Around the Pattern

Ramblings about flying for fun and profit.

Tag: Airline Training (Page 2 of 2)

Flight Training – Part III

Sorry about the delay in getting back to you. Time got away from me when I came home on a Thanksgiving break. It’s amazing all the things that can pile up when you leave for five weeks. A-330 simulator cockpit

Let’s see, when I left off last I was in the Full Flight (Simulator) phase of training and had completed the first two sessions.  I had two more practice sessions and then the ‘Maneuver Validation.’   These simulator periods aren’t really ‘practice.’  Each session introduces some maneuver that you have not accomplished in a previous period.  In addition to the obvious precision (ILS) and non-precision approaches (LOC, LOC B/C, VOR, RNAV), crosswind landings and go-arounds/rejected landings we also practice windshear recoveries, EGPWS escape maneuvers and TCAS resolution advisories.  The sessions are extremely full each day. The Maneuver Validation consisted of at least one of everything I have listed above (only one type of non-precision approach). It went well and I headed home for the turkey feast.

I returned to training the following Monday and had simulator sessions Tuesday-Friday and had the check ride scheduled for early Saturday morning. Up until this point my simulator sessions had been flown from the right seat, my bid position for the airline. Now I was shifting over to the left seat for the remainder of the training.  Since I would be awarded a full type rating at the end of the course, the check ride was to be conducted with me operating as a captain. It is an additional hassle for the co-pilots going through training, but a full type rating rather than one with left seat privileges only at cruise when flying for this carrier is worth the extra effort required.

The simulator training now shifted to operational flights rather than ‘pattern rides’ practicing approaches and maneuvers. If my memory serves me, the first  session was  a flight across the Atlantic using the NAT Tracks with their requisite clearance requirements through Gander and Shannon. It also covered contingency operations should something happen that required a deviation off the tracks and to an alternate airport. Subsequent sessions had flights across the Pacific with a diversion to a Russian alternate airport and a flight within Asia with a landing in Beijing. Those completed, I was finally down to the last simulator session.

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Flight Training – Part II

Another week has passed in the company’s effort to make an A-330 pilot out of me. I have now completed the Procedures Phase of training and have entered the Full Flight Phase. A-330 simulator cockpit There were some changes to my class this week too. I was scheduled to complete this course in a class with two other pilots, a captain and another first officer. I was paired with the captain and the other FO was going to go through as a single. By the middle of last week, however, the other two pilots were back in their homes trying to recover from whatever flu-like viruses they had contracted. I talked to our training scheduler last Friday and both will be returning to training on Monday(tomorrow). They left training at different times and will complete the Procedures Phase individually but will pair up and complete the Full Flight Phase as a crew of two.

Full Flight is the term that is used for the simulator phase of training. It is broken down into two parts. The first part is covered in four simulator sessions. Our progress is evaluated during the fifth session, referred to as the Maneuvers Validation or MV. As a First Officer I take this first portion of the training in right seat. Since I am now a crew of one  a ‘seat support’ pilot occupies the other seat and performs the duties of the captain.  The individual providing seat support is either an A-330-qualified pilot or a simulator instructor with a free training period. I have completed two simulator sessions and I have had one of each type of support pilot.

It is taking some time to get used to the  combination of the side stick controller and the control laws of the computers that are translating my stick movements into aircraft control surface movements. This is definitely not a big Boeing.  The first simulator session is intended to get you used to the airplane and how it feels to hand-fly it. Most of the flying was done without the aid of the autopilot and with and without the use of the flight directors.  I also had a chance to control the airplane with all 5 of the flight control computers failed. Yes, it’s a computer-controlled airplane, but even without the computers operating it is possible to control the aircraft.  The backup control is intended to be used to keep you right side up long enough to convince at least of one the flight control computers to start working again.  Apparently one of the simulator maintenance technicians has practiced flying with these backup systems to the point that he can fly a complete precision approach without any of the flight control computers operating. I can see how it would be possible, but I’d rather not be put in the position of having no other option.

My second simulator session consisted of non-precision approach practice (VOR, LOC and RNAV), crosswind takeoffs and landings (90 degrees off heading at 20 knots) and a couple of precision approaches with degraded flight control computers. At the end of the session I got to practice a few engine failures just after v1 speed. Yes, fun times were had by all.

I have two more training sessions on Monday and Tuesday and the MV on Wednesday morning. Then I get a break for our Thanksgiving  holiday and will go home for four days. I’m REALLY looking forward to that.

I’ll try to publish a Part III between helpings of Turkey and dressing.

Have a great one!

Learning by Watching

Have you ever noticed how much easier it is to see mistakes when somebody else is making them? The last two legs I have flown on this trip have been with a captain who is an OE instructor. One flight was at the conclusion of a pilot’s training and the next, with a different student,  was the pilot’s first flight in the actual airplane. I was relegated to sitting in the cockpit jumpseat watching both pilots working on their flight routines.

The Training Program

Classroom ground training is designed to teach the aircraft systems. Student pilot and instructor.The training then concentrates on the operational checklists and their responses and then gets you up to speed on the flow patterns associated with the checklists. Airline operations treat the checklists as check-lists rather than do-lists. We work our way around the cockpit accomplishing items in a structured flow from one side of our work area to the other. When both pilots have finished their flow patterns, the captain calls for the appropriate checklist. The copilot reads the items on the list and the person responsible for the item then looks at the switch or gauge and responds with the actual position or quantity. Sometimes, in the case of items such as the oxygen masks which are duplicated on each side of the cockpit , both pilots are required to respond. So, in effect, each item is covered twice. Once during the flow pattern and again when it is visually and aurally checked and confirmed to be in the proper position. Once the checklists and flow patterns can be accomplished smoothly, the simulator training begins. This phase concentrates on the procedures required for normal and abnormal operations during flight. Usually you are given one simulator session to get used to flying with everything working, but after that it is rare that you take off without losing at least one engine or aircraft system of some sort. At the end of the simulator phase the pilot receives a couple of different evaluations which, if successfully accomplished, culminate in the awarding of a type certificate in the aircraft. Then the training moves to the operational environment. An OE instructor is assigned to the pilot and training is conducted on regularly scheduled passenger flights. On the last flight of OE training the pilot is administered a Line Check and, ideally, is released to the line to begin flying with regularly scheduled flight crews.

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