More acronyms for you! I am one simulator session away from finishing the BA JOC/MCC course at CTC - this is known as the AQC by CTC under normal circumstances but for the first time since we started, we have been given a slightly more BA focus to our training. This is derived mostly from the use of British Airways SOPs. In simple terms, this is a set of guidelines that governs the order and management of a standard flight together with a framework for handling any 'non-normal' procedures so that two pilots who only meet an hour or so before the flight can immediately work together as an effective team on the flight deck. BA's SOPs are quite different from other airlines in a number of ways but are tried and tested. Having seen them in action by the professionals on my familiarisation flight in January last year I can vouch for how effective they are.
We have conducted the training in the fixed base Boeing 737-700 at CTC. Strictly speaking this is a FNPT II rather than a flight simulator as it has no hydraulic struts to simulate the motion of the aircraft - that all comes next in the type rating! Nonetheless the flight deck is very realistic and the flight characteristics of the aircraft are pretty accurately represented - certainly well enough for our novice-level introduction.
Approach to LGW
(actually from a trial sim during ATPL ground school but it's one of the few shots I have)
Reprogramming the FMC after a go-around
The learning curve has, as ever, been very steep. Each time we start a new part of the training, the lead instructor tells us how much we will have to raise our game. They are always correct! We began with a week of ground school covering the SOPs and NOTECHs (non-technical skills). This also includes a fair amount of CRM (told you there were lots of acronyms to come!) to take us from the single-pilot orientated training that we have had so far into an environment where we share responsibilities appropriately and assume the correct roles for the phase of the flight. This is where it gets complicated! The traditional roles of Captain and First Officer are not particularly relevant to the operation in BA. It is true that the Captain signs off the paperwork to say that the flight is legal to go and retains the ultimate authority on the aircraft. However, the lead role is normally designated as P1 and the supportive role as P2. These can fall to either pilot and are usually alternated with each part of the journey (eg. one way to the destination and swapped on the way back). However, within this BA also adopt a process known as the 'monitored approach'. For the majority of the flight the P1 is also the PF and is therefore tasked with monitoring the flight instruments throughout the course of the flight. The P2 is therefore PM and carries out the supportive tasks such as communicating over the radio, filling in the fuel log, reading checklists and actioning procedures. However the monitored approach means that the P1 becomes PM from the top of descent and the P2 takes over as PF, only handing back control of the aircraft to the P1 at the decision height (typically 200 feet above the ground for us) or when suitable visual reference to the runway has been acquired. Got that? Don't worry - I didn't for a while and even today after nearly a month of it, started responding to a radio call when I was supposed to be in charge of the flying bit!
For learning the SOPs at CTC
For learning the SOPs at home
So after all that - what actually happens in the sims? They cover two principal areas: we generally start with a LOS which simulates all or part of a route from one airport to another. Initially these are straightforward as we get used to the aircraft but as we progress through the course, problems are introduced either as technical problems with the aircraft (e.g. engine failure) or perhaps a problem in the cabin (today we had a very ill passenger). We can then use the TDODAR model to assess the best way to handle the problem and come up with a safe and effective solution. It's crucial of course that this is handled as a team so the majority of the training is in how to do all that successfully while flying the aircraft and all the other associated tasks. The second part of each sim is usually manoeuvres training where we will refine techniques that have been encountered in the LOS such as ILS approaches, single-engine take-offs and circling manoeuvres.
People seem to think that modern aircraft fly on the autopilot and that the pilots don't have to do anything. I cannot stress how far from the truth this is. Yes it's true that the autopilot is usually engaged around 400 feet above the ground and can be left in all the way to landing. However, it's just a (highly sophisticated) computer and a computer is only as good as the data that's been fed into it by a human. So it must be monitored very, very closely at all times to be sure that while you're whizzing along not far off the speed of sound and often near all sorts of hazards (mountains, horrible weather, busy airspace etc), it is taking the aircraft exactly where it's supposed to be at the correct speed and altitude. The workload is considerable even when all is going well - throw in a problem and at our level of inexperience, it gets very tough, very quickly!
That said, I think this has been the most enjoyable part of the whole training. It's the first course that hasn't had some horrendous exam at the end so doesn't have quite the same pressure hanging around in the background. We have been accommodated at CTC's very comfortable Dibden Manor and given full board for once! I have put on a couple of stone I think so the next few weeks before type rating will be all about shifting that. Next update - Type Rating in the full motion A320!
Dibden Manor looking lovely this weekend
Oh yes and am now officially a qualified pilot (on a DA42!) - CPL(ME)/IR
