Now a quick recap on where we are at:

-Basic Indoctrination Training about the company.
-Basic System Training for the 727.
-Abnormal Stems Training for the 727.
-A Ground Oral Examination.
-Ground Training Device Simulation to prepare for the Motion Simulator.
-Full Motion Simulator Training with a full crew/flight profiles.
-A F/E Checkride in the simulator for the Temporary F/E License.

For Part 121 Operations the trainee still has another sign-off to complete: I.O.E. (Initial Operating Experience).

I.O.E. is done out on the flight line on live trips with an Instructor. There are a minimum number of hours for the student to be under the guidance of the Instructor before being released to the line as a seniority holding crewmember.

A Crew Scheduler pairs the student with an Instructor to operate on his scheduled trips, however the student is flying in the F/E seat, doing the pre-flights, performance calculations, paperwork, and checklist. The Instructor sits in an observer seat and offer guidance and corrections during the flight. If the student begins to have problems the Instructor will change seats with the student and operate the flight.

I.O.E. usually begins in the flight operations building 30 minutes earlier than normal check in time. The flight paperwork is reviewed and the student is tasked with getting the information for the flight to take out to the aircraft for the preflight. One area that is stressed is understanding the Flight Plan and any MEL/CDL Restrictions.

Upon completing the paperwork the F/E goes to the catering desk, calls for the jumpseaters to be sent out to the aircraft, and gets a pot of coffee. Then he and the Instructor go out to the airplane for the preflight.

In many way the Pre-Flight to Departure portion of the flight are the most work intensive for the new F/E. He is not familiar and quick in these areas.

Getting off the bus, the general condition of the aircraft is observe: Flap position, wheel chocks, Fuel trucks in the area, ect......

Then he enters the aircraft and first looks in the Aircraft Maintenance Log to make sure the mechanics do not have work in progress.

Next is the power application. Turn the battery on and.... for the first time.... the A.P.U. In the simulator the A.P.U. had a malfunction on nearly every start. Touching it was like playing with a coiled snake. I remember being ready to abort the start on the A.P.U. as I started it during I.O.E. In many ways this is the first indication that flying out on the line is different than the simulator. 99% of the starts are totally normal with no difficulty.

Once started the serviceables are checked (fuel, oil, hydraulic fluid, oxygen, drink cooler). The big difference from the simulator is that now when one needed to be serviced a call to Flight Co-ordination was needed to be made over the radio----and it often took up to 30 minutes to get serviced.

Of course there was no time to wait. After making the call the cockpit set up was completed and then the most fun the F/E usually got during a flight: The walk-around.

This was an area that simulator training could not do justice. With the Instructor trailing the new F/E performs the walk around while the Instructor points out the finer details of what is acceptable and what is not. Some is very easily grasp: No large leaks, ruptured hoses, bent flaps ect...., but some is very aircraft specific such as brake wear indicators, "Z" bar positions, accumulator pressures. This is an area that the Instructor is truly teaching instead of checking the students performance.

Once entering the aircraft again a new task arrives: Paperwork.

Again--this is an area that is not covered in depth during the simulator training. The usual paperwork shuffle begins by getting ATIS then calculating performance and T/O numbers for a specific runway. At some point the Hazardous Material paperwork and Inspection takes place, and a Weight & Balance Page is given to the F/E. Each is checked for errors and presented to the Captain who must sign each off.

While the Captain is doing this the F/E must dash off the aircraft and check to ensure the main cargo door indications show the door to be properly locked (Cargo Operation) and then re-enter the aircraft, shut the cabin door, install the girt bar, and jump into his seat and begin reading the before start checklist.

While he is doing this he reaches up and configures the aircraft for start. This period of time is the most rushed for the new Flight Engineer and most prone for mistakes.

Once the checklist are completed the Captain orders the engines to be started. It is here that the F/E has the most exposure to creating a problem that requires an extensive maintenance problem: Shearing a starter shaft during the start. If the F/E allows his finger to slip off the starter switch there is no problem--but if he attempts to re-engage the shaft will shear and the engine will not start on the ground until replaced. During the start the F/E has to monitor EGT, N1, N2, duct pressures, and starter cutout. It is not complicated once it is practiced.

From this point the F/E becomes the primary checklist reader for the entire cockpit. In addition to responding he also verifies all checklist items.

After the engines are started the F/E must put the electrical system online, fuel pumps on, pneumatics configured for T/O and the hydraulics on. One important item that is critical is to remember to torn the A.P.U. off. Failure to do so prior to taking the runway can have a catastrophic consequence because when the landing gear is retracted the A.P.U. becomes a heat source and the tires a bomb.

These items are carefully watched during I.O.E. due to the potential for endangering ground crew and the aircraft. Improper procedure is immediately corrected.

Upon reaching the runway the F/E makes sure the aircraft is in proper configuration for T/O and backs up the frontseaters in callouts and procedure.

After liftoff he adjust power settings and performs the After T/O checklist.

And then---------all he does is balance fuel and monitor the panel. This is the easiest portion of the F/E job. On I.O.E. it becomes a question and answer period with the instructor who shares technique and aircraft specific observation.

When the aircraft reaches approx. 150 miles from the destination the F/E then records the ATIS information and does the landing calculations which when completed are handed to the front seat crewmembers for landing.

From the descent down the F/E primary job is that of monitor and secondary function is the talk to the company on the company frequency to co-ordinate a parking position.

As the thrust reverser are opened the F/E then makes sure they are not overboosted.

Once at the gate he manages the electrical power for APU or ground power, then completes a Shutdown checklist before disarming the "girt bar" on the entry door escape slide.

Now the flight is over and the de-brief begins.

The I.O.E. Instructor comments on all phases of flight for the new F/E. Standard techniques are stressed as well as "flow patterns" for throwing switches. By approx. the third observation leg the new F/E is expected to operate the flight on his own with no Instructor inputs.

If the student has problems he is removed form the F/E seat and the Instructor replaces him as the active F/E.

One signed off as complete he is now allowed to "fly the line".