Type rating - My Diary
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Join Date: Jan 2000
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part 4
FULL FLIGHT SIM SESSION SIX
Back at Gatwick, Alteon today and back to 6 am starts. Not too much of a pain, just have to be disciplined not to study till late.
More engine failure work today, seem to have got rid of the gremlin of heavy feet. SOPs seem to need more work, cant answer why, I know them. I have revised them to death, but occasionally I mess up a call up, which does nothing for the other guy who is expecting to hear something else.
I have been lucky on this course to be with two highly motivated capable trainees. It’s good to have a little friendly unspoken rivalry to motivate. In addition, you don’t want to let your partner down when he is flying by doing something silly.
Lesson to take away today; make sure I know the SOPs inside out and upside down. If I have to think of what comes next then I have not put enough work in..
FULL FLIGHT SIM SESSION SEVEN
Two words ‘Manual reversion’! No gym for me tonight!
When you lose both hydraulic systems, very very rare, but has happened, the 737 is still able to be controlled by the now non assisted controls. Again a great lesson in pilot co operation, and together we managed to pull off a successful landing. But boy did we sweat; the controls are akin to pushing a car up hill.
I am told that it’s even more difficult in the real aircraft, and I must say I wouldn’t like to try.
A few comparatively relaxing visual circuits after that, it all went pretty well today.
Only one full more session to go and then it’s the big one, the LST.
Session eight is all about visual circuits to prepare for the base check so as far as prep for the LST goes I am done.
Not sure if I feel ready or not, in fact I don’t get signed off until after session eight so I am not sure if the trainers think I am ready either.
FULL FLIGHT SIM SESSION EIGHT
Visual circuits all seemed to go well today. Had enough time to practice other bits which I was pleased about. Pleased with the session throughout. Report read as follows.
‘Landing technique good throughout circuits’ session. Can tend to over correct on final approach at times. In capitation and x – wind take off/ landings completed to a good standard. EFATOs / RTOs practiced to a good standard’.
Importantly, I got signed off to take the LST.
The big disappointment here would have been the extra cash an extra session or two would have cost, so I am pleased to have completed the course in minimum time. Was dreading telling the wife, that I need an extra grand or so. Just got to get through the test now!
Test is set for 3 days time, so I have been busy eating and sleeping SOPs I have all the calls etc printed out on paper in and have posted them everywhere. One for each loo in the house, the bathroom, the dining table, and the car. No newspapers, books (oh how I can’t wait to read the de Vinci code) or TV.
Hiccup, test has been cancelled due to examiner sickness so it looks like another week without letting the studying momentum go. Damm, just bad luck, nothing that can be done other than mentally prepare for the next date.
TEST DAY
I am not a nervous as I thought I would be. The test is at Gatwick the Alteon sim, the one I know the best. Don’t know who the examiner is going to be but I don’t suppose it matters; only I can pass or fail this.
I am as prepared as I have ever been for anything in my life. I thought I was well prepared for my I/R, but this I feel, I have worked my bits off for. If I don’t pass it then it won’t be for the want of trying.
Met up with the examiner, yet again another really nice chap who went out of his way to ensure I was relaxed and in a good frame of mind.
First of all the brief, which included an informal oral questions session. Once we were all clear on the objectives and the rules my partner and I were given the route and the performance books, to come up with the flap settings and V speeds. A few trips to the loo and it was time to get strapped in. I was to depart from Birmingham, and plan to go to Manchester. Completed the safety check and the scans before sitting down and strapping in only to look up and note I hadn’t set the IRS, donut ! Out of the seat again to align them and then took a conscious deep breath. Calm down and think about what you have to do!
All seemed to come together nicely, my partner and I worked well together, the rotation was spot on, the failures that we got thrown at us, we worked through to a successful conclusion , and the NDB approach was the best I had done to date. Even my heavy feet were not heavy today, and the single engine work went without a hitch. Arrived at Manchester, and handed over control to the left seat. After landing scan and checks all seemed to flow professionally.
