other planes that might threaten a midair collision.
Flight Engineer Mitchell was studying his panel carefully. Among other tasks he saw to it that the cabin pressure dropped in accordance with their descent. He leaned over to adjust the cabin pressure control, making the barometric correction equal to the same elevation above Kennedy Airport.
The three flight crew members were going through their pre-landing checklists as they checked their flight instruments, controls, lights, pressures, and various dials. At the same time the airplane had become an active light blip on the Kennedy radarscope in the control tower thirty miles away.
"Flaps at thirty degrees," the captain ordered, and the first officer moved the flap handle until it was at the thirty-degree position. Soon an indicator confirmed that this had taken place. "Raps thirty degrees," Benez informed the captain. As these large sections of the wings slid back and downward, they changed the airflow of the plane and made it easier to control the landing.
Once the airspeed was down to 200 miles per hour the captain ordered "Gear down," and the first officer pushed the appropriate lever. Immediately the doors under the fuselage opened and the plane experienced a distinct rumble as air rushed over the open wells. Six seconds later the nose gear was down and locked into place, and four seconds after that the ten-wheeled main gear was down. The captain knew that it had been secured by the bright green light that appeared on the instrument panel.
By now the plane was flying parallel to the runway on which it was scheduled to land, but in the opposite direction to the planned landing. Airspeed was now 180 miles per hour, and the right wing went down as Captain Rawlins turned the airliner about for its descent. At this altitude of a thousand feet, another bank of the plane straightened it out readying it for the drop to its final landing. The first officer called out the rate that the airplane was descending "sink rate".
"Full flaps," Captain Rawlins commanded, and First Officer Benez pulled back the flap handle as far as it would go and locked it into place. Suddenly the end of the runway disappeared below and the airspeed registered 160 miles. Carefully the captain nudged the control yoke back so that the plane was sinking at the rate of approximately seven feet a second, and then the wheels gently reached the pavement.
The instant the main gear wheels touched the concrete the captain pushed the yoke forward causing the nose to dip and easing the nose wheels to the ground. As these wheels met the ground, the captain pulled the speed brake handle and on each wing a "spoiler" raised up some sixty degrees causing a sudden drag that helped slow the heavy airplane.
More than spoilers were needed to check the speed of 151 miles per hour, however. Just in front of the throttle knobs, on the same shaft of each, are reverse thrust levers. When the captain grasped and pulled these up and then back, there was an immediate reaction within each engine. Clamshell doors quickly closed, effectively blocking the engines' tailpipes and making the jet exhaust go forward. Then, as the captain speeded up the engines, the plane began to slow down and he again steered the craft with the nose wheels, soon turning off the main runway to taxi to the terminal.
The flight engineer had been busy watching his instrument panel for signs of any possible malfunctioning. Now he was busy shutting off the anti-icing devices, turning off the heat for the cockpit windows, extinguishing the emergency exit lights in the cabin, and cutting off power in the galleys, as well as flipping countless other switches.
At the terminal the airplane swung about and the captain locked the brakes and shut down the first three engines, but he left number four on to provide power for the electrical system. As soon as the ground personnel arrived and plugged in the power cables, Rawlins shut off the fourth engine, and the airplane became suddenly quiet. Passengers stood up, put on their coats, and waited for the cabin door to be opened so that they could leave. Flight 76 had become just another statistic-but on the apron below, the cleaning and maintenance crews were waiting to ready the plane for a flight to Houston.
The flight crew members were the last to leave the plane, and as they walked through the crowded terminal, dressed in their trim brown uniforms, they could not help but notice the many admiring glances cast at them. The public still looks upon the pilot's job as an exciting and glamorous one, but few people appreciate the responsibility that falls directly on the shoulders of a professional flight crew, headed by one individual, the captain. Nor are many aware of the stringent physical health demands made on those who fly our nation's transport planes-so demanding in fact, that every pilot must pass a thorough physical examination every six months or be grounded. Actually, when you consider the necessary qualifications for this job, you will see why pilots are among the highest-paid employees in any airline.
