Year: 2012

Transitioning from simulator to real world

The first time I flew a Transport-category aircraft, there were 50 people sitting comfortably in the back. I tried hard to not really think about it, but it’s hard to ignore. It was my first day of initial operating experience, or IOE. I had spent nearly two months training in a classroom and simulator, but this was the beginning of my actual aircraft training.

Much like almost any training program, there was a ground school, a written test, an oral exam, and a practical test in a simulator. Ground school covered all the aircraft systems, basic regulations, and company operations specifications. Simulator training consisted of basic instrument flying skills, emergency drills, and normal line flying. The checkride itself included items straight from the Airline Transport Pilot Practical Test Standards.

After completing the training program, I was scheduled for IOE with a company line instructor for two four-day trip sequences. It was his job to help consolidate my training and ensure that after all that training in the simulator, I could actually fly the aircraft. He would mentor and instruct me on the procedures.

At first the workload seems immense, and you wonder how you will ever get everything done on time—then it slowly eases. Everything you learned in ground school and in the simulator still applies, but now the time crunch is on. After day two or three I was starting to get my preflight preparations completed with time to spare.

It was during these first few days that the differences between flying the simulator and flying in the real world became dramatically apparent. Nuances of the airplane that couldn’t be duplicated, delays inherent to the system that required quick surmounting, dealing with passenger issues, baggage-handling delays—and most of all, weather.

Once I had completed a second four-day trip, my instructor signed me off for line flying. Unlike most certificates or ratings that only require the written, oral, and practical test, becoming a line-qualified FAR Part 121 pilot also requires this signoff. It’s like the final endorsement and seal of approval. It was like being given that first signoff for solo flight. I felt as though I was taking that first step alone. It’s an experience that I keep reliving in my flying career.

Visual Approach clearances

Of all the approach clearances you will hear as a line pilot, "Cleared for the visual" is likely to be the most often received.

How many visual approaches did you do during your primary flight training? Sure, everyone has done traffic patterns, and perhaps a few straight-in landings. What about a visual approach to a runway 10 miles away from 8,000 to 10,000 feet? Not straight-in, either, but from a base leg or downwind?

A simple technique I employ uses aiming points, descent planning, and energy management. Everyone has used aiming points on runways to gauge and manage glide and flight path while on final approach. Simply use this same technique to landmarks along your flight path toward a runway.

A desirable glidepath angle of 3 degrees yields 300 feet of descent per nautical mile (actually 333 feet, yet we will use 300). Imagine then you are on a 5-mile base leg to the runway at 3,000 feet. Visually follow where you expect your flight path to carry you on final, and trace it backwards to your current position. Identify significant landmarks such as a lake, large building, road crossing. Using this technique, select an aiming point around a 3-mile final at approximately 900 feet agl. This is the point where you should plan to be on final, configured for landing, on glidepath and approach speed. Each mile hence, backwards from this point, add 300 feet.

Aim not at the runway, but at the specified aiming points along the path to the runway. Knowing that at each specific point you plan on arriving at 1,500 feet, 1,200 feet, 900 feet, etc. By selecting more points, it is easier to identify and correct any deviations from the desired path. I use the glideslope intercept altitude, or the altitude at which the flight path angle begins. This will be around 5 miles from the approach end of the runway and commences a 3-degree descent to the runway. Exact accuracy isn‘t required; however, being within a few hundred feet of an on-glide indication is still attainable.

To add energy management and configuration to the technique, simply add a target to each aiming point. For example, on a 6-mile base, plan on being configured at 200 knots and approach flaps. On a 4-mile base, gear down, landing flaps, 150 knots. Joining final, approach speed and any final configuration changes.