Annual Training (again...)

May is my annual training month, so after a short, two day domestic trip, I set out for MSP for what we call CQ. Originally labeled SVT, for Single Visit Training, Continuing Qualification is the standard today.  Most of us disdain this event for a variety of reasons; lose of days off is one and as much as training has tried to downplay this, it is a jeopardy event. No one wants to fail an oral, written or sim check and fall outside the footprint to explore the alternatives. Fear is a powerful motivator and forces even the most bellicose to crack a manual. I'm leaving DTW here in the jumpseat of a 757 as another has recently arrived at gate 75. We're issued positive space passes to/from training, but I knew the crew well and elected to join them for the short flight to MSP. CQ is a four day event including two classroom and two simulator sessions. I didn't bring my camera to the classroom periods, but suffice it to say that Erin, our groundschool instructor did an outstanding job. Personable and well versed on 757 systems, her presentations were professional and reflected hours of preparation and her love of aviation. It isn't easy standing before a classroom of seasoned pilots and making a dry subject interesting. But she succeeded and I walked away with new knowledge today which makes it a success in my mind.

So we'll start here on day 4, arriving at "0h dark 30" at what we used to call NATCO. Today it's simply called Building N and it's 0530 for an 0600 sim check. To save getting up at 0400, we completed our oral exam, simulator briefing and paperwork yesterday. Where's the coffee machine?

Once inside we find our way to the 757 briefing rooms and simulator corridor. Regardless of how much you've studied, or how good you think you are, trepidation seeps in as you enter this hallway. Last year I referred to this scene as the "Green Mile" due to its hue, length and look of finality. A heavy metal door slams shut behind you as you enter, echoing the length of this aisle. You're on your own now, how well did you prepare for what's about to unfold? Who will our instructor/inquisitor be? Will he have a sense of humor? I greatly dislike the dour, all business types, who immediately mention that we can repeat two separate events or one event twice if they fail to meet standards. Right off the bat we're thinking failure! But that's not the case today, I've lucked out.

With all preparations complete my sim partner, Ernie, a DTW FO, waits for me at the simulator. Before joining us here at NWA, he retired from the Navy as a Commander (05) with P3 experience. This is SIM 2, a Link Trainer. From here it doesn't look much like an airplane, particularly as one as beautiful as a 757, but in a moment you'll recognize it. If you're unfamiliar with these hydraulically mounted devices, once strapped in, they look, act, sound and smell exactly like an airplane. They're phenomenal training aids.

Don, our instructor, has joined Ernie on the simulator bridge, as we wax nostalgic about the Northwest logo. If all goes as planned, eighty-two years of airline history is about to pass into the archives. Ten years from now few will remember the name Northwest Airlines; I just hope that that's not the case with the name Delta Airlines. I'm unsure. I've known Don for many years, first meeting him when we instructed in the DC-9 program. He's a former North Central and Republic Airlines pilot who's about to endure his third airline merger. He's also active in our new B-787 program; an airplane that we hope will be joining the fleet by late 09. I wonder if that airplane will ever see a Northwest livery? 

Here's a shot that peers inside into the belly of the beast, beginning to give you the feel of an airplane. When Don selects the motion ON, that railed bridge separates from the simulator allowing free movement. In a few moments after loading the flight plan, running many checklists, preparing the cockpit and briefing all who need to be, we'll be under way to Frankfurt, Germany. As you may suspect, though, we'll never make it there. In fact, we'll never see our oceanic entry point off Labrador, near 50N51W over a dark and foreboding North Atlantic. Our exercise this morning begins with a failed "start valve" that requires maintenance and a COM procedure. When complete, Ernie and I will find our way out to runway 4R via U9 to spot 3 then Uniform and Kilo using a SMGCS (Surface Movement Guidance and Control System) chart and low vis taxi procedures. The RVR (Runway Visual Range) will be a generous 1200 feet as we start out, but nearing the runway and for takeoff, it will drop to 500, 500 and 500. The centerline lights appear operational, our release lists Cleveland as a departure alternate... let's go. But I'm getting ahead of myself here. 

Ernie settles into the right seat and Don into his instructors position near his CRT's. I remember instructing in the DC-9 and 727... an instructor misses NOTHING from this vantage point. In a moment I'll slide "gracefully" into the left seat, do a "comforts & quantity" check, a preflight check and load an oceanic clearance. You may wonder what a comfort & quantity check is. When we first arrive in the cockpit we check for essential items that hopefully are already loaded, like fuel, oil, hydraulic fluid and oxygen. If they're not, we advise someone so as to avoid delays. Really, we're interested in delays. Or should I say, avoiding them. Then we check the comfort of the cabin and if necessary, condition the air. If external air is available, we'll use that to save fuel, but if not, we'll start the APU, select the packs on and introduce heated or cooled air.

Don's "command post," or CRT's, are the latest touch screen variety. This technology saves time and allows him to pay more attention to to those in the front seats. Swell! As a front seat participant though, I'd prefer the old key board unit, listening to the instructor hunt and peck for the "electric" or "hydraulic" page. "Where is that V1 engine failure button anyway?" As well as monitor and grade our performance, he'll wear many hats during this four hour flight session. Whenever I query maintenance, ATC, dispatch, a flight attendant, ramp control or catering, Don will answer the call.   

