Editor’s notice: That is the primary contribution to Flight Coaching Central from James Onieal, an ATP-certified pilot, teacher, and veteran of Half 91, 135, and 121 operations. With kind rankings within the King Air 350, Quotation Sovereign, and Embraer 170/190, James brings a wealth of real-world expertise to each cockpit—and each article. His writing, like his flying, is concentrated not simply on the technical aspect of aviation, however on the human aspect as properly. On this story, he displays on a strong early lesson about communication, management, and the moments that form us as pilots. James was additionally a visitor on the Pilot’s Discretion Podcast. We’re thrilled to welcome him to the collection.
The reality is, many of the robust stuff you’ll face as knowledgeable pilot received’t contain stick-and-rudder expertise or technical information. It’s the folks stuff that journeys you up. Aviation does a fantastic job instructing us easy methods to run checklists, grasp the regs, and stick landings in ugly crosswinds, however in relation to communication and dealing with battle in fast-moving conditions? We’re not almost nearly as good. And the fact is, it’s means simpler to miscommunicate than get it proper.
My first turbine job was flying the Saab 340 as a regional First Officer. I crushed coaching—100% on the indoc check, 94% on techniques, minimize a full sim session, and handed my checkride with ease. I left coaching feeling sharp within the airplane, however completely unaware of how unprepared I used to be for the interpersonal aspect of the job.
My first turbine job was flying the Saab 340 as a regional First Officer.
About six months later, I flew a nighttime leg from Washington Dulles to White Plains, New York, with the identical Examine Airman who had carried out my checkride within the sim and Working Expertise (OE) within the airplane. It was his leg, a route he’d flown a thousand occasions earlier than. He was the form of Captain you needed to fly with: sharp, form, calm, and made hand-flying look simple. You’d assume the autopilot was on till you appeared on the panel. He was so clean you may see him regulate stress on the yoke simply to compensate for the flight attendants strolling the aisle. The man was a rock star.
About 75 minutes into the flight, 20 miles west of the airport, ATC referred to as:
“Do you may have the sector in sight?”
With out hesitation, the Captain stated, “Name it and ask for the Visible 34.”
I did.
“Cleared for the Visible 34, primary,” ATC replied.
As we approached the airport, I began getting uncomfortable. From my seat, it appeared like we’d be rolling out on ultimate someplace between one and two miles from the edge at round 500 to 600 ft AGL. It was means too tight and too low to be maneuvering a 27,000-pound turboprop with 30 folks on board at evening. It didn’t make sense—this Captain wasn’t reckless. It felt off.
I didn’t say what I ought to have:
“Widen out. We’re too tight, too low. We’re going to be unstable.”
As a substitute, I hedged:
“Do you assume we’re gonna be tight?”
I backed off and requested a obscure query as an alternative of giving clear suggestions. There was nonetheless time to make the safer name, however I didn’t push. We began our flip to ultimate about 1.5 miles out. It was pitch black, no moon, simply the airport lights and the strobes of a regional jet holding brief.
About 30 levels into our 90-degree flip, I noticed we have been in hassle. The flip was late, the tailwind was stronger than anticipated, and we have been clearly going to overshoot ultimate.
And similar to earlier than, I selected consolation over confrontation:
“Do you assume we must always go round?”
What I ought to’ve stated was:
“Go round.”
However I froze.
This was the Captain who had signed off my OE. He had 3,000 or 4,000 extra hours than I did. He wasn’t a threat taker. He didn’t make dangerous choices. So who was I to problem him?
Because the flip tightened, our descent fee hit 900 ft per minute. The financial institution angle stored growing, then the GPWS shouted: “Financial institution angle!” We have been rolling too far, too low, too quick. I appeared exterior. We have been correcting again towards the runway however have been far proper of centerline and uncomfortably near the RJ holding brief.
We have been unstable. The financial institution angle was all over. The nostril was pointed 30 levels off runway heading. And the Captain was working the yoke and rudder onerous, attempting to salvage the method.
My stress spiked. I went into full fight-or-flight. I couldn’t discover the correct phrases. The whole lot was transferring too quick. The one factor I managed to get out was:
“Please go round.”
Not a name. Not a command. Only a quiet request, on the precise second that Captain wanted a assured FO to again him up.
He replied, “It’s okay, I obtained it.”
At that time, all I may do was grip each armrests and brace. We touched down side-loaded on the far proper fringe of the runway. The nostril was nonetheless 20 levels off runway heading. One prop got here inside ft of the runway edge lights. The plane swerved onerous because the Captain wrestled it again beneath management.
As we taxied clear, he laughed.
“Come on, it wasn’t that dangerous, was it?”
I didn’t reply. I used to be nonetheless buzzing with adrenaline, so I buried myself within the guidelines and after-landing circulate.
We parked on the gate and shut down. I stepped out to start out the walkaround, principally simply to chill down. As I rounded the tail, there he was. Ready. Pale as a ghost.
His first phrases have been:
“What I did was not okay. I ought to’ve listened to you. I don’t know why I didn’t.”
Then he stated one thing I’ll always remember:
“You have been proper to name for the go-around. I used to be unsuitable to proceed. Don’t ever maintain again simply because a Captain doesn’t pay attention.”
He referred to as me twice extra in the course of the hour-long drive residence that evening, each occasions simply to apologize.
You might be human and nonetheless be a fantastic chief.
That flight taught me two of probably the most beneficial classes of my profession:
1. We’re all people first, pilots second.
It doesn’t matter what number of hours you’ve logged or what number of occasions you’ve flown that method—we’re all nonetheless human. And people make errors. We have been each human that evening.
As we debriefed later, issues made extra sense. He’d been up since 5:30 a.m. caring for his sick daughter. He’d tried to nap however didn’t sleep properly. He felt tremendous in the course of the first leg and the flip within the terminal. However by the point we have been organising for the method, fatigue had crept in, and neither of us caught it. His judgment was impaired. He wasn’t processing how dangerous issues have been getting and thought he may get better it as a result of he’d carried out it so many occasions earlier than.
2. You might be human and nonetheless be a fantastic chief.
Each of us tousled that evening. However the best way he dealt with it afterward—that’s what taught me what actual management appears like.
Nice leaders aren’t good.They admit after they’re unsuitable.They don’t disappear when issues go sideways.They preserve the dialog going.They usually flip their errors into classes for others.
So, the following time you’re coaching a pupil, mentoring a pilot, or in an interview and somebody asks, “Inform me a few time you confirmed nice management,” don’t rush to share the story the place you seem like a flawless hero. Your strongest tales come from the moments the place you have been human, once you made a mistake, owned it, realized from it, and helped others develop due to it.
Don’t let the pursuit of perfection get in the best way of actual connection.
His aviation profession spans Half 91, 135, and 121 operations, together with roles as regional airline first officer, fractional jet pilot, Director of Operations, FAA Aviation Security Inspector, and Flight Examine pilot certifying instrument procedures throughout america.
In 2010, James based Raven Profession Improvement to assist aviation professionals advance their careers.
Since then, Raven has helped lots of of pilots throughout airline, company, constitution, and army sectors land the positions they needed.
Whereas others supply templates and group teaching, James offers one-on-one mentorship with customized profession technique and real-world business perception.
🛬 Study extra at RavenCareers.com
