Airline Training Orientation Program
In April, I couldn't
even spell 737. In May, I flew one. |
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Having been bitten by the flying bug years ago, and after spending a lot of time and money (thank God for the GI bill) getting my commercial certificate and single and multiengine ratings and instrument ratings, I'd thought about an airline career. But at this point in my life (34, established in my computer industry and making a good living, and being married and starting a family), I just couldn't make the numbers work out - it would require a drastic change in lifestyle for the chance for a career that wouldn't pay off for around 10 years, and that could be ended early by a recession, medical problem, or other cause.
So, like many others, I worked on increasing my piloting skills by checking out in newer, more complicated, and faster aircraft. But there's a limit to the available planes unless you're Richard L Collins or J Maclellan or another FLYING magazine writer, and the biggest airplanes I've flown have been a PC-12 and a Cessna 208 Caravan, for less than half an hour each (no takeoffs or landings either).
And then I learned about ATOP - the Airline Training Oriented Program. Operated with the cooperation of United Airlines, and using the facilities of their Denver Training Center, this program would give me systems and operational training in the B-737, and include actual, loggable time in a full motion flight simulator. And for less than four hundred dollars! Well, there was no question, I was going. I found the website, www.b737.com and sent off a message requesting a training date. The course is popular and classes fill up quickly, but I was able to schedule a class four months away that fit my schedule.
May 10th arrived quickly, and I headed off to Denver on Continental Airlines. As luck would have it, I rode 737's out, from IAD-HOU-DEN. Checking into the Doubletree Hotel by the old Stapleton airport, I could see the UAL training center across the busy Quebec Road. I took a quick walk over to determine where I'd go the next morning.
Day 1 - Friday, May 11th, 2001.
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I was awake EARLY in the morning with my body still on Eastern Time, so I spent the time reviewing one of the recommended books "The Turbine Pilot's Flight Manual", an excellent introduction to the systems common to jet aircraft. ATOP does not encourage the studying of 737 "POHs" beforehand, because each airline operates it's aircraft a little differently, and it's more efficient to start with a blank slate. By 7:15 I couldn't stand waiting any longer, so I headed over to the Flight Center Lobby. |
In the lobby I saw a few people looking around, and since they didn't have the United access badges either, I assumed they were fellow ATOP'ers. I walked up to a couple and introduced myself, and got a series of surprises. First was a gentleman who introduced himself as Hilton, who turned out to be Hilton Goldstein, with whom I'd corresponded on several rec.aviation newsgroups for the past 5 years. The next surprise was that three of the other folks were from my neck of the woods - Maryland and Virginia. As we started hangar flying and swapping lies, Wayne Phillips, the ATOP mastermind, walked in and invited the eight of us to sit down in a bunch of comfy chairs in the lobby.
Wayne started by giving us his background (pilot, CFII, DE, Check Airman, and author for Flight Training) and the history of the course. Wayne's a marketing guy for United, and he came up with the idea that putting together a short course to give students an idea of how the airlines train pilots and have some operational experience in a transport airline would a) allow United to get more revenue from it's simulators and b) be an effective public relations tool. United loved the idea, but because of some issues did not want to operate the program, so Wayne was given a free hand to start his own program and rent United simulators and other facilities. Wayne's been running classes since the early 90's and in general gives three of the two-day courses per month.
Next he explained the goals of the course; to give students the experience of "drinking from the firehose" - the normal method of training, to give them a good understanding of the various systems on the aircraft, without going into the minutiae, some experience functioning as part of a crew, and finally the actual operation of the aircraft, including takeoffs, approaches, landings, and some "abnormals". With a lot to cover in a little time, he explained that he'd take questions but would cut off discussion when it started to get too detailed - with so many engineers in the group we could have easily run out of time.
Then we went around the room introducing ourselves, giving a bit of our flying background and experience, and our reasons for coming to the course. Experience varied from a student pilot getting ready for his checkride to a former USAF fighter jock. Motivation came in three flavors - some just wanted to get the experience of flying a jet, some were (like me) interested in a flying career but not convinced yet, and one had job interviews already scheduled. It turned out that Hilton and I had similar experience, and we decided to pair up as a crew.
Finally, Wayne informed us of an option to get our High Altitude Endorsement <FAR 61.61(g)> by spending an extra 20-odd minutes in the simulator cruising at FL290, followed by an explosive decompression, emergency procedures on the pressurization system, and an emergency descent. The $125.00 "high dive" option would give us a logbook endorsement at a far lower cost than trying to rent a pressurized airplane. We divided into two groups of four, went over the rules of the facility (basically be quiet - other folks are working hard here) and then we went off for a quick tour of the main building, which comprised some classrooms, the learning center for video and computer based training, and some of the simulator's for United's newer airplanes, the 757, 767, 777, and 747, and the A320.