It was over, sim was shut down and off for a coffee and the de- brief.
The walk from the sim to the 737 briefing room was one I will never forget; only a short corridor but it seemed like miles. I knew I hadn’t screwed anything up in to big a way, but you really don’t ever know if you have done enough.
‘OK a good pass well done’, were the words I got, when we sat down. I could hardly contain my excitement, but I did try to look calm about it. All that work all that worry, all those hiccups, I had passed, WOW what a feeling.
Base check to go now, as well as all the extra courses to get me ready for line training. Back to the books!
THE EXTRAS
Haven’t completed the base check yet, that’s scheduled for 3 days time from East Midlands. I have completed all the ancillary courses, which were not too taxing, and great fun.
These involve separate days at the Bond training centre for the CRM, aviation medical, dangerous goods as well as a swim in the pool for the wet drills.
In addition to this I have been up to Heathrow’s Cranbank again, for the 737 slide, door and smoke drills.
The other course I have been busy getting done is the 737 NG differences course. The whole type rating course to date, having been based on the ‘Classic’ 737. To put the NG (New Generation) on your licence involves some ground school another exam and a session in the sim.
I completed the sim part this morning, at Alteon .Report time was 6 am and after an extensive briefing the other trainee and I made our way to this new environment. Straight away you can tell this is a completely different beast to the Classic.
The first thing that strikes you is the 6 ‘glass’ screens that dominate the cockpit. All the information you require and I am sure lots I didn’t discover, is presented on these six cathode ray tubes.
The four hours are spent being shown the differences between the types and what the new technology can do you for. I have to say I loved it. The presentation is fantastic to use and has been thought out, it appears to make the pilots life easier. The screens present information in such a way that your scan is made much easier and management is wholly more comfortable.
I did find it floated a little more than the classic, on landing, but perhaps that was just my technique.
That was signed off as all completed to a satisfactory standard, so should I get the base check nailed, I will be a rated 737 pilot, and ready for line training.
part 5 tomorrow- Base training
Back at Gatwick, Alteon today and back to 6 am starts. Not too much of a pain, just have to be disciplined not to study till late.
More engine failure work today, seem to have got rid of the gremlin of heavy feet. SOPs seem to need more work, cant answer why, I know them. I have revised them to death, but occasionally I mess up a call up, which does nothing for the other guy who is expecting to hear something else.
I have been lucky on this course to be with two highly motivated capable trainees. It’s good to have a little friendly unspoken rivalry to motivate. In addition, you don’t want to let your partner down when he is flying by doing something silly.
Lesson to take away today; make sure I know the SOPs inside out and upside down. If I have to think of what comes next then I have not put enough work in..
FULL FLIGHT SIM SESSION SEVEN
Two words ‘Manual reversion’! No gym for me tonight!
When you lose both hydraulic systems, very very rare, but has happened, the 737 is still able to be controlled by the now non assisted controls. Again a great lesson in pilot co operation, and together we managed to pull off a successful landing. But boy did we sweat; the controls are akin to pushing a car up hill.
I am told that it’s even more difficult in the real aircraft, and I must say I wouldn’t like to try.
A few comparatively relaxing visual circuits after that, it all went pretty well today.
Only one full more session to go and then it’s the big one, the LST.
Session eight is all about visual circuits to prepare for the base check so as far as prep for the LST goes I am done.
Not sure if I feel ready or not, in fact I don’t get signed off until after session eight so I am not sure if the trainers think I am ready either.
FULL FLIGHT SIM SESSION EIGHT
Visual circuits all seemed to go well today. Had enough time to practice other bits which I was pleased about. Pleased with the session throughout. Report read as follows.
‘Landing technique good throughout circuits’ session. Can tend to over correct on final approach at times. In capitation and x – wind take off/ landings completed to a good standard. EFATOs / RTOs practiced to a good standard’.
Importantly, I got signed off to take the LST.
