Hired!

dasleben said:
New update!

Just finished week 3, which wrapped up the 757-200 "core" systems. Next week begins autoflight and FMS training utilizing some pretty cool computer-based software (basically a full desktop simulation of the aircraft that I can use at any time on my laptop for practice). I'll also go through the 767-300ER differences training, which should be interesting. Systems has been the usual firehose exercise, but definitely manageable with good study habits. Of course, I still have 2.5 weeks to go until my company oral; still plenty of material coming up to stuff my brain with. ;)

After that, it's ~4 weeks of sims, bringing this training cycle to about 9.5 weeks in total, not including IOE. It's long, but it's thorough. Definitely not the "churn 'em out" mentality I saw at the regional. Very refreshing.

If anyone is planning on going to initial training soon with any carrier, my advice is to get your limitations and memory items seared into your brain before you report for class. It will most certainly reduce your workload during the systems firehose.
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It's great to hear that it has been so far so good. Those are 2 of the coolest airplanes around. Keep us posted. Study hard!
 
dasleben said:
New update!

Just finished week 3, which wrapped up the 757-200 "core" systems. Next week begins autoflight and FMS training utilizing some pretty cool computer-based software (basically a full desktop simulation of the aircraft that I can use at any time on my laptop for practice). I'll also go through the 767-300ER differences training, which should be interesting. Systems has been the usual firehose exercise, but definitely manageable with good study habits. Of course, I still have 2.5 weeks to go until my company oral; still plenty of material coming up to stuff my brain with. ;)

After that, it's ~4 weeks of sims, bringing this training cycle to about 9.5 weeks in total, not including IOE. It's long, but it's thorough. Definitely not the "churn 'em out" mentality I saw at the regional. Very refreshing.

If anyone is planning on going to initial training soon with any carrier, my advice is to get your limitations and memory items seared into your brain before you report for class. It will most certainly reduce your workload during the systems firehose.
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You are my hero!!

Good work. :beer:
 
dasleben said:
New update!

Just finished week 3, which wrapped up the 757-200 "core" systems. Next week begins autoflight and FMS training utilizing some pretty cool computer-based software (basically a full desktop simulation of the aircraft that I can use at any time on my laptop for practice). I'll also go through the 767-300ER differences training, which should be interesting. Systems has been the usual firehose exercise, but definitely manageable with good study habits. Of course, I still have 2.5 weeks to go until my company oral; still plenty of material coming up to stuff my brain with. ;)

After that, it's ~4 weeks of sims, bringing this training cycle to about 9.5 weeks in total, not including IOE. It's long, but it's thorough. Definitely not the "churn 'em out" mentality I saw at the regional. Very refreshing.

If anyone is planning on going to initial training soon with any carrier, my advice is to get your limitations and memory items seared into your brain before you report for class. It will most certainly reduce your workload during the systems firehose.
Click to expand...

Thats pretty neat!
 
Glad to hear the training is going well. Sounds like you're all set to join our little club. Just remember to get the business cards for the hotel and cab your company sets up in the local language in case you find yourself commercialing in somewhere on your own.

dasleben said:
Yes, all FOs on the 757/767 are PIC typed and qualified. I'm told the DC-10 FOs aren't, but I'm not sure why.
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I was just catching up on the thread and ran across the above. Typically every one gets typed in a 2-pilot jet so when the crew is augmented the CA rests and there's a type-rated pilot on the flight deck.

Not necessary on a 3-pilot jet, as the first level of augmentation is a 2nd CA and 2nd FE, thus the FO's ass is stapled to the seat for a long ride. :insane:
 
Polar742 said:
Glad to hear the training is going well. Sounds like you're all set to join our little club. Just remember to get the business cards for the hotel and cab your company sets up in the local language in case you find yourself commercialing in somewhere on your own.
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Which club? "I fly heavy jets into third world countries" club? Is there a secret handshake I need to learn? :D

Good idea about the hotel/cab business cards, thanks. More often than not, I'll be commercialing in on my own to wherever they need me (we're all home based and traveling separately).

Polar742 said:
I was just catching up on the thread and ran across the above. Typically every one gets typed in a 2-pilot jet so when the crew is augmented the CA rests and there's a type-rated pilot on the flight deck.

Not necessary on a 3-pilot jet, as the first level of augmentation is a 2nd CA and 2nd FE, thus the FO's ass is stapled to the seat for a long ride. :insane:
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Yeah, that was explained to us during indoc. Makes sense. Apparently they're going to be typing the DC-10 FOs as well. Cool for them. :)
 
Orange Anchor said:
Do you do IIIB? IIIA or just Cat II?

If you think an autoland is impressive, wait until you do an actual IIIB.
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The company is still working on autoland authorization (all that's authorized right now is Cat II manual landing), but they're just getting the ground work laid in the training department for when we get the Ops Specs to do it. I'll be trained all the way through Cat IIIb in the sim in preparation for that.