Once the tour was complete, it was back to the classroom, and the rest of the day was spent digging in on systems - Electrical, Hydraulic, Pneumatic, and Fuel. Once we knew what we had and how it worked (at least in broad terms), we were able to identify and operate all the controls on the 737-200 overhead panel. We covered the starting procedures and before taxi checklist, as well as working through some potential system failure modes and how to deal with them.
Wayne was an outstanding instructor, and it's a testimony to his prowess that we were all able to work our way through the systems diagrams. Our "problems" section reinforced our knowledge, as Wayne would give us a problem (your right generator CSD is overheating) and did NOT give us the procedure for handling it - instead we used our systems knowledge to figure out what to do (disconnect the CSD - check for residual voltage, take the generator off-line, we just lost everything on the Right Gen and Right Main Busses, essentials are now on the right transfer bus powered by the left generator, start the APU, bring the APU Generator onto the right Gen bus, all power restored). How well did I learn? It's two weeks later, and I'm writing this from memory. I just checked and it's correct - Nice Job Wayne!
Some key terms I learned:
PFM - Pure Freaking Magic. This term is used to explain the functions of systems that the pilot doesn't need to understand, and can't change in any way. The way the Transformer/Rectifiers and Inverters actually convert AC to DC and back again, how the packs cool air by heating it, or how the Constant Speed Drive keeps the generators running at a constant speed regardless of engine speed are good examples of PFM.
The Petroni Button - Another name for the Grd Call button that allows the crew to signal ground personnel. For those folks who've seen the classic movie "Airport", no further explanation is needed. If you haven't seen it, go rent it!
Four of us (Group A) decided to take the "high dive", so Wayne scheduled the sim for some extra time on Saturday afternoon.
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Later in the afternoon each group of four spent time working on Cockpit Procedures Trainers and then in the sim starting the engines. Even sitting still the Sim was impressive, and the noise of the engine motoring and then "lighting off" was completely realistic. The group taking the "high dive" also got a little time to become familiar with the quick-donning oxygen masks, we'd need them the next day. |
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Before dismissing us for the evening, Wayne gave us our homework - everyone to watch the walkaround video and a video on turbulence, and review any systems interesting to us on the CBT trainers. For the high-divers, we were required to work through the CBT modules on the pressurization systems as well.
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Day 2 - Saturday, June 12.
After spending a fair amount of time in the learning center the previous night (going over pressurization systems, and other topics), and a few hours of sleep, we assembled at 7:30 for day two. From 8:00-10:00 we went over the flight profile, which involved making a takeoff from SFO Runway 28, a climb to 3000 feet, a right turn to crosswind, a LEFT 270 to downwind (with a system failure during the turn), the downwind leg, a right turn to base (with the system failure hopefully dealt with at that point), then a right turn to 250 to intercept the localizer and an ILS approach to a touch and go. After the touch and go, some vectors would be given, then the sim would be repositioned for another ILS approach to a full stop. On the second approach, IMC and other hazards would apply. This profile takes about 30 minutes.Everyone got to sit in the sim for two hours, with a chance to fly as captain, FO, and then observe as another crew flew. I mentioned before that we were divided into two groups of four, and at 10:00 my group went into the Sim. My partner and I elected to watch the other pair fly the profile, then came our turn.
I'll try to describe what happens: The Captain is the Pilot Flying, and the FO is the Pilot Not Flying. The Captain's job is to fly the airplane, and the FO runs the lists, talks to ATC, handles the abnormals as they arrives, and deals with the crew in the back as needed.
I flew first as Captain. Once positioned on the
runway, my copilot and I reviewed the speeds.
V1 -5, 129 knots, the speed at which the Copilot calls V1 (at United they do it
5 knots early) and the Crew is committed to flight.
VR, 136 knots, the speed at which rotation begins.
V2, 140 knots, the safe flying speed for the first segment of the climb
V2 +15, 155 knots, the speed at 1000 AGL.
I brought the power levers to 12 o'clock, checked the engine gauges for "Travoltas" - where the hands don't agree - then tripped the brakes and pushed the throttles forward. I then called "Set Takeoff Thrust" and my FO put his hands on mine and fine tuned the throttles to the EPR (Engine Pressure Ratio) calculated for takeoff. Hilton called out "Takeoff Power Set" and then "Eighty Knots". At that point I checked that my airspeed agreed and called "Eighty Knots Cross Check". Acceleration continued, and it was real acceleration - I was pushed back in my seat, and at 120 knots the fire bell and Master Warning Lights came on. I felt like I took 5 seconds to decide to abort and pull the power back, but the sim says it was .75 seconds from the bell to the time the throttles hit idle and the brakes were applied. I stood on the brakes and raised the speedbrakes and stopped with plenty of runway remaining. This is MUCH different than having your instructor pull a throttle back on you - there's no warning at all.
