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Indoctrination Training It should be no surprise that pilots must be familiar with the federal aviation regulations governing their operation. Indoctrination training also covers related regulations not directly associated with flying of the plane, such as handling of hazardous materials, security measures, and firearm requirements. Finally, there are important company policies, such as required record keeping, handling of passengers and cargo, and aircraft dispatch procedures. These are all covered under each company’s operations manual. Under Parts 135 and 121 operations, the FAA must approve the manual. This is important to you because via FAA approval each company’s operations manual becomes part of the federal aviation regulations for that operation. Pilots who don’t conform to the company’s operations manual are likely to be violating federal aviation regulations.
Simulator and Flight Training Once ground school has been successfully completed, most new hires are sent on to simulator training. While some corporate and commuter operators still do all their training in the airplane, this is becoming rarer, due to higher cost and lower effectiveness. These days, most regional and corporate outfits supplement thorough “sim” training with some flight time in the airplane. In the major airlines, it’s common for all flight training to be done in the simulator. (Major airline simulators are certified even for landing qualifications.) Successful completion of flight training is marked by passing oral and flight checks, not unlike the checkrides you’ve taken to earn ratings in the past. For Part 121 and some 135 operations, there is additional IOE (initial operating experience) training. In this case, the newly qualified pilot goes to work for a specified period with one or more “IOE captains.” These experienced training captains help new employees learn the ropes of operations on line. It should be obvious that the quality of the extensive training we’ve just described is important to your safety, your knowledge, and your career. Unfortunately, while each training department may, on paper, cover the same topics, there are big variations on how well the job is done in different companies. A good training program offers a special opportunity
THE TURBINE PILOT’S FLIGHT MANUAL
for you to grow professionally as a pilot. Make quality training one of your top priorities in choosing a company to work for.
Preparing for New-Hire Training If you’ve already been hired and will be training for a turbine flight position, you may be interested in some tips on how to prepare. Among your first acts after getting your acceptance letter, should be to call and learn the details of training, including the aircraft type to which you’re assigned. Ask which training materials may be checked out early for ground school preparation. Some operators are understanding about lending these materials out early, but a surprising number are not. If your new employer falls into the latter category, check with other recent hires who are already on line. They’ll have collected extensive notes and probably copies of many required manuals and training materials. They’ll also know the training priorities and where you might best invest your pre-ground school study time. Find out if your new employer uses computer-based training (CBT) to supplement or replace traditional ground school training. If so, it might be possible to obtain a copy of the DVD or access the online resources used in class to study ahead of time. Some pilots also recommend various online study materials or DVDs offered in aviation magazine classifieds. On the other hand, do not try to prepare using materials collected from companies other than the place where you were hired. Even though they may be flying the same types of aircraft, many operators prepare their own training materials, with a surprising variety in interpretation and emphasis. Besides, the difference of a dash number on a given aircraft model (say a 737-700 versus a 737-900) can mean a tremendous difference in the details of the aircraft. All Canadair RJs are not alike! (Nor are all Cessna Citations, nor all Boeing 747s.) Consider also that many larger operators order custom-tailored aircraft and work with the manufacturer to develop their own operating procedures. It’s a drag to study three weeks for a ground school and then find that all the specs and procedures you’ve memorized are wrong.
