Time for a long overdue update. The more I leave it the harder it is to update so I need to crack on. So much has been happening that I haven’t been writing about so if I get more up-to-date it should be easier to keep current.
With simulator and base training complete, the next stage to complete was line training. Line training is essentially on the job training. Training is done by a very experienced line training captain and for the first few flights, there is another pilot on the flight deck as safety pilot. When the criteria to be safety pilot released has been met, flights are then carried out with the line training captain only. Items that must be covered to be safety pilot released include: pre-flight safety inspections, altimeter setting procedures, low visibility approach and procedures for pilot incapacitation.
Line training continues for approximately 80 sectors (a sector is one flight, from A-B. Number of sectors varies between operators and level of experience) and covers many procedures and discussion items. These procedures cover all parts of a flying day: planning, aircraft pre-flight, push back, start and taxi, take-off and climb, cruise, descent and approach, landing and taxi. Further discussion items include critical safety items such as rapid de-pressurisation, level bust avoidance, winter operations and terrain awareness.
As with all other stages of training, this stage is intense. Intense for a few reasons. Reason one: you’re operating with paying passengers. I was a little nervous the first time I flew passengers but not as nervous as I thought I would be. I was too busy to be really nervous and what is there to be nervous about? It’s still an aircraft that you’ve already learned to fly, only it’s just a little heavier! Reason two: line training is intense because of the long days and the busy schedule. Never in any stage of training did I do four flights in one day and suddenly here I am doing just that. It’s all good though, along with the four flights you get four take-offs and four landings which are most certainly the best bits! Soon you get in to the flow of things and build a routine that works for you.
Reason three: you’re still learning. Even though flying on scheduled services you’re still learning how to operate safely and efficiently. The learning continues long after line training too. One thing that takes a lot of practice is the descent profile. In a world of clear skies, still air and no air traffic, this would be easy. Weather, air traffic and winds all affect the descent from cruise altitude to the destination airfield. If air traffic control keep you high while another aircraft passes below, it’s up to you to then get back on the descent profile so you’re at a suitable airspeed and altitude when it’s time to make an approach. As with all things that require practice, you improve over time.
Line check. Checks, checks and more checks. What stage of training would be complete without a check? Line training concludes with a line check and then you’re qualified to fly with regular line captains. The check takes place over two sectors, one as pilot flying and one as pilot monitoring. Pilot monitoring does radios and paperwork amongst other things while the other pilot flies. The check is supposed to be just a couple of normal line flights to ensure that you are proficient in safe line operations. That’s it. Do what you’ve been taught to do, do it well, and the line check is complete.
There we have it. A short essay on line training. I’m sure there is much more to say but I’ll keep it brief for now. If anything crucial from my line training comes to mind, I’ll pop it in another post. Overall it was a great experience, I thoroughly enjoyed it. During the first couple of days I wasn’t sure if I’d chosen the right job but I soon got into it and now, months down the line, I’m absolutely loving it.