With a little Sim magic we were repositioned for takeoff, and commenced the roll again. At the V1 call I removed my hands from the throttle (United's policy is to abort for cautions below 80 knots, abort for warnings below V1, and take the problem into the air at V1 and above) and waited. At Hilton's call of "Rotate", I pulled back on the yoke and rotated to 16 degrees of nose up pitch. Hilton called V2 as we left the ground, and once I saw a positive rate on the IVSI, I called "Positive Climb - Gear Up" and Hilton moved the lever and replied "Positive Climb, Gear Coming Up". At 1000 feet on the radar altimeter, the FO called "Passing Through 1000" and I replied "Roger, Passing Through 1000". Then I reduced the pitch to 10 degrees, and as we passed 176 knots, my FO called "Good for Flaps Up" and I replied "Set Flaps Up, Set Climb Thrust, After Takeoff Checklist".
Hilton raised the flaps, set the power to climb (it's calculated by an air data computer), and completed the after takeoff checklist (since we were staying in the pattern, the main item was to put the landing gear in the OFF position) and called "Flaps coming up, Climb power set, After takeoff checklist complete".
At 2500, he called out "500 to go" since we were cleared to 3000, and at 3000 I levelled off (5 degrees nose up is level flight) and called "Set 2300 pounds" which gave us 250 knots in level flight. Hilton set the throttles and then talked to departure.
Departure gave us the right turn, and as I banked (30 degrees) into the turn, I pulled up 3 degrees and called for an extra 300 pounds of thrust. The 737 flies like a Seneca, just a little heavier.
Then we got the left 270, and as we got established in the turn, the yellow master caution light went on. I kept flying the airplane, and told the FO to let me know what the problem was and run the abnormals checklist. I do not remember what the problem was, I was busy flying the airplane, but Hilton told me about it as he went through the checklist to fix it. By the time we had completed the turn, he'd resolved the problem.
On the downwind, we got a speed reduction to 160 knots, and I pulled the throttles to idle while maintaining altitude. At 220 knots, Hilton called out "Good for Flaps one" and I responded "Set Flaps one". Then as our speed continued to decrease, he called "Good for Flaps Five" and I replied "Set Flaps Five". As we got to 175 knots, I called "Set 2500 Pounds" and Hilton set the throttles and we slowed to 160 knots.
Hilton then completed the Approach Descent checklist, and gave me the Vref approach speed of 134 knots, which we set on our airspeed indicators.
We got our right turn to base, (did the 300 pounds thing) and then a turn to 250 and a clearance to intercept the localizer and shoot the approach.. When the localizer came alive the FO called "Localizer Alive" and I turned to intercept it, responding "Localizer Alive". When the Glideslope was 1.5 dots high, I called for the gear, and at 1 dot I called for flaps 15. At half a dot, I called for flaps 30 and the final descent checklist. Hilton set the flaps, armed the speedbrakes, checked the gear down, and made the cabin announcement. Then he called the tower for clearance.
Coming down the glideslope required a level attitude and just lightly touching the throttles kept the airspeed coming down and stabilizing at Vref. Hilton then made calls based on the radar altimeter at 1000, 500, 200, 100, 50 and then every 10 feet all the way down. At 200 feet I went visual, and at 30 feet I began to raise the nose (3 degrees is about right) for touchdown. I raised it a little high and we had a bounce and then a decent landing. As soon as we were down Hilton set the flaps to 15, retracted the speed brakes, and set the trim forward, and called "Good to Go". At that call I pushed the throttles forward, called for takeoff power (hilton fine tuned again) and at 140, Hilton called for rotation. Up we went, same drill as before, and then got vectors. Then Wayne froze the sim, set us up for the approach (we dumped the gear and got the flaps and power set) and unfroze us. Suddenly we got hard IMC and light to moderate turbulence, and Wayne told us to expect 200 feet and 1 mile. The airplane was easy to fly, and I turned on the flight director and it made it easy to stay on the ILS. At 300 feet we got a glimpse of the approach rabbit, and at 200 we had the approach lights and the runway edge lights. With the same calls all the way to touchdown, I did a better job of flaring and we had a nice firm touchdown with no bounce. I pulled the throttles to idle, activated the reversers, and then had Hilton fine tune the reverse thrust. At his call of 80 knots, I stowed the reversers, got on the brakes, and we made the turn off the runway.
