A lot has transpired since my last posting, but the big news for those following from the last post is that no furloughs have occurred and I'm still employed and in training. Truly this IS the season of miracles! While the company tries to take stock of our pilot manning situation, my partner Scott and I have started and completed FTD training, and as of today are in the "box".Last week we spent five days on the Flight Training Device, or FTD, which is basically several large LCD touchscreens mounted so as to resemble the layout of the CRJ flight deck arrangement. There was no control yoke so there was no real flying to do, but each switch throughout the flight deck would respond to touch and would reposition as appropriate. Some readers may have experienced a "paper tiger", or a cardboard mock up of the flight deck on which countless flight crews have trained. The FTD is the 21st century version of that, so I guess you could call it an electronic tiger. Although you could not fly the FTD, it is a fantastic way to learn switch functions and locations, and the corresponding aircraft responses. In the FTD we learned how to bring power onto a cold, dark aircraft, start and secure engines, perform normal takeoff and landings, and most importantly, we learned the "flows" and "callouts" required for each evolution of flight.
A flow is a series of switch changes needed to preform some evolution, and is followed by a checklist verification. For instance, after the engines are started, the Captain and the First Officer will perform their respective after start flows, and then the Captain will call "after start check". The First Officer will then read down the after engine start checklist, and as each item is called, the Captain and/or First Officer will visually verify the item was completed and then the appropriate person will announce "checked", "completed", "set", or whatever is appropriate for that item. Once the checklist is completed, the First Officer announces "after start check completed". This may sound like it is scripted, and that is exactly what it is. Each item must not only be correctly accomplished, but the challenge and response on the checklist must be stated/responded to in exactly the correct wording. Word for word, item by item. No ad lib, no "close enough". Exactly as per the Pilot Operating Manual. Although my partner has never flown jet aircraft before, he attended Embry Riddle University and their CRJ First Officer program, so most of this is second nature to him. Unfortunately, silly old me is still struggling to "un-learn" some Falconisms that keep haunting me. In the Falcon, the parking brake is "set". In the CRJ, the parking brake is "on". This may sound trivial, but it is not. Until I can do business the company CRJ way, I will not pass my checkride.
Today we had our first session in the actual simulator, or the "box". As shown on the photo above, the simulator is about three stories high, is mounted on several hydraulic actuator legs, and can move about all axis. It is a Level D simulator, meaning that it has fantastic graphics and can simulate both day and night visuals. You enter the simulator by crossing a catwalk on the second story, passing through the back of the control cab where the instructor sits and plays his various instruments of torture, to the flight deck which is an actual full-size CRJ-900 flight deck including every switch, light, screen, doo-dad, and hoo-be-do that the real McCoy has. You sit down, strap in, and try hard to remember that you are not in the real aircraft. During my Falcon type rating, I flew a Level C simulator, and although that too is impressive, the Level D is truly amazing. Every sound, every bump, flap buffet, engine noise, ATC radio traffic, flight attendant chimes, you name it, it is there. The only thing missing perhaps are cranky passengers, but I'm sure our instructor can fill in for them. Speaking of instructors, once again I have been completely amazed at the quality of instructors we continue to be introduced to. This company has some great people on staff, which makes the training that much easier.
In addition to the basics of flight training, we've been issued our Jep plates and airport directory, and we've already been issued our first Jep revision. I had to break down last week and buy a new chart case, since my old one was brown (wrong color) and was so old I think it was passed down from Orville Wright. Uniforms came in today so I had to try them all on to confirm fit (I have GOT to start eating a little better, or I'll have to let out my pants in the waist!). Although this was just a trial fit and I don't have the company brass (wings and hat design), it was still the first time I've worn a uniform since I last took off my Navy uniform in May 2000. Although I'm not yet worthy of wearing a "real" pilot uniform with wings, I still had to Skype Cathy so she could laugh at my funny hat. The February bid package is out and my name appears on it for the first time, meaning that the schedulers are planning on building me a "green line". In other words, I'm too junior to be able to hold a real bid line, but, because I'm considered green until I have 100 hours in the CRJ, the schedulers will pack in a lot of flight time for me early, as if I were more senior. Although this is great in that I'll get plenty of flight experience early on, as soon as I'm not "green" and I have my 100 hours, I'll drop off the bid and will likely be sitting nothing but reserve for a while. As I've been told, enjoy the green line flying while you can.
That's it for now. Our sim schedule has us briefing at 0500 and in the box at 0600 each day, so its lights out for me at 9:00 pm. That's OK...9:00 is a good bed time for an old fart anyway.
Tailwinds and Blessings!
