A quick thank-you to everyone at jetcareers.com who have discovered my blog and sent along many kind remarks.
And another thank-you to APO Armed Forces, Europe, Middle east and Canada, I appreciate your stopping by and hope that you're safe.
Thanks again, Rand (former 05B20)
OK, time to resume my 747 adventure. Sorry for the delay, but after finishing a ten day Asian trip and a ten day Tel Aviv trip I needed a little recovery time to square myself away. Four Pacific crossings with inter port flying in between, followed by two North Atlantic crossings beyond Europe is fatiguing. Also, Delta is moving much A-330 and A-320 flying from some bases to others, mostly to ATL, thus opening up a new system bid and a reshuffling of the deck. After just a month on the airplane I narrowly avoided getting bumped from the 747 in this large shift of assets.
As much as this would have displeased me after a long training program... that's the way that it goes! You have to be flexible, it's all about seniority.
This is Part 2 of my 747 training that includes ground school and Procedural Training.
On 28 March I showed up at the Delta MSP training center, formally NATCO, to start my 747 training program. I'm still acclimating to the new signage. My classmates and I would be here for approximately one month for ground school, SIT training and simulator training. The training department shipped my manuals a month earlier to my home in New Hampshire allowing me the opportunity to familiarize myself with the airplane. The more you know before arriving the better so I utilized layovers in Narita to learn aircraft systems, limitations and checklists. It was time well spent.
Our accommodations at the downtown St. Paul Holiday Inn along the Mississippi River are excellent. My room is spacious, clean and quiet and the hotel personnel are very accommodating. In fact when I checked out I complimented the manager on his staff.
The hotel makes every effort to sequester flight crews, separating us from the general population thus avoiding crying babies and tourists next door. There are many good restaurants nearby, a small grocery store and ample walking routes for exercise. I learned years ago to get out and walk everyday after school to clear my mind and move my body. Good rest and reasonable exercise are key for me to complete a program.
Before leaving home for training I called the Holiday Inn and requested a corner room with a river view as instructed by my friend and 747 FO Dave Larsen. They graciously accommodated me and here's my view. But the problem was I'd constantly push my books aside to look out the window at river traffic that I found interesting. To make matters worse... downtown St Paul Airport is in the background! Airplanes and boats, how can I be expected to study?
The hotel makes every effort to sequester flight crews, separating us from the general population thus avoiding crying babies and tourists next door. There are many good restaurants nearby, a small grocery store and ample walking routes for exercise. I learned years ago to get out and walk everyday after school to clear my mind and move my body. Good rest and reasonable exercise are key for me to complete a program.
Before leaving home for training I called the Holiday Inn and requested a corner room with a river view as instructed by my friend and 747 FO Dave Larsen. They graciously accommodated me and here's my view. But the problem was I'd constantly push my books aside to look out the window at river traffic that I found interesting. To make matters worse... downtown St Paul Airport is in the background! Airplanes and boats, how can I be expected to study?
Now out of my room and past the sign, here's the training center. I've spent much time here over the last 26 years checking out in or taking check rides in the DC-9, 727, DC-10, A-320, 757 and now the 747. I had the opportunity to visit the ATL training center when NWA pilots checked out in the 767 a year or so ago. By the sounds of things and a few local newspaper articles though, it appears that all training will be moving to ATL shortly and NATCO will be a thing of the past. I also worked here as a DC-9 and 727 sim instructor and check airman. The difference when you walk through the front door as an instructor rather than a student is entirely different. It's jeopardy versus non jeopardy. This is when you know if you've prepared well enough or wish that you'd done more if your anxiety level rises as you approach the door.
On the other hand, training departments seem to have become much more friendly over the last ten years, so much of this anxiety can be self imposed. With one exception, many years ago, every training event and checkride that I've experienced has been with instructors who have been nothing but helpful, if not encouraging. But that one guy always sticks in your mind.
We're inside the main reception area and many of you will recognize the blue/yellow Link Trainer from previous posts. This migrated here from Wisconsin Central Airlines, the predecessor to North Central Airlines. I had two of these trainers, stored in my barn for years and donated them to the National Museum of Commercial Aviation in Atlanta. Started by former NWA captain, now DAL A-330 captain Chuck Maire, he's accomplished great things with this new museum. I've also reincarnated my old flight bag and given it new work as I used it to transport my new manuals to MSP.