We've successfully departed DTW and managed to climb to and level off at FL350. Remember, this is an augmented, oceanic flight, and we've magically reached my break time. So I'm out of my seat and heading to my Business Class seat to rest up. I wish! In reality, I'll now occupy the First Officers seat as the third pilot, while Ernie slides into mine to act as the "cruise captain." We've briefed the new pilot, signed the flight release and Ernie is in command. You may be confused by the augmented pilot, let me explain. On flights that exceed eight hours, a third pilot is required. But this is a two pilot aircraft you're thinking. Yes it is, so shortly after takeoff, the augment pilot departs the jumpseat for a comfortable seat in Business Class. A few hours later, he or she will spell the captain or first officer until everyone has had a break. If you follow my blog, you've seen photos and examples of this on Amsterdam and Dusseldorf flights.

There's much to be done. Here, Ernie is figuring our oceanic entry time over DENDU, to determine when to query Gander on ACARS for our clearance. He'll then do a "nav accuracy" check near BUF, followed by an RVSM altimeter check. He's the captain as well as the "pilot flying" so can accomplish these items or direct me to do so. Are you familiar with RVSM? This means "Reduced Vertical Separation Minima." It originated in 1997 with Atlantic flying and the need to squeeze more traffic into this airspace. By 2005, the entire western hemisphere was RVSM. Rather than 2,000 feet of vertical separation, we now have 1,000 feet between flight levels 290 and 410. (29,000 feet and 41,000 feet.) Barometric pressure altimeters, or "sensitive" altimeters, are only so accurate but coupled with Air Data Computers are far superior and allow narrower parameters. Anyway, this check compares the captains, first officers and standby altimeter to specific values.  

I'm still over in the right seat and I've taken my release form with me; Ernie has his own. I've made some notes, let's go over them. First is the flight number, 96. P 215 is our PTOG or proposed takeoff gross weight of 215,000 pounds. Next is M 3792 which is our nautical distance to be flown. -4 +5 are computer settings that I use when loading the preference page of the flight plan. Dendu 1536 is the time that I anticipate arriving at our oceanic entry point and Send OCR is the earliest that I can send my clearance request to Gander. BUF 116.4 is the info that I'll need to perform a nav accuracy check and Send Verif reminds me that I need to send dispatch an ACARS message before entering the track. Writing this info into the margin while flight planning, saves me from having to pull paper out and searching for it in the airplane later. I do this for every flight, but today, this is a checkride after all, I've added a couple of additional items.

While cruising along at 35,000 feet, here's the first of Ernie's problems, a center right fuel pump failure. He directed me to pull out the COM (cockpit operating manual) and address the problem. We do this together of course, but it's simply a matter of deselecting the dead pump, opening the crossfeed valve and continue to supply both engines from the center tank with the remaining center tank pump. Press on. A little later though we experienced a center left fuel pump failure. More procedures to follow, but now it's serious. We carry the majority of our fuel in the center tank and with no electric pumps it becomes inaccessible. With only wing tank fuel now, Frankfurt is beyond our reach; time to call dispatch. We've decided to divert to BOS where we can accommodate our passengers aboard a KLM flight that leaves later tonight. First to the Route page where we change our destination airport and back to the Legs page and go direct to the Gardiner VOR for the GDM2 Arrival into BOS. 

I have to make an observation here, it will take only a second. For all those who delight in calling me a dinosaur, because I still call a cockpit a cockpit and not a flight deck, note the name of the book that we use to solve problems in this little room... it's a COM, not FDOM! Anyway, moving right along...

We've switched seats yet again and I'm back into familiar territory. You can see that we're down to 3,400 feet and descending being vectored for a CAT III approach to runway 4R. We'll cross NABBO at 3,000 feet, but MILTY is our final approach fix. Over MILTY it's gear down, flaps 30, landing check as runway 4R looms ahead in fog, mist and light rain. This is an auto landing so everything needs to be working normally and each autopilot must be powered by a different power source. And they were, until we reached 500' AGL when we saw a NO LAND 3 flag. Damn, just when we thought we were home free it's go around thrust, flaps 20, positive rate, gear up, engage LNAV and fly the missed approach procedure. In the hold we receive new ATIS, the weather has improved to CAT II minimums and we successfully land in BOS. Now here's the mark of a good instructor. It was another low vis taxi in, but as soon as we found the gate, shut down and completed the after landing check, Don stepped forward and said, "nice job fella's, let's get out of here." Some instructors wait and say nothing until back in the debrief room, leaving the students hanging. You may think that you did a nice job... but did he recognize it? This is a poor practice used by weak instructors and I've seen it done.

We're out of the sim a few minutes early and our debrief room is occupied with the next group of trainees. Don, whom I'd mentioned earlier, is involved with 787 training took us into the secret room. Here's proof positive that we intend on flying 787's shortly.

This is the first of the 787 training aides to arrive. We call it a "paper trainer" and it allows students to sit in a mock up and learn where elements are located. It sounds simple, but knowing where to find switches before getting into the simulator saves time and frustration.

Finally, back in the debrief room, Don discusses a few items with us as Ernie and I relax and are happy to be certified for another year. Don was an excellent instructor, Ernie was a great partner, Erin taught me a few new items and the schedulers pulled it all together for me. As much as we complain about training, it's important to remember that many people expend great effort to make this meaningful. My view of CQ is always different walking out the door, than it was when I entered that door four days earlier. Funny isn't it? I hope that this gives you some insight to the behind the scenes aspect of this job. Thanks again and I hope to see you all on line. Happy Memorial Day.

When our sim check was complete, we had a few minutes remaining. I asked Don to jump into my seat and fly a visual approach to runway 4R at BOS, so you could see just how realistic these machines are. Have fun.

If you'd like to see more classic airplanes, click here to see my latest J-3 Cub adventure.