The big disappointment here would have been the extra cash an extra session or two would have cost, so I am pleased to have completed the course in minimum time. Was dreading telling the wife, that I need an extra grand or so. Just got to get through the test now!
Test is set for 3 days time, so I have been busy eating and sleeping SOPs I have all the calls etc printed out on paper in and have posted them everywhere. One for each loo in the house, the bathroom, the dining table, and the car. No newspapers, books (oh how I can’t wait to read the de Vinci code) or TV.
Hiccup, test has been cancelled due to examiner sickness so it looks like another week without letting the studying momentum go. Damm, just bad luck, nothing that can be done other than mentally prepare for the next date.
TEST DAY
I am not a nervous as I thought I would be. The test is at Gatwick the Alteon sim, the one I know the best. Don’t know who the examiner is going to be but I don’t suppose it matters; only I can pass or fail this.
I am as prepared as I have ever been for anything in my life. I thought I was well prepared for my I/R, but this I feel, I have worked my bits off for. If I don’t pass it then it won’t be for the want of trying.
Met up with the examiner, yet again another really nice chap who went out of his way to ensure I was relaxed and in a good frame of mind.
First of all the brief, which included an informal oral questions session. Once we were all clear on the objectives and the rules my partner and I were given the route and the performance books, to come up with the flap settings and V speeds. A few trips to the loo and it was time to get strapped in. I was to depart from Birmingham, and plan to go to Manchester. Completed the safety check and the scans before sitting down and strapping in only to look up and note I hadn’t set the IRS, donut ! Out of the seat again to align them and then took a conscious deep breath. Calm down and think about what you have to do!
All seemed to come together nicely, my partner and I worked well together, the rotation was spot on, the failures that we got thrown at us, we worked through to a successful conclusion , and the NDB approach was the best I had done to date. Even my heavy feet were not heavy today, and the single engine work went without a hitch. Arrived at Manchester, and handed over control to the left seat. After landing scan and checks all seemed to flow professionally.
It was over, sim was shut down and off for a coffee and the de- brief.
The walk from the sim to the 737 briefing room was one I will never forget; only a short corridor but it seemed like miles. I knew I hadn’t screwed anything up in to big a way, but you really don’t ever know if you have done enough.
‘OK a good pass well done’, were the words I got, when we sat down. I could hardly contain my excitement, but I did try to look calm about it. All that work all that worry, all those hiccups, I had passed, WOW what a feeling.
Base check to go now, as well as all the extra courses to get me ready for line training. Back to the books!
THE EXTRAS
Haven’t completed the base check yet, that’s scheduled for 3 days time from East Midlands. I have completed all the ancillary courses, which were not too taxing, and great fun.
These involve separate days at the Bond training centre for the CRM, aviation medical, dangerous goods as well as a swim in the pool for the wet drills.
In addition to this I have been up to Heathrow’s Cranbank again, for the 737 slide, door and smoke drills.
The other course I have been busy getting done is the 737 NG differences course. The whole type rating course to date, having been based on the ‘Classic’ 737. To put the NG (New Generation) on your licence involves some ground school another exam and a session in the sim.
I completed the sim part this morning, at Alteon .Report time was 6 am and after an extensive briefing the other trainee and I made our way to this new environment. Straight away you can tell this is a completely different beast to the Classic.
The first thing that strikes you is the 6 ‘glass’ screens that dominate the cockpit. All the information you require and I am sure lots I didn’t discover, is presented on these six cathode ray tubes.
The four hours are spent being shown the differences between the types and what the new technology can do you for. I have to say I loved it. The presentation is fantastic to use and has been thought out, it appears to make the pilots life easier. The screens present information in such a way that your scan is made much easier and management is wholly more comfortable.
I did find it floated a little more than the classic, on landing, but perhaps that was just my technique.
That was signed off as all completed to a satisfactory standard, so should I get the base check nailed, I will be a rated 737 pilot, and ready for line training.
part 5 tomorrow- Base training
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A very good read...
Thanks for the Diary Flyfish, It was a Interesting read.
