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When two pilots fly a fixed-wing aeroplane which requires a two-person flight crew, the aircraft commander, who must be appropriately qualified and hold the rank of Captain, will normally occupy the left hand seat and the First Officer or Co-Pilot will normally occupys the right hand seat.

Before the commencement of each flight sector, the aircraft commander decides which pilot will take direct responsibility for flying the aircraft for the complete flight or for particular parts of it such as the Descent/Approach and Landing and they become 'Pilot Flying' (PF) for that sector or the specified part of it. The other pilot is then designated for that sector or relevant parts of it as 'Pilot Monitoring' (PM) or alternatively as 'Pilot Not Flying' (PNF) and in that role must monitor the flight management and aircraft control actions of the PF and carry out support duties such as communications and check-list reading. The Operations Manual will specify fully the roles for the PF and PM/PNF, but one of the most important aspects of the duties of any PM/PNF is the cross-check of the actions of PF. Indeed, this part of the role represents one of the most important single reasons why a two-pilot flight crew is specified.

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When the terms PF and PM /PNF were first introduced, it was normal for the roles to be designated, subject only to limitations on the ability to directionally control an aircraft on the ground imposed by the absence of a steering tiller for the pilot in the right hand seat, to be designated for a complete flight sector. Nowadays, some operators use the Monitored Approach concept in which the pilot who is PM during the descent and approach will become PF for the landing in order to improve the operational safety aspects of the transition from instrument flight to the visual reference required for touch down after almost all approaches.

The pilot turned and started flying south, beginning a zig-zag pattern to outline the left side of the Christmas Tree. After outlining the tree base just north of the Caloosahatchee River, the pilot began outlining the right side of the Christmas Tree.The pilot finished their aerial homage by outlining a star at the top of the tree. While the entire flight took about 101 minutes, the Christmas Tree outline only took about 50 minutes to finish.

The pilot flew east and landed back at PGD about 37 minutes later.In total, the flight path stretched for 213 miles.The pilot shared their Christmas joy by giving everyone a reason to look up at the sky on Christmas Eve.Submit a correction Submit a news tip Please enable JavaScript in your browser to complete this form.Please note that article corrections should be submitted for grammar or syntax issues.If you have other concerns about the content of this article, please submit a news tip.Article URL *What needs to be corrected? *The video in the article is missingI found errors in the articleThe video in the article is missing and I found errors in the articleWhat needs to be corrected in the article? *Submit Copyright 2023 Fort Myers Broadcasting. All rights reserved.

Really my big question, on the co-pilot's controls, is there any kind of lock out where the pilot can enforce his controls over the co-pilots? I know from interviews and books that it's normally interlinked, where the co-pilot could in theory "fight" for the controls, so is there a lock out for if say, co-pilot got unruly, or maybe he's hit and slumping against one of them?

I would hope it's like in the Huey or trainers where you have to request control. Making sure the other person is transferred control if the pilot dies would be a good feature that I'm unsure whether or not it is implemented in the aforementioned modules. Be interesting to fly and land the F-4 from the back seat after the pilot is killed by flak or incapacitated instead of just ejecting.

Huey has four options for that, all selectable in the Mission Editor (all dual control aircraft seem to have these options).

1 - Always Ask - Non-flying pilot can request control, pilot flying can accept or deny the request.

Completely forgot those options were available. I hardly ever fly the Huey multicrew and the F-14 doesn't have rear controls of course. Good to know there is already a system in place, and I agree that equal responsibility is definitely best left to well-coordinated crews. I wonder what setting for the F-4 servers will set. I would think always ask, but with the limited visibility in the back seat, I could almost see pilot priority being chosen as well.

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When the flight last summer reached the handover point, the sisters deplaned. The next pilot was also a woman, which is notable, given that fewer than 10 percent of US pilots are women. Fiona estimates that the EA network has more than double the national average for female pilots. Still, most of their volunteers are men, which, she adds, is rare among abortion aid organisations.

The minutes ticked by. After half an hour, the first pilot told the other pilots that he was going to go look for her. He trekked towards a dusty country road and continued walking until, in the distance, about half a mile off (800 metres), he saw someone on a bicycle. They managed to make it to the rendezvous in time to meet Michelle.

The total crew of the cargo flights usually consists of two pilots: a Captain and a First Officer. On longer flights we are with three or four pilots: besides the standard crew also a Second Officer and/or sometimes another Captain or First Officer. At the start of our duty we meet at dispatch to discuss the flight and paperwork, we pass through crew security and when we arrive at the airplane, the loading process is usually well on its way. We then have a standard pre-flight procedure: one pilot sets up the flight deck for departure and the other pilot does the exterior inspection. When the loading is done and all checks are completed: we close the doors and we can go. If there is an ATC restriction, we simply wait. There is no need to explain the cargo that we will not depart in the next half hour, and how we try to make up the time in flight ? The flight is then just like any flight, with or without passengers.

So what is then the major difference? The main keywords of my new job: jetlags, night flights and roster changes! Jetlags come with all long haul flights, and long-haul flights are new to me, and they are not specifically cargo related. However flying freight definitely brings in the night flights and an unpredictable roster. This is a major difference from my previous job.

Most cargo flights are scheduled at night, the passenger flights take those sweet day slots! I would estimate about 20% of my flights are during the day. When we have a day flight we joke about how nice it is to be flying during the day. My routes are a mix of short-, medium- and long-haul routes, and usually one or two-sector trips. When we report for a duty at night, we try to be as rested as possible. A report at midnight requires me to leave my home at 22:30. Knowing I will be working the whole night, I try to sleep beforehand, but it is really not that easy to try and fall asleep in the afternoon, when your body clock tells you it is fully awake.

We are allowed to sleep during flights. This might sound awesome, but it is important that the pilots are alert and fit for the approach and landing phase. When we fly with only 2 pilots, we are allowed to take controlled rest if we really feel the need to. One pilot then sleeps for a short while in the pilot seat, while the other pilot takes control of the flight and communication. And if we fly with more than 2 pilots we have time to rest in the bunk. We have 2 bunks on board: a small room with a small mattress, cushions and sheets, where the crew can sleep. On long-haul flights (over 10 hours) we get about 3 hours of rest. So far I managed to sleep from the moment I got in the bunk, till being called back to operate, and this is really helpful to be as rested as possible. ff782bc1db