I had a fair amount of sweat on my back built up as we switched seats. For Hilton's takeoff, he got an engine failure just before V1, but no fire. He aborted properly, and I helped him by getting the speedbrakes up. The next part of the profile was the same, and I'll tell you the FO is a busy guy. Between the checklists, the altitude calls, talking to ATC, and monitoring the flight I was saturated. On the big turn, we got the master caution light, and we'd lost one of our two electrically driven hydraulic pumps... no big deal, turn it off. uh oh, now we've lost the pressure in the B system. Turn off the remaining pump, and put the B rudder control system on "Standby" so that the rudder can be driven by the third system. We must have been to quick to do this, because then the A system driven by the engines died. Got the A rudder system coupled to the standby system, but now we're in a full manual reversion, operating the elevator and ailerons by cable connection alone.... it took both of us pushing to get the airplane straight and level and then declare an emergency... I'd hate to have to hand fly that beast for real. Once we declared, we were told "excellent job" and then our systems magically came back. After setting all the switches back to normal, Hilton did a great job with the approach, I cleaned up the airplane, and we went around again. Hilton did another great approach and it was our time to watch.
This ended at noon, and Wayne took the other team into the box for their rides. Since our team was going to get the high altitude endorsement later, we had lunch and then went to study that profile and the systems.
At 2:00 we all got back together and got our logbooks signed. We got to log 1 hour of B-737 Simulator time, 2 instrument approaches, and .7 hours of simulated instrument time. The group doing the "high dive" got to log 1.4 hours of sim time since we'd be back in the box in a little while
We then had a chat session on the airline hiring lookout, the interview process, and the experience required. To fly for the majors, they all want the ATP, a type rating, and a couple of years of part 121 operations. Average is 4500 hours with 2000+ in turbine aircraft. The real interesting change recently is that the regional airlines are all switching to jet equipment, and they'll be hiring like crazy for a while as the number of passengers grows. So for us older folks, a career with the regionals can offer a lot of perks - home most nights, decent salary as a captain (70+K), and seniority pretty quickly, as most folks want to move on to the majors.
At this point four folks left and the rest of us went over the profile for the high dive, watched a video on high altitude physiology, and headed for the sim.
Flying along at FL290, with the autopilot on in
heading and altitude hold, we're fat, dumb and happy. BAM!!! explosive
decompression! Quickly we grab the quick-donning masks, slip them on, and put
the oxygen on 100% emergency. The captain calls for the decompression
checklist, and the FO runs down the list:
Masks - On and Oxygen flowing
Call ATC and let them know we have an emergency and we'll be right back to them
Engine Bleeds On
Packs (Air conditioning units) ON
Pressurization system to Manual
Outflow Valve Closed
Passenger Oxygen - On (it's automatic but put it on anyway)
Call the Flight Attendants and make sure they're still with us.
If we can't repressurize (and in the sim, we can't), the captain calls for the
rapid descent checklist:
ATC clearance to descend (to 10000)
Throttles to Idle
Speedbrakes out
Pitch down for MMo (max speed, a barber pole on the airspeed indicator). This
is about 10 degrees down initially, then a pull up to -7 degrees as you reach
the "clacker" MMo speed.
Make an announcement and reassure the passengers.
Down we go at 6000+ feet per minute. Once at 10000 we can level off, turn off the O2, and assess the damage.
This scenario takes about 15 minutes, and again, we do it twice, once as captain, and once as first officer.
The result is an endorsement that says that I've been given the necessary training in a UAL B-737 sim at FL290 and I've been found competent to operate a pressurized airplane at altitudes above 25000 feet.
It was EASY to sleep on Saturday night
ATOP Photos - click on a picture for a larger view.
These photos are all 1280 x 960, taken with an Olympus digital camera. You can save them by right clicking on them and choosing to save the picture.
Download All files in a ZIP format (5 MB)
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| 757 Sim | Captain Tim in the 737 | The Cockpit Procedures Mockup | The UAL Training Center | Dan on the FBS |
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| The 737 -300 FBS | -300 FBS | Ian and Joel complete the ATOP profile | The first United simulator | A row of more modern simulators - A320, 757, and 747. |
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| A study cubicle in the training center - be ready to spend a LOT of time here | Team A | Team A | Team A | Team B |
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| The Beast | Hilton and Tim completing the "High Dive" | Tim and Hilton completing the ATOP Profile | Tim in the -300 FBS |