You've done an actual IIIb? Good stuff; we saw a video of an actual IIIb approach and that was hairy enough. Alert Height, LAND 3, goooooonna vomit! ;)
 
dasleben said:
Which club? "I fly heavy jets into third world countries" club? Is there a secret handshake I need to learn? :D
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There's a handshake and initiation that takes place in a dark corner in Asia. And the hazing, don't forget the hazing.

Martin, can you pick up the ping pong balls, rubber hose, and the car battery? I'll bring the rest of the gear.

Congrats on the training!
 
rjmore said:
There's a handshake and initiation that takes place in a dark corner in Asia. And the hazing, don't forget the hazing.

Martin, can you pick up the ping pong balls, rubber hose, and the car battery? I'll bring the rest of the gear.

Congrats on the training!
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Yeah, I got it.

Next time you go to Honkers, make sure you arrange the usual Wan Chai location for him.
 
dasleben said:
The company is still working on autoland authorization (all that's authorized right now is Cat II manual landing), but they're just getting the ground work laid in the training department for when we get the Ops Specs to do it. I'll be trained all the way through Cat IIIb in the sim in preparation for that.

You've done an actual IIIb? Good stuff; we saw a video of an actual IIIb approach and that was hairy enough. Alert Height, LAND 3, goooooonna vomit! ;)
Click to expand...

We did IIIBs and the last one I did was at LAX. It took us longer to get from the runway to the gate than from the first contact with approach to the runway.

when you are in the sim, get the instructor to stop it when you are just short of the runway and then walk it down from VFR to 500 and 1 to Cat 1, then Cat II and then IIIA and finally IIIB. Once you have seen IIIB or even IIIA a Cat 1 200 and 1/2 looks like VFR.

Also, for fun, have the instructor put in the max crosswind and place the sim at mins. You will be looking for the runway at 12 but it won't be there. It will, of course, be off to one side as the A/P is compensating for the winds. For Cat I coupled approaches is to click off the AP and put the runway back at 12.. which means that now you are going to drift off centerline.

Just don't expect to see a whole lot with IIIBs.

As for differences, some jerk instructors LOVE to ask about the differences in the recirc fans. (big deal) but they operate differently. I got asked when they work and when they don't. I knew the guy so I said, "They work all the time they are supposed to except when there is a fault or system malfunction and then I write it up in the maint log."
 
Orange Anchor said:
When you are in the sim, get the instructor to stop it when you are just short of the runway and then walk it down from VFR to 500 and 1 to Cat 1, then Cat II and then IIIA and finally IIIB. Once you have seen IIIB or even IIIA a Cat 1 200 and 1/2 looks like VFR.
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I had a look at the sim profile for the Cat III certification, and that's exactly what they'll do. First is a VMC autoland, back you out to the marker, Cat I autoland, etc.

Orange Anchor said:
As for differences, some jerk instructors LOVE to ask about the differences in the recirc fans. (big deal) but they operate differently. I got asked when they work and when they don't. I knew the guy so I said, "They work all the time they are supposed to except when there is a fault or system malfunction and then I write it up in the maint log."
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Joke's on them...I know the answer. ;) Still doesn't mean I want to hear it asked on an oral, though! This company is actually very practical, though. We've been briefed that the checking process is very focused on operational knowledge, not on knowing how many degrees the outboard slats extend to (as it should be).

Question: "At what temperature do the hydraulic pump OVHT lights illuminate?"
Proper oral answer: "Hot enough for the lights to come on. Let me get out the QRH."

I will say that they do want us to know what the recirc fans will do when you, say, arm the cargo fire bottles. They don't want you pressing the button and thinking something is wrong when you get a few extra lights and EICAS messages.
 
Baronpilot244 said:
Ah - the old 402 is now just a dim and distant memory!

Great to hear its going well, keep us posted.

Bp244
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Man, lemme tell ya, the simplicity of a 402 sounds pretty nice right about now!

We just finished ETOPS and long range navigation, and today had a simulated oceanic crossing (well, the start of one anyway) with all of the fun stuff that comes along with that. I thought that it'd be 9 hours of reading a Maxim while watching the jet fly itself across the ocean; I was sorely, sorely mistaken. :D

Between the time/fuel scores, getting the oceanic clearance, coast out FMC/nav checks, position reports, GNE checking, 10 minute plots, and probably several other things I'm forgetting, well, you're a busy little bee. I felt like I was sailing a steamship across the ocean in 1904, not flying a modern jet aircraft. Guess all this will take some getting used to. ;)
 
Just got called for an interview at Omni!
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can you some light as to the current climate there?

Any interview gouges? Advice?

How was the interview? I have one on Dec14 Thanks
 
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