Its good to have an idea what the type rating is like. It sounds like hard work but very rewarding too.
It makes me want to get on and finish off even more.
Cheers
Andy
Its good to have an idea what the type rating is like. It sounds like hard work but very rewarding too.
It makes me want to get on and finish off even more.
Cheers
Andy
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the last bit, for a few months.
BASE TRAINING
Today I am at Gatwick to be briefed for tomorrow’s base check. Myself and the other students met up in class at 10am and were met by our training captain.
The briefing covered every moment of the circuits we would be flying, the speeds, heights, power settings and the differences in handling to the sim.
One of the last details in the sim had included circuits, so it wasn’t all alien to us, but all of a sudden it dawns that we are not going to be in a semi static box, but in control of a 50 tonne jet!
The requirement is 6 landings and take offs in order to be signed off, and these will be flown completely manually. Manually in this case means, no flight director, no auto throttle and obviously no auto pilot.
Briefing over, I got on the train, and spent the whole journey home rehearsing the calls and profile to myself. It was obvious that a little homework between now and tomorrow would free up brain space for the flying side of things. It all happens quickly in a large jet, so if you are having to think about the next command to give or flap setting to request, it’s too late, you are over on speed, height or out of your circuit.
Today I left home, with my son and my father in toe (the camera men). We drove to East Midlands airport for the scheduled base training. Upon arrival I met up with the other guys I was going to be flying with.
We got the call the aircraft was now inbound to the airport, so made our way to handling agents desk where we went through the security screening. We were led out to the apron and got on the bus which began its short journey to the remote stand our aircraft would be parking at. We all had the pleasure of watching it land and get bigger and bigger as it came in to park. As we got off I was struck by the sheer size of it. I know it’s not a 747 or indeed an A380, but to me knowing I was going to be flying it shortly, it looked just as big.
Once on board I realised why the briefing was the day before, it was straight in with the first guy. A quick introduction to the safety pilot and a ‘hello’ to the Captain, and it was doors closed, we were off.
I was scheduled to fly second so was in the jump seat for the first chap’s detail.
We taxied out and lined up on 27 at East Midlands. The runway is rather undulating so you can’t actually see the end, but once the thrust is set and the power builds, it quickly comes into view.
6 rather good touch and goes later, and it was my turn. The last landing was a full stop and we taxied to a quiet spot where I got into the hot seat. Once strapped in I put the speeds into the FMC and set the bugs. The captain and safety pilot went through the checks and he then taxied and lined up the 737-300.
Take off clearance for right hand circuits and I advanced the thrust levers to 40% N1. Once Stabilized I called for thrust to be set, and then felt as the massive engines drove me back into my seat, ‘80 knots, V1, Rotate, I pitched up to 15 degrees and after the positive climb call, I called ‘gear up’. Almost no time at all to relish the fact I am in control of this dream machine, a fifty tonne, forty million dollar Boeing 737.As quick as that would have been to say, and we are at acceleration altitude . I now pitch down to 10 degrees and commence the right turn, simultaneously reducing to 60% N1 and 6 degrees pitch attitude. This gave me 180 kts, at 1500 feet (AAL) at flap 5. The turn to downwind is continuous to a heading adjusted for the wind.
Take off, descent and approach checks out of the way and I now prepare to start the timing from abeam the downwind numbers. 45 seconds minus the tailwind. As the timing starts it stays busy, gear down, flaps 15 speed 150kts, and landing checks to flaps.
End of the timing, flaps 25, speed to top bug and a descent rate of between 500 to 700 foot per minute. Looking out of the window more now, I call for flaps 30, vref +5 and landing checks, while lining up with the centre line. Today there is a slight crosswind from the right so I try to allow for that, unfortunately a bit late. As I turn to track the runway heading, I have been blown through the centre line, so I correct to get the approach stable.
