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to Southwest, I completed a 737 type course in just such a jet. Having come from GA and a single-seat fighter, training in an airliner with two pilots and antique, manual systems was strange, and quite a challenge. I had to borrow money for the type-class but it was money well spent, because it eased my transition into the Part-121 jets at my carrier. Two years later, when I went through initial training on the MD-80, there was a Captain in the class transitioning from the left seat of the 727. I remember that he was struggling during the systems class and in the simulator. He had been at the airline for about 25 years, likely all of it on the 727. Having begun his career as a Flight Engineer then moving to FO and Captain, he was a master of the three-hole Jurassic Jet. Since I trained on the 727 panel as a new hire myself, I was surprised at his difficulty with the MD-80. I had found the 727 to be much more complex and difficult to learn than the 737 and MD-80. But, be silent and bow low in respect, oh ye arrogant fighter pilot–ye are but a squire. It took years, but this new-hire airline pilot would learn that not all was as it appeared.
It’s only now, as I become an antique pilot myself after finishing 25 years on the MD-80, that I am able to empathize and fully understand the Noble Knight of the 727’s dilemma. The comfort level you acquire in an airplane after 20,000 hours is significant. It’s wonderful to recognize the quirks, idiosyncrasies and even the moods of your machine, and to feel like you’re always ahead of the airplane. The trust that passengers intuitively feel when they see a grey-haired captain is well placed. But I’ve also come to realize that a grey-haired, 60-year old body and brain are very different than that of a 30-year old. It’s similar to when you were young, you could play baseball, tennis or golf all day and remain alert, engaged and active during the evening. You could also remember things without writing them down
and the reason you walked all the way to the other end of the house to get...... something? At some point after 55, those physical and mental gifts begin to deteriorate. Stamina, vision and memory degrade. Body parts begin to creak, groan and fail. Eventually, the degradation becomes significant and you must adapt your behavior in order to continue at the same level of competence and safety. If you are fortunate, increased effort, study and fortitude will be enough to compensate. But in a profession where you need both mental and physical dexterity, age, like fate, is the hunter.
One of many great MD-80 FO’s I’ve flown with, Greg, is already 60 and had to leave the MD-80 as well. He chose a transition to the Baby Bus–the Airbus 319. I’ve been picking his brain to see how he handled the training; making light of our age in an attempt to clue him in on my concern. He showed me a stack of study material he got from the company to help with the transition. Another writer/associate retired after a lifetime as a surgeon to become a professional Citation pilot. Training in a completely new and complex aircraft, especially when at retirement age, is not for the faint of heart – or absent- minded. Perhaps the secret is simply to coax enough brain cells out of hibernation and into action. But many pilots don’t suffer, or enjoy, my affliction. Anthropomorphism is both a blessing and a curse. What is the airplane thinking, what does it want and what is it trying to tell me? It has been a successful method of interacting with the Mad Dog. At first, my knowledge level in the 737 will be low and its anthropomorphic language difficult to understand. It will be my task to transition from squire to knight as quickly and smoothly as possible. With pun intended, I anticipate it will be difficult to teach this Mad Dog captain new tricks. I will soon feel the pain and frustration of that 727 captain trying to learn the MD-80
some 26 years ago. Hopefully, my love of airplanes and flying will wake some brain cells that still have memory space remaining.
End of the Trail
Except for a couple of years, my entire airline career has been spent on the Mad Dog. I’m often dismayed how some pilots buy and sell airplanes and change equipment without feeling a profound emotional loss. I tell its detractors that the Super-80 is one of the last real airliners. One that not only makes smoke and noise, but one that needs a pilot as badly as the pilot needs it. It’s a symbiotic relationship and I surely have needed that airplane. All along, you have been my smoky, noisy, reliable and steadfast partner. As we reach the trail’s end, I’m grateful we•rode it together. Leaving you isn’t my idea and I will miss you profoundly. T&T
Kevin Dingman has been flying for over 40 years. He’s an ATP typed in the B737 and DC9 with 21,000 hours. A retired Air Force Major, he flew the F-16 then performed as a USAF Civil Air Patrol Liaison Offi- cer. He flies volunteer missions for the Christian organization Wings of Mercy, is employed by a major airline, and owns and operates a Beechcraft Duke. Contact Kevin at Dinger10d@gmail.com
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