AGE REQUIREMENTS
- A student pilot must be at least sixteen years of age. She or he can fly only under the supervision of a certified flight instructor.
- A private pilot must be a least seventeen years of age and may pilot an airplane with passengers provided she or he does not receive pay.
- A commercial pilot must be at least eighteen years of age and may pilot any plane for which she or he holds a rating and may also receive compensation.
- An air transport pilot must be at least twenty-three years of age and retire by age sixty. Airlines now hire pilots over thirty-two because of the growing pilot shortage.
- A flight engineer is required by most airlines to have an air transport pilot's certificate. She or he is also known as a second officer, and in many companies this is the entry-level cockpit job.
The Air Line Pilots Association has this to say about the physical requirements of a commercial airline pilot:
Airline pilots must meet stringent physical health requirements. Medical examinations required by the FAA are classified as first, second, or third class. The differences are based on the specific levels of physical requirements and the length of time the certificate is valid. A first-class certificate requires the highest physical requirements and is valid for six months. It is required for an airline pilot in command of an aircraft captain.
Before you begin training for any airline position, we strongly recommend that you take a first-class physical from a physician who is a designated FAA examiner. You can obtain the names of FAA medical examiners from the FAA regional headquarters nearest you, or you can ask the operator of any FAA-approved training school in your area for the name of an examiner.
Heart, lungs, physical dexterity, and eyesight are the main concerns. Dependence of drugs-even most prescription drugs-is disqualifying. Almost every airline will now allow applicants to wear glasses or contact lenses to correct vision to 20/20 in each eye.
EDUCATIONAL REQUIREMENTS
A high school degree or its equivalent is the minimum education required to become an air transport pilot, however most airlines prefer that you have a college degree. Because modern aircraft are becoming increasingly complex, you should have a solid background in aero-dynamics, aeronautics, mathematics, meteorology, and navigation. Basic sciences should be part of your secondary education, and in college you will learn what aviation-related studies you should take. Because new systems, aircraft, and procedures are part of the pilot's profession, she or he never stops learning.
OPPORTUNITIES FOR TRAINING
There are several ways to acquire pilot training. The first is through flight instruction at flying schools certified by the Federal Aviation Administration. You must be at least sixteen years of age and be able to pass a third-class medical examination. Courses consist of forty hours of ground school instruction where you learn the principles of flight, aerial navigation, weather factors, and flight regulations. Flying lessons are conducted in dual-controlled aircraft (twenty-five hours dual and ten hours solo instruction). The instructor judges when you are ready to take the written and flight examinations that are given by Federal Aviation Administration inspectors. Upon successful completion of both exams, you earn your private pilot's license, which entitles you to fly passengers, but not for hire. As a private pilot you can then undertake advanced instruction, learn to fly on instruments, and earn a commercial pilot's license upon acquiring additional hours of flight experience. These achievements open up numerous pilot careers because now you can fly for hire. Further study and experience could eventually earn you the Air Transport Rating to qualify as an airline pilot.
A second method of acquiring flight training is through pilot training in the armed forces. This entails no personal financial expense and, as a military pilot, you can qualify for numerous civilian pilot jobs upon leaving the service with some additional study. The military services have been a major source of pilots for the airlines in the past.
Third, a growing number of colleges and universities offer flight training with credit toward a degree. As a graduate, you leave school with a private or commercial license, and possibly an Air Transport Rating, plus a degree.
Helicopter pilots can receive training in the armed forces or at special private helicopter flight schools certified by the Federal Aviation Administration.
Agricultural pilots can receive specialized advanced training at agricultural pilot schools.
Some airlines offer training courses for corporate pilots transitioning to new jet aircraft. The airlines' experience in jet flight training makes them particularly well qualified to provide this service to business firms.
FOR FURTHER INFORMATION
Ask to see any current career information your school or public library may have. Send for the free booklet: "Airline Pilot Career Information" offered by the Air Line Pilots Association.