500 ft, 100, 50, 30, I start the flare and start closing the thrust levers. ‘Oh yeah baby’, as it greases down on the main wheels in just the right spot. Then ouch, as the nose wheel bashes down like I am going to see the tyres sitting next to me. Must do something about that next time!
As the aircraft is cleaned up I keep it centred on the runway and then moments after touchdown, I hear the rotate call for circuit number 2.
Five more later, the nose wheel now coming down at an acceptable rate and I am finished. A big handshake with the training captain and safety pilot as well as one of his celebratory wine gums, and I get out of the flight deck for someone else’s go.
I spent the rest of the flight exploring the galleys, the view from every seat and the loos. 28 landings later we are all done.
I now get to have 737 on my licence and I am smiling from ear to ear.
Once all the paperwork is completed I will pop down to Gatwick and the CAA and get my licence endorsed with the rating on it.
It has been a great course; I have learnt loads, both about flying and about myself. I have met some fantastic people, instructors and pupils alike. There is still along way to go to tell if it has been all worth while, but regardless, I have loved every minute of it so far and am excited for the future.
Line training to follow over the coming months, yes they are going to let me do this with passengers! I will let you know how it goes.
I Hope you have enjoyed my type rating diary and that it will be of help to anyone else contemplating this route. Just one last addition, a big thank you to my father who lives near Gatwick and who put up with me flitting backwards and forwards always making sure I had a bed if required. Cheers Dad!
Right I am off to have something that has been lacking since February, a beer!!
Regards
Flyfish
Today I am at Gatwick to be briefed for tomorrow’s base check. Myself and the other students met up in class at 10am and were met by our training captain.
The briefing covered every moment of the circuits we would be flying, the speeds, heights, power settings and the differences in handling to the sim.
One of the last details in the sim had included circuits, so it wasn’t all alien to us, but all of a sudden it dawns that we are not going to be in a semi static box, but in control of a 50 tonne jet!
The requirement is 6 landings and take offs in order to be signed off, and these will be flown completely manually. Manually in this case means, no flight director, no auto throttle and obviously no auto pilot.
Briefing over, I got on the train, and spent the whole journey home rehearsing the calls and profile to myself. It was obvious that a little homework between now and tomorrow would free up brain space for the flying side of things. It all happens quickly in a large jet, so if you are having to think about the next command to give or flap setting to request, it’s too late, you are over on speed, height or out of your circuit.
Today I left home, with my son and my father in toe (the camera men). We drove to East Midlands airport for the scheduled base training. Upon arrival I met up with the other guys I was going to be flying with.
We got the call the aircraft was now inbound to the airport, so made our way to handling agents desk where we went through the security screening. We were led out to the apron and got on the bus which began its short journey to the remote stand our aircraft would be parking at. We all had the pleasure of watching it land and get bigger and bigger as it came in to park. As we got off I was struck by the sheer size of it. I know it’s not a 747 or indeed an A380, but to me knowing I was going to be flying it shortly, it looked just as big.
Once on board I realised why the briefing was the day before, it was straight in with the first guy. A quick introduction to the safety pilot and a ‘hello’ to the Captain, and it was doors closed, we were off.
I was scheduled to fly second so was in the jump seat for the first chap’s detail.
We taxied out and lined up on 27 at East Midlands. The runway is rather undulating so you can’t actually see the end, but once the thrust is set and the power builds, it quickly comes into view.
6 rather good touch and goes later, and it was my turn. The last landing was a full stop and we taxied to a quiet spot where I got into the hot seat. Once strapped in I put the speeds into the FMC and set the bugs. The captain and safety pilot went through the checks and he then taxied and lined up the 737-300.
Take off clearance for right hand circuits and I advanced the thrust levers to 40% N1. Once Stabilized I called for thrust to be set, and then felt as the massive engines drove me back into my seat, ‘80 knots, V1, Rotate, I pitched up to 15 degrees and after the positive climb call, I called ‘gear up’. Almost no time at all to relish the fact I am in control of this dream machine, a fifty tonne, forty million dollar Boeing 737.As quick as that would have been to say, and we are at acceleration altitude . I now pitch down to 10 degrees and commence the right turn, simultaneously reducing to 60% N1 and 6 degrees pitch attitude. This gave me 180 kts, at 1500 feet (AAL) at flap 5. The turn to downwind is continuous to a heading adjusted for the wind.
