Drinking from a Fire Hose: ATOP at the UAL Training Center

It's a cold November Friday evening. I amstanding in the baggage area after deplaning a Boeing 737 at Denver's InternationalAirport. Could it be that I can actually learn the basics of flying Boeing's most prolificjet in just two days?

I am asking myself why I had abandoned my wife, pregnant with our soon to arrive twinboys, to attend a relatively low-profile program known as Airline Training OrientationProgram (ATOP). For some curious reason, when I saw the ATOP ad in a pilotmagazine, I felt "the calling." It was as if I were being summoned like thecharacter in "Close Encounters of the Third Kind" who embarked on a pilgrimageto Devil's Mountain for some mysterious and unknown reason.

ATOP is an independently operated company which has the cooperation and support ofUnited Airlines for the primary purpose of introducing prospective candidates to the worldof the professional airline pilot. The concept was presented to UAL in 1993 by a chapnamed Wayne Phillips. Aside from being an ATP, B737-rated, FAA Pilot Examiner, and acontractor at the United Airlines Flight Center in Denver, Phillips is very active inaviation career education. His career-oriented writings have been featured in manynational magazines and his aviation career workshops have been hosted by the nation'sfinest aviation colleges and flight schools.

Years ago, Phillips had a vision. He reasoned it would make sense for aspiring careeraviators to experience what it is like to train and fly just like a major airline pilotbefore investing thousands of dollars and many years of their lives. He likes to say thatthe ATOP allows a prospective airline pilot to "test drive" his or hercareer before making that substantial commitment of time and finances. United Airlinesseems to agree with him.

With the ATOPconcept in mind - wherein anybody, regardless of pilot certificates, ratings, orexperience level could spend a few days of total immersion in the world's largest aircrewtraining facility - Phillips made the pitch to Captain Bill Traub, UAL's Vice Presidentof Flight Standards and Training at the time. Captain Traub said, "Go for it."

ATOP is technically not a United Airlines program, since the airline is not in thebusiness of conducting schools for low-time pilots looking toward a cockpit career, nor isATOP officially endorsed by the company. However, much of the brass at the UnitedAirlines Flight Center informally acknowledges ATOP and its mission to educate.Periodically, UAL managers and standards Captains will "drop in" to welcome ATOPstudents and explain the real world of hiring and flying at United.

Located at the United Airlines Flight Center (UAL-TK) adjacent to the decommissionedStapleton Airport in Denver, ATOP is a two day immersion into the B-737-200, theCessna 150 of the worldwide airline fleet. For a $395 course fee the student will learnthe normal operation of every system in the cockpit, be trained in start-up flows andtechniques, receive flight procedures indoctrination, and spend two hours in thefull-motion 737 simulator. The student will fly thirty minutes from the left seat as PilotFlying (PF), 30 minutes in the right seat as Pilot Not Flying (PNF), and spend onehour as observer. Courses are normally conducted two to three times monthly over selectweekends for eight to ten pilots maximum.

It is 8:30 AM on day one. My nine other classmates and I are greeted by host, tourguide, lecturer, entertainment committee, and back-seat driver extraordinaire, WaynePhillips. Introductions and a tour start the day, followed by ground school training on737-200 systems which lasts from 10:00 AM until 4:30 PM.

With large charts and an activity board known as a Cockpit Management Trainer, theclass is guided through electrical, hydraulic, pneumatic, fuel, and control systems justto name a few. I felt like an undergraduate student again furiously scribbling notesattempting to learn in a few hours what professionals require years to master. Talk withanyone training at United - there is plenty of time to meet with old-timer Captains andfresh new-hires - and you will hear this time and time again: "Training at United islike taking a drink of water from a fire hose." And, believe me, we were doused!

From 4:30-6:30 PM on the first day, we all alternated into a 737-200 simulator forstart-up flows and techniques. Then, there's homework to keep it all together.

It's easy to get caught up in the atmosphere of United Airlines. The Flight Center,which feels like a cross between a college campus and a professional building, is filledwith people who make their livings in the aviation business. To the others in my class andmyself, this is "Aviation Mecca."

Walking the halls on short breaks for meals and "defueling", we browse theUnited Airlines artifacts which have been collected over the years. The place serves as amuseum to the carrier. Vintage photographs of DC-3's and the pioneers who piloted them,old wooden propellers, and one vintage Link trainer are just part of the collection.

Those of us who sign up for this dose of airline reality each have varying degrees ofpiloting experience. Four colleagues are relatively low-time CFIs plying their trade atvarious flight schools around the country, two pilots have more than 2,000 hours of flighttime, two have some turbo-prop time, and finally two (including myself) have less than 100hours total time.

ATOP classes are generally composed of pilots in these experience levels; about 60%have accumulated between 100-1000 hours of flight experience and are on the very firstrungs of the career ladder; about 35% are working professionals, including militaryinstructors and commuter pilots; about 5% take the course just "for kicks." Theywant to play "Walter Mitty" for the weekend.

Pilots are matched as closely as possible according to experience. I am paired with a98-hour private pilot currently enrolled in a "private to MEI" program inNorman, Oklahoma. Unlike myself, who enrolled in the ATOP to develop a sense ofcareer direction, my partner-in-crime knows precisely why he is there. He has no doubtflying for the majors is his ultimate career dream.

After a full day of cramming on Boeing 737-200 systems and a late night study sessionwith the cockpit trainer to review the flight profile and procedures, both as Captain andFirst Officer, it is back to the hotel for a short night of sleep in preparation for our7:00 AM sim session.

The 737-200 is the basic airplane in the Boeing 737 family. Of the more than 3,000 737sflying today, about a third are 737-200 models. United Airlines still has 25 in the fleetand expect to keep them until the year 2005.

