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literally any sentence inside of 3,000 pages worth of operational manuals.
My first three type ratings (along with a dozen other training events) were under the old system. One particular genius that came along with AQP was recognizing the point- lessness of forcing pilots to memorize the manuals. You can do it, but two weeks after the oral, you’ll have forgotten 95 percent of it. More important is the ability to find the guidance you need when you encounter the one-in-a-hundred events that require it. Likewise, what is the point of emphasizing CRM in theory if you don’t allow it during a checkride? A big part of safe flight is com- municating effectively. This is not limited to multi-crew environments.
ATC is obviously a resource on any giv-
en flight, and proper communication with maintenance personnel on the ground can
be the difference between a successful flight and a crisis. Even communication with non-pilot passengers is crucial. Not only will passengers sometimes perceive a threat before a pilot will, but it is also important that they feel comfortable speaking up in the event that they start feel- ing ill. Good communication skills through initial and refresher training allow instructors to focus on areas that the pilot is not fully comfortable in, as well as hone in on the specific skills that are relevant for the type of flying that the pilot engages in. Good communication skills al- low outside perspectives to rescue you from the inevitable bout with myopia that we all occasionally have.
Know Enough, Not Too Much
I am currently at the tail end of training for an Airbus 320 type rating. On the first day of ground, my instructor conceptualized the new standard represented by airline AQP training. He stated that aircraft systems could be categorized into five different levels based upon the depth of system knowledge an individual possessed. Level five is
personnel). The level one requirement is to possess the knowledge needed to safely operate the aircraft. This in- cludes operating limitations, any aircraft-specific memory items, and the level of systems knowledge required to manage abnormal procedures.
This doesn’t mean that more detailed systems knowledge should be avoided. Every aircraft is different, and so is the depth of knowledge required to competently operate a specific airframe. While smaller aircraft can be basic and easy to learn comprehensively, higher performance aircraft can have a hundred thousand parts designed by a thousand different engineers. No single person has a truly comprehensive understanding of a big turbojet. In order to obtain in-depth insight into something like an A320, you’d have to cram a dozen different specialists into the same room. The degree of operational safety that can be obtained while flying such a complex piece of equipment is remarkable. You just have to focus on your part and communicate effectively with other subject matter experts.
where the designing engineers live. Level four is where system specialist techs need to be. Aircraft-specific mechanics reside at level three, while general mechanics get by at level two. Pilots only need to be at a level one.
Level one still represents an awful lot of knowledge, but it recognizes that addi- tional knowledge is not necessary and may create its own set of problems. The deeper the knowledge that you have, the more likely you will be tempted to troubleshoot an issue in the air. The better response is to follow any abnormal guidance published by the aircraft manufacturer, get the aircraft
safely on the ground and hand it over to a higher-level source (i.e., maintenance
February 2022 / TWIN & TURBINE • 9
“The intent of training is to produce a safe skillset that pilots can comply with on a regular basis. Even a great pilot on a bad day can get themselves into a great deal of trouble when attempting to comply with an overly complex process.”