Initial Operating Experience on the Boeing 727 (like any other aircraft) is done under the supervision of a Check Airman.

Each airline has it's own set of rules for what must be completed for a new Capt. or F/O to be released to fly in their system. At a minimum it sets a number of hours for the new Flight Officer to operate the aircraft while under supervision; usually around 25 hours. In addition it may also include different T/O flap settings, climb profiles, and landing flap settings along with varied approach types.

The Check Airman is a dual seat qualified Flight officer and at any time may end the training if the candidate is unsuitable for continued training. In addition he may extend the training period up to 100% of the prescribed required period in order to get someone "up to speed". Being a Check Airman is a somewhat higher risk/exposure than the normal pilot flying the line because with a student he is not only tasked with operating the aircraft in the commercial environment, he is also responsible for training in a real world environment.

For the person receiving the training "show time" for a trip are usually increased by 30 minutes because he must receive instruction on paperwork and preflight duties from the Check Airman. This is usually not a big event, but being new and the new situations that he must make decision are allowed to be played out before the Check Airman offers guidance. Therefore an extra few minutes to sort things out are a real benefit in that they keep things from being rushed.

Once at the airplane things are very different from the schoolhouse. Instead of being rushed to get to a runway to maximize training time a slow methodical approach is used and stressed. Proper pre-flight and paperwork checks are crucial. Taxi diagrams, maps, frequencies and clearances must be thoroughly briefed and understood by all crew member prior to engine start. The Check Airman signs for everything but the Training Captain treats everything as if it were his flight.

One the doors are shut---And pushback begins---It is a live flight. There are no "training" problems like hot/hung starts ect.... but now ramp safety is critical because in a ramp situation the crew are very blind to anything near the aircraft. Co-ordination with ground crew is essential as is awareness of activity around the aircraft. A wrong decision now could easily kill someone.

The first few flights are made under normal profile to allow the Training Capt. to settle into the sight pictures and procedure of a new seat/aircraft. Once he become mildly proficient different departure profile and Approach type are introduced to demonstrate how the aircraft is operated in the ATC environment.

The funny thing is that in the ATC environment things are usually not as rushed as the training environment. CATIII , ILS, VOR Approaches are very long, drawn out procedure where events happen at a much slower pace than the simulator, thus they appear to be easier although there is no real difference in procedure.

At the layover city a "debrief" is given over the previous flights discussing points which are areas for improvement, no need for improvement, or operational procedure. In addition the Training Capt. is able to ask for technique or operational procedure he is not clear on. When operating again points which are discussed are usually demonstrated for emphasis.

At the end of the I.O.E. a FAA (or company designee for the FAA) rides on the jumpseat and observes the candidate operate a flight for his sign-off to fly the line.

Once signed off the new crewmember is signed off to "Fly the Line".