The model we are flying weighs in at 92,000 pounds, a far cry from the tiny 160 HPPiper Cherokee I usually fly. It will cruise at about 435 knots TAS thanks to two Pratt& Whitney JT8D-7 turbofan engines. Fuel burn for a typical mission is about (gulp)6,000 pounds per hour as a "round number" from takeoff through landing.

It is surreal to think that I am about to make the jump from a single-engine runaboutto a full-blown megaton airliner in one leap. But, I am about to do just that...andrealize a lifelong dream at last.

My partner and I meet Wayne at the simulator lobbybrimming with anticipation. As we settle in United's SIM #3 as attentive observers, wewatch the CFIs in our group fly first. This was great since we had the opportunity tobenefit from their "experience."

The first CFI to captain the Guppy (as it is affectionately referred to in theindustry) performs quite well flying the flight profile. It includes a takeoff, vectors inthe Denver terminal airspace, a visual ILS to a touch-and-go, followed by a second ILS inIMC to a full-stop landing. In all, an hour's worth of 737 time, two ILS approaches, andtwo landings can be logged (ATOP uses United's "landing certified" LevelD simulators).

I'm up next! Like a kid getting on Space Mountain at Disneyland, I slip into the leftseat and adjust myself into position. I think to myself as I slither between the seat andthe yoke, "this is definitely not Microsoft Flight Simulator '98!"

With the engines already started (the class performs start procedures on the firstday), I push my toes hard on the top of the rudder pedals to release the brakes. As Islide the right and left engine throttles to the straight up, I watch the Engine PressureRatio (EPR), N1 and N2, EGT, and fuel-flow gauges carefully for normal indications. I callout to the FO, "Set takeoff thrust." My flying partner grabs my hand and movesthe throttle with hand combination to 2.01 EPR for takeoff power.

I cannot believe the realism. This IS the airplane! I feel the acceleration force andthe bumps in the runway as we scream down runway 35L at DEN.

"80 knots" calls the FO.

"80 knots cross-check" I reply.

As I anticipate the V1 speed callout at 134 knots, the "go/no-go" decisionpoint on the takeoff roll, the takeoff is rudely interrupted by a master caution, a bell,and a red engine fire light from engine number two. For a moment I freeze, contemplatingmy options while commandeering the giant hunk of aerospace parts down the runway.

Suddenly, I remember that the V1 call was not made by the FO so I quickly shut downpower and press my toes as hard as I can into the top of the pedals for a timely stop.There is no need to worry about skidding as we are taught that these birds have theaviation equivalent of antilock brakes. Not much use for 99.9% of your flight, but realhandy in a ground emergency requiring a quick stop such as an engine failure or runwayobstruction ... like that Beech 1900 that just crossed the active runway ahead without aclearance.

After taking a deep breath and hearing something from Wayne in the back about the useof the speed brake to assist stopping in an aborted takeoff situation, we are once againlined up for departure on 35L thanks to some simulator wizardry called"repositioning."

This time V1 comes followed by the rotation speed of 136 knots. I coax the yoke towardsme and pitch for 16 degrees on the attitude indicator. We lift off the runway with easeand begin to climb rapidly at 2500 feet per minute.

I somehow remember my first call-out. "Positive Climb. Gear Up." My FirstOfficer dutifully complies.

At 1000 feet, I pitch to 9 degrees for the cruise climb attitude and begin to pick-upairspeed.

"OK for flaps up" calls the FO.

"Set flaps up" What else am I supposed to remember here? Uh, oh yeah!"Set climb thrust and complete after takeoff checklist."

At this point I am flying in more ways than one! The adrenaline is pumping, my handsare getting sweaty, it is like a first date with someone you have a crush on. This wasmy first date ... with a Boeing!

I level off at 8000 MSL and have the FO set fuel flow to 2300 pounds per hour, whichuncannily results in an IAS of 230 knots. (Hey, it really does work the way Wayne said itwould!) If I want 250 knots, I will set 2500 pounds of fuel flow. But, hey ... we are at8000 MSL in the Class B Denver Airspace, and I do not want to bust the 250-knot speedlimit.

"United 456, radar contact. Make right turn heading 090 and maintain 8000,"comes the call from ATC .

"Roger, United 456. Right turn heading 090 and maintain 8000," replies theFO.

I am learning the value of Cockpit Resource Management since my FO not only managesradio communications, but looks for traffic, deals with some of the systems glitches Waynethrows at us just to keep things interesting, and initiates most of the callouts. Thisleaves me with the ability to totally concentrate on my primary duty, to fly. This is justhow the big boys do it.

After the initial jitters begin to evaporate, I settle in and feel pretty good. I amactually flying a B-737 and not breaking too many FARs in the process! Heck, this machineis nothing but a Cherokee on steroids! I maintain pitch at about 4 degrees nose up to keeplevel. This animal is very pitch-sensitive but sluggish in roll, just as advertised inclass.

On the downwind now, ATC calls out, "United 456. Reduce speed to 160 knots andmaintain 8000."

I pull the throttles to idle and begin to slow down. When the airspeed indicatordisplays 175 knots, I call out to my FO who has already set flaps 5, "Set 2800 poundsfuel flow." And, there it is by the numbers: 160 knots IAS.

The moment of truth arrives as I psyche myself up for the approach and my first-everlanding in a multi-engine airplane. I feel the eyes of the two CFIs sitting behind me.

My preparation for this moment came just three days before. I am a VFR-only privatepilot, so prior to coming to United for the ATOP, I did exactly what Wayne hadencouraged me to do when I phoned to register - I called my flight instructor and beggedfor a crash course (pardon the expression) in ILS approaches. We flew three ILS