Take off, descent and approach checks out of the way and I now prepare to start the timing from abeam the downwind numbers. 45 seconds minus the tailwind. As the timing starts it stays busy, gear down, flaps 15 speed 150kts, and landing checks to flaps.
End of the timing, flaps 25, speed to top bug and a descent rate of between 500 to 700 foot per minute. Looking out of the window more now, I call for flaps 30, vref +5 and landing checks, while lining up with the centre line. Today there is a slight crosswind from the right so I try to allow for that, unfortunately a bit late. As I turn to track the runway heading, I have been blown through the centre line, so I correct to get the approach stable.
500 ft, 100, 50, 30, I start the flare and start closing the thrust levers. ‘Oh yeah baby’, as it greases down on the main wheels in just the right spot. Then ouch, as the nose wheel bashes down like I am going to see the tyres sitting next to me. Must do something about that next time!
As the aircraft is cleaned up I keep it centred on the runway and then moments after touchdown, I hear the rotate call for circuit number 2.
Five more later, the nose wheel now coming down at an acceptable rate and I am finished. A big handshake with the training captain and safety pilot as well as one of his celebratory wine gums, and I get out of the flight deck for someone else’s go.
I spent the rest of the flight exploring the galleys, the view from every seat and the loos. 28 landings later we are all done.
I now get to have 737 on my licence and I am smiling from ear to ear.
Once all the paperwork is completed I will pop down to Gatwick and the CAA and get my licence endorsed with the rating on it.
It has been a great course; I have learnt loads, both about flying and about myself. I have met some fantastic people, instructors and pupils alike. There is still along way to go to tell if it has been all worth while, but regardless, I have loved every minute of it so far and am excited for the future.
Line training to follow over the coming months, yes they are going to let me do this with passengers! I will let you know how it goes.
I Hope you have enjoyed my type rating diary and that it will be of help to anyone else contemplating this route. Just one last addition, a big thank you to my father who lives near Gatwick and who put up with me flitting backwards and forwards always making sure I had a bed if required. Cheers Dad!
Right I am off to have something that has been lacking since February, a beer!!
Regards
Flyfish
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Hello Flyfish,
good to read your post and history. I did the same as you except that I am a bit older than you. I finished both NG and base training on march 2006 and still waiting for Bond and Astraeus to call me for line training. When I started the TR, I was told that everything would be completed by june but I still got only 1h05 hour on B737 to log on!! May be we will start our line training at the same period. Do you have any idea of when you should start...? And talking about money, how much do you have to pay for line training? For me it is around 10000 euro...
See you
good to read your post and history. I did the same as you except that I am a bit older than you. I finished both NG and base training on march 2006 and still waiting for Bond and Astraeus to call me for line training. When I started the TR, I was told that everything would be completed by june but I still got only 1h05 hour on B737 to log on!! May be we will start our line training at the same period. Do you have any idea of when you should start...? And talking about money, how much do you have to pay for line training? For me it is around 10000 euro...
See you
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Awesome read, good job on now being a jet pilot! One quick question, what was the aviation medical you mentioned in the extras part? Did bond require you have another medical ontop of your class 1? 
-edit- nevermind, just figured out what it is. Medical course for first aid etc, or something to that effect
-edit- nevermind, just figured out what it is. Medical course for first aid etc, or something to that effect
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Thanks for your kind comments. Its nice to know people have enjoyed reading it and that for some it has or may prove useful.
And yes, your right Blinkz, the type rating does not , thankfully, require an additional prodding and poking.
Regards,
Flyfish.
And yes, your right Blinkz, the type rating does not , thankfully, require an additional prodding and poking.
Regards,
Flyfish.
