It is common knowledge that pilots rely on the autopilot systems and other onboard technology available for the majority of a flight’s cruise phase. However, there is also a common misconception that the pilots have nothing to do once the automation systems are engaged.

This is completely false. Although the pilot is not actively flying the aircraft for the entire duration, they still have to carry out a wide range of duties. In this article, we will examine some of the key duties the pilots perform during the cruise phase of a flight, and explain why this is important.

What Is The Function Of The Autopilot?

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Before diving into the duties of the pilots, it is worth considering the functions of the autopilot system to better understand its limitations and, subsequently, why pilots are required. Autopilot is essentially a tool which the flight crew can use to relieve the task of manually flying the aircraft for an extended period, which would then leave the crew time for other duties the automation cannot perform.

The autopilot system is essentially following the functions and data that are input by the pilots, before or during a flight. However, it does not have the capability to respond to any changes or deviations from the programmed data that might be required without pilot intervention. This can include unexpected traffic avoidance maneuvers or circumnavigating weather activities.

Additionally, the autopilot system and the aircraft computers are limited to receiving data from the aircraft sensors, but they cannot actively follow instructions communicated by air traffic controllers or other external parties. Therefore, any form of communication requires pilots to understand instructions and respond as required. Furthermore, as with any computer or automation device, system failure (albeit rare) is still a possibility, and manual crew control is the best solution in such situations.

Actively Scanning Inside & Outside

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One of the first things instilled into a pilot’s mind, right from their very first flight on a general aviation aircraft, is the concept of scanning. Scanning essentially means the pilot is required to vigilantly monitor their flight deck instruments, but also keep an eye out beyond the flight deck and rely on visual confirmations. This is something pilots have to do throughout the flight, irrespective of the operations of the autopilot systems.

Firstly, this helps the flight crew ensure all systems of the aircraft are functioning as intended, and the autopilot is navigating the aircraft as per the data input. This would subsequently allow crew members to notice any errors or failures immediately and take necessary actions or initiate the correct procedures. Moreover, by constantly scanning flight deck instruments, the pilots can also identify if there are any discrepancies between the data available to the two pilots (rare, but not unheard of).

Meanwhile, external scanning is so much more than just cloud-watching. In many cases, it helps pilots reconfirm data presented by instruments, if everything is accurate. Alternatively, it acts as an indication that there is an error or issue with the autopilot system or a discrepancy in data. On the other hand, in situations such as night flights or low-visibility operations, the instrument data can provide assurance to the pilots of what they can see outside the aircraft, thereby preventing crew disorientation.

Taking Important Decisions & Actions

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As stated above, sometimes there can be unexpected situations which require active intervention from the flight crew. This can range from having to take manual control and perform evasive maneuvers in the case of a TCAS Resolution Advisory, or deviating from the pre-configured flight path. This could be done for reasons such as unexpected loss of separation, developing adverse weather within the original flight path, or turbulence reported by other pilots.

In such cases, however, prior communication is generally required to be done. The decision-making process and the calculated reaction are not something that can be programmed into an autopilot system and necessitate the need for the crew to remain vigilant and alert within the flight deck. Apart from reacting to a TCAS alert, this is also applicable to scenarios wherein there is an onboard emergency, such as engine failure or cabin depressurization.

The crew must be able to rely on the data available to them on their flight instruments, but also on their training to identify relevant procedures and follow the checklist. This can only be performed promptly if the flight crew are alert and have situational awareness from their constant scanning of the instruments and the external view from the aircraft.

Moreover, the flight crew also have the task of making constant reports and communication callouts at various waypoints. By noting data such as fuel consumption, the crew will be able to determine if the aircraft is performing in an anticipated manner, or if any changes are required to be made in the future legs of the journey. Similarly, depending on the clearance received, the crew will also have to initiate communication at various waypoints to the relevant stations throughout the journey.

Even In Flight, There Is Paperwork To Be Done

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While in today’s world, the paperwork might be digital, it is still paperwork nonetheless. As stated above, the crew has to keep an eye on data such as fuel consumption between waypoints, and various other information, to determine the performance of the aircraft. However, some of this information must also be logged on paper or via electronic systems.

This can come in the form of reports as to why a particular portion of the flight had to be operated using a deviated path, or any system anomalies that the pilots note in flight. This information can be useful for the airline’s operations team to evaluate if any changes are required to be implemented in a particular flight’s regular operations. In the case of an incident, they can determine with further detail as to what caused the incident and what can be learned from it.

This paperwork is also helpful for the crew members to review a flight after the journey, during the post-flight debrief sessions. These are particularly helpful for pilots undergoing training, as they are then able to view and discuss aspects of a flight, without the work pressure of being on the flight deck and carrying out various duties.

Continuously Planning & Preparing

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In cases where the pilots know there are ongoing disruptions due to issues with airspace or other geopolitical events, the crew obviously prepare themselves during the pre-flight briefings, with the latest relevant information and potential procedures that might be required. However, due to the ongoing nature of the situation, the pilots will also have to constantly stay prepared to react to any changes that might occur, which could affect flight safety.

The pilots have access to a constant stream of important information, which they receive from their airline in such cases. This is also why there are various cases reported wherein the flight crew decides to divert to an alternate airport, or sometimes even return to the point of origin. These decisions are usually influenced by several factors, prompting instant reactions from the crew.

With that being said, the crew can only react promptly if they have prepared and have planned for any potential eventualities. Therefore, during such flights, the crew members are constantly running through various contingency plans or preparing for various diversion strategies. Due to the dynamic nature of airline operations, the more prepared the flight crew is, the more likely the ensuing decision-making process of the pilots will lead to a safe flight.

Pilots Get Some Rest Too

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It is common for pilots to take a rest during the flight. As stated above, the pilots are constantly working, and on longer flights or night-time journeys, it is only natural that the flight crew would find themselves a bit exhausted. Depending on the situation, sometimes pilots stay in their seats within the flight deck and take a power nap, which is a period of nap that only lasts 15 to 20 minutes. This essentially allows the pilots to get some rest, but it is not long enough for the pilots to enter deep sleep.

This not only allows pilots to resume their duty as soon as they wake up from the power nap, without feeling groggy or disoriented, but the small duration of sleep also helps the pilot feel more energetic and refreshed. With that being said, on longer flights, the pilots do get proper sleep in hidden crew bunks. However, on such long flights, there will be two sets of flight crew, who will take turns to be on the flight deck while the other pair of pilots sleep.

Usually, the pilots are referred to as Crew A and Crew B. All four pilots are usually present on the flight deck during takeoff, landing, and during any emergency situation that might arise. Crew A are usually in charge of takeoff, landing, and the first shift in the flight deck, while Crew B initially rests for the first portion of the journey and swaps places during the second portion of the flight, when Crew A takes their rest.

The Crew A and B designations also swap after the first leg of the journey. This means Crew A on the outbound leg of a flight will be designated Crew B during the return leg of the journey, and vice versa. This ensures all pilots are well rested and operating flights within their mandated duty limits, thereby conforming to the operational regulations set.