Straight into it. A pilots most hated three letter abbreviation: CBT or Computer Based Training.
Essentially this is 12 working days of:
Clicking through interactive airplane system guides to work out how everything works, how it indicates and what happens when things fail
Putting that theory into actions by sitting in an aircraft mockup (called a VFD). This is essentially big interactive screens that emulate the real thing so we can practice flicking switches and observing the results.
Homework questions each night to prepare for progress tests and final exams on aircraft systems.
Fumbling our way through various manuals working out SOPs and, callouts and procedures.
Oh yeah. And some progress tests along the way. So all up pretty mundane stuff so far. Interesting but with the element of monotony too. But that’s life 🙂
Looking forward to the full simulators but for now:
So it’s been ages since I posted. I started this blog in response to one of the strangest events in modern aviatio: the disappearance of #MH370.
The leads have gone ultra quiet there and so did this blog. But instead of an industry changing event – for the next while I’ll be writing about a life changing event: my first #JET initial type rating.
I’ve just arrived in the U.K. to commence ground school and sim.
Stay tuned if you can bare it. I figure this will be a good way to share the details with friends and family back home and it’s also a record for me for my next adventure 🙂
1 day down and 51 to go til I’m back I Australia 🙂
This morning, both news.com.au and ABC News (Australia) are reporting that the Malaysian Government has announced that revised data has the last known position of MH370 in the hypothesised ‘southern flight corridor’ – pretty much the middle of the Indian Ocean, west of Perth.
According to ABC News Radio this morning (Australian time) the reviewed data came from Inmarsat who have been auditing their own records.
Inmarsat is a satellite telecommunications company that host data for transmissions aircraft tracking as well as satellite voice communications. according to GMA News, investigators relied on tracking hourly ‘pings’ received from the aircraft along with when the satellite started receiving these ‘pings’, to find a position. This is how they determined the two flight corridors for the aircraft, and ultimately, it seems, the southern flight corridor.
All this indicates that the search under way in the southern Indian Ocean is the likely crash site.
Flight crew make standard report at IGARI reporting point
A rapid, intense fire breaks out, affecting multiple electrical systems (transponders go offline)
Whilst one flight crew member is fighting the fire, the other programs the autopilot to turn back toward Malaysia
The fire continues until the flight crew are overwhelmed but then the fire goes out
Aircraft continues on the current heading until running out of fuel, probably over the Indian Ocean
The search is going to continue. Various items that cannot yet be linked to the missing aircraft are beginning to turn up which may indicate that either the ocean is full of floating, large scale rubbish or that the aircraft (or things the aircraft was carrying) are beginning to surface. 2.5 weeks is a long time though. The pieces being found may be well separated from the bulk of any wreckage and the all important ‘black boxes’ or flight data recorders (FDR).
Assuming the recorders are functioning normally, they are required by regulation to transmit for 30 days, though some recorders will transmit for longer.
There is a history of flight data recorders being recovered despite heavy odds. These articles on Air France 447 and South African Airways 295 accidents have good information on search areas and techniques used to locate wreckage and FDRs. Both had large search areas and deep ocean floors.