We're in classroom C211 outfitted with the basic podium, computers and aircraft panel layouts. We'll be in this classroom weekdays between 0800 to noon listening to lectures and watching videos with time available for questions and clarification from instructors. Most courses work on the 50 minute hour concept with a ten minute bathroom break or stroll to the cafeteria. I like this approach as it gives your brain a moment to rest, take a break and absorb information. I also appreciate the opportunity to get up and move a bit.
My seat perspective in room C211 as we discuss rudder control. These slides or schematics are generally very good and reveal much with just a glance. The upper and lower rudders are pretty straight forward. The upper rudder is powered from hydraulic systems two and three while the lower rudder is powered from systems two and four. All of the flight controls for that matter receive hydraulic pressure from more than one system insuring redundancy. The electrical system even lends a hand as a backup source of power for some flight controls.
The only component that you may be unfamiliar with is the "Rudder Ratio" system that controls rudder movement by airspeed. In other words the slower you're flying, the more rudder "throw" or authority you have. As airspeed increases your rudder authority diminishes to protect the vertical stabilizer from large movements at high speeds that could do damage. The ailerons operate in the same fashion. The inboard ailerons function at all times, but the outboard ailerons, to avoid unwanted rapid roll rates, diminish with airspeed and lockout entirely above a pre-determined airspeed. Years ago we'd be required to know that speed and likely have it surface during a type rating oral, but today it's enough just to know that they lockout.
During my DC-9 and 727 type rating orals many years ago, I'm convinced that if I'd brought my roll around tool chest with me I could have disassembled and reassembled both airplanes during the oral phase. Fortunately, check airmen rarely delve into such minutia these days. At this age I only have three brain cells left. I use one to remember my first name, another to remember my last name and the third to store everything else!
Generally when the electrical system of most any airplane surfaces you can hear an audible groan from the class. These systems are complex, but for some reason it's one of the systems that gives me the least heartburn. On the other hand I cringe when asked questions about pneumatics. I only hope the next guy to administer my annual training doesn't read this!
Here's the AC electrical system schematic concerning aircraft 6301 through 6314. Apparently aircraft 15 and 16 have subtle differences that require a separate schematic. It's pretty straight forward; we have four engines that drive four generators or IDG's as they're designated (integrated drive generators) that power a variety of AC busses, emergency busses and eventually DC busses through TR's or transformer rectifiers. A TR changes, or rectifies AC to DC and inverters change DC to AC.
The electrical system can as well be powered through its split bus system from ground power or from the APU. What's new for me, is that this is the first jet that I've flown that you're prevented from starting the APU in flight, nor can you use that APU's electrical capability in flight. You can take off with it running and pneumatically power a single air conditioning pack up to 15,000 feet but design engineers determined that with four generators supplying ample electrical power, the APU generator in flight was simply overkill. Three IDG's and even two with some auto load shedding can furnish all electrical capability needed.
On two engine jets, like the 757, 767 or the DC-9, the APU generator is considered a standby source of electrical power in flight should an engine fail or if one or both I suppose, generators should fail. An engine failure checklist or a generator failure checklist would direct you to start the APU and bring its generator on line. Engineers, they think of everything don't they?
The electrical system can as well be powered through its split bus system from ground power or from the APU. What's new for me, is that this is the first jet that I've flown that you're prevented from starting the APU in flight, nor can you use that APU's electrical capability in flight. You can take off with it running and pneumatically power a single air conditioning pack up to 15,000 feet but design engineers determined that with four generators supplying ample electrical power, the APU generator in flight was simply overkill. Three IDG's and even two with some auto load shedding can furnish all electrical capability needed.
On two engine jets, like the 757, 767 or the DC-9, the APU generator is considered a standby source of electrical power in flight should an engine fail or if one or both I suppose, generators should fail. An engine failure checklist or a generator failure checklist would direct you to start the APU and bring its generator on line. Engineers, they think of everything don't they?
Finally, here are my classmates: Randy seated, Steve standing to the left of the cockpit panel and Doug to the right. Robin to the left of the projector screen is our classroom instructor today. He's a former Naval Aviator, A6's and is the voice on most of our video and slide presentations. He's extremely knowledgeable and willing to share that knowledge; attributes of an excellent instructor.
This is the first time in my career that I've been to upgrade training with such a small class as I've generally experienced groups as large as 30 with a variety of captains and copilots. We're all captains here which presents a problem once we get to the simulator phase. We'll be switching seats depending upon whose turn it is to fly which is less than optimum. But once again... that's the way that it goes. Nearing the end of the simulator phase and for our type ride we'll be separated and have a fully qualified FO.
Randy and I were hired together in the same class on 22 April 1985 at Republic and hadn't seen one another in many years. Steve and Doug, whom we'd never met before were senior to us by several months and had been hired at NWA. With the exception of Doug who was coming off the A-330, Randy, Steve and I had years of experience on 757's and 767's certainly giving us a leg up. Probably the most formidable segment of training is learning the FMS or aircraft computer system which Doug, who spoke Airbus needed to learn from scratch.
Steve, Randy and Doug. Robin at the computer.
Earlier I referred to SIT training. It's also known as PT or procedural training. Although I have no idea what the acronym stands for here's what it is. In the afternoons, after classroom lectures, videos and computer work, we take that knowledge into this room and apply what we've learned with some hands on training. Robin, sitting at the control monitor, introduces problems that we discover in the normal course of flying. Using Volume 1 and our QRH we set about solving these problems while we fly, thus performing approved procedures, familiarizing ourselves with manuals and checklists and learning exactly where system controls are located in the cockpit. Solving just one problem covers a large area of learning.
Randy with Brian, another instructor whom we enjoyed. Brian (former Air Force) gave us our PV. Unfortunately I have no pictures of Deb who guided us through the emergency equipment and administered our SV.
This device is interactive and is touchscreen activated. As we solve fuel, hydraulic or electrical problems we can follow along on the systems pages to see our progress or watch exactly what occurs with that system as we move switches.
"Oh, so that's the valve that closes when I move this switch." A picture is worth a thousand words as they say.
Here's a better view of the screens set up like a cockpit. Everything works as it does in the airplane. It really is a great learning and procedural tool. Randy has Volume 1 open on his lap as we'd just finished solving a pneumatic problem.
As nice as our SIT trainer is, this is what the Airbus crews have to work with across the corridor... joystick and all. I remember using these devices when I checked out as an A-320 captain. Rather than using a touch screen, all the switches and computer inputs work exactly as they do in the airplane.
OK, we've had enough for a while so we'll shuffle down the corridor to the social center of NATCO and visit the cafeteria for lunch. It's rather empty now, but shortly will be a bee hive of activity as classes and sims break for lunch. The food here is rather good and the caterer provides a remarkably good variety including Starbucks coffee. I try to stick to the soup and salad bars for lunch to avoid over indulgence and that sleepy feeling that follows in the afternoon.
It's fun to run into old friends here that you've not seen in years attending for annual check rides or checking out in new equipment.
Lunch break times vary from 30 to 60 minutes depending on your afternoon activity and when the class wants to finish for the afternoon. I've even brought lunch back to a classroom and eaten during a lecture to expedite our release time.
A variety of on board life rafts
Today, after our lunch break we'll visit the emergency equipment room and learn about life rafts, doors, fire extinguishers and medical kits. My last visit here a year ago, we needed to travel to another building for this, but now Delta has moved all flight crew training (pilot and flight attendant) under one roof.
One of many door training assemblies
Fire extinguishers and medical kits
Deb is our instructor for our first PT briefing as we go over procedures and learn how to use the QRH, Quick Reference Handbook. We used this computer to practice navigational skills too. For the last eight years in the 757, practically, we pretty much were given "direct to" clearances in flight even though the computer is capable of so much more. But we spent a fair amount of time brushing up on how to fly radials to or from a point, intercept airways and fly non precision approaches. A quick thanks to Nicole for getting me up to speed in this area. It's interesting the information you forget when little used.
I'd mentioned earlier the manuals that DAL issues before the start of training. One of those is "The Student Guide" that lays out specifically what you'll be doing each day of training. It lists exactly what systems you'll cover during each day of ground school with a synopsis of those systems and source references for additional reading. It spells out in detail how your day in the PT trainer will go including flight paperwork that you'd normally receive on a flight. It's a fantastic organizational tool that eliminates guesswork. You won't be sitting in your room wondering "how should I prepare for tomorrows events?".
I'd mentioned earlier the manuals that DAL issues before the start of training. One of those is "The Student Guide" that lays out specifically what you'll be doing each day of training. It lists exactly what systems you'll cover during each day of ground school with a synopsis of those systems and source references for additional reading. It spells out in detail how your day in the PT trainer will go including flight paperwork that you'd normally receive on a flight. It's a fantastic organizational tool that eliminates guesswork. You won't be sitting in your room wondering "how should I prepare for tomorrows events?".
I found this partially reconstructed 747 cockpit trainer deep in the bowels of the building. It's not yet ready for use, in fact it's a long way from that, but I found it helpful to spend a few minutes each day, sitting in my seat finding switches, locating systems and learning flows and checklists. It helped with PT training and certainly gave me an advantage in the simulator phase.
Speaking of phases, let's discuss the different phases or events that occur during training. Times have changed; when I was typed in the DC-9 and 727 very little checking occurred until the last week or so of training when you'd experience an extensive oral and a type rating ride. This caused high anxiety because you'd still be burning the midnight oil preparing for your oral while in the simulator phase only days away from the type ride. Now, checking events are broken down, almost on a weekly basis rather than piling on at the end. It allows you to "check that box" and move on, far more efficient and far less stressful.
There are four hoops to jump through; the SV, PV, MV and type ride. That's it! Get through these and you graduate from the schoolhouse and move on to OE, or Operating Experience in the airplane.
The SV is the Systems Evaluation or a timed, 100 question systems written exam taken on the computer. An overall 80% is required to pass... but you also must score 80% on each section of which there are ten. In other words, you may score an 80% overall but less than that on say hydraulics or electrics or the dreaded pneumatics system. Fail a section and remedial training is administered by an instructor and a retake of that section follows.
Sounds ominous doesn't it? But you'll be very well prepared when you reach day seven if you've followed the course as designed. Put in a little extra effort ahead of time by studying before showing up and you'll ace the SV. The trick here is to RTFQ, "read the freaken question" entirely and carefully before selecting an answer. There are no tricks, but some answers are "close" particularly questions with diagrams that ask about valve positions.
The reward at the end of successful training... you get to fly this magnificent airplane.
Pushing back at Honolulu, bound for Narita
I probably need to give equal time to the Delta livery, so here's one awaiting departure off the "A" runway at Narita. The problem is that I just don't have that many "new paint" shots in my collection.
Pushing back at Honolulu, bound for Narita
A few days later and you'll experience the PV or procedures evaluation. Again, you've been well prepared for this and if you've experienced a problem intercepting radials or airways or finding info in the computer... "what page is that on?" they'll happily give you individual, one on one time with an instructor until you're comfortable. This is administered on the computer as well and is simply an instructor giving you navigational problems and watching you solve them. The other evaluations, the MV and type rating I'll explain later as they're in the simulator phase of training.
And finally here's my "paper trainer" taped to the wall in my room. What's that you ask?
On day one we were issued these slick, colorful aircraft panels that we use to study and make notes on. Many of us tape them to our wall, pull up a chair and practice preflight cockpit setups, flows, checklists, normal, emergency and supplemental procedures. It's learning by rote. After practicing the preflight a dozen times I had it down and could competently perform in the simulator. Delta does things differently here. They have a pilot flying (PF) and a pilot not flying (PNF) cockpit preflight setup. At NWA we simply had a captains and first officers preflight.
Pulling out the QRH and solving problems planned for the next days PT or simulator sessions increase your comfort and confidence levels markedly. If you try to look upon the training experience as fun, or a challenge it will pass quickly and more easily. But if you find reasons to complain, you've done nothing but burden yourself.
With the help of a dedicated training department, many good friends, my family and staff at the hotel and NATCO who supported my every need, I successfully completed my SV and PV and we all moved on to the the simulator stage.
Standby for PART 3, The Simulator!
But before I go, I noticed that this propeller, that's been displayed at NATCO for years, is still here but in a new position. Few at NWA knew its significance so I suspect no one from DAL knows its historical background. Do you have any idea what kind of prop it is? What it came off of? or most importantly where did it come from and why? I only hope that it's not lost in the shuffle as NATCO is shutdown and everything is moved to Atlanta. Maybe they could donate it to Chuck Maire at the Commercial Aviation Museum or relocate it to the Delta Museum in Atlanta. I'm looking forward to your thoughts on "The Prop" or anything here for that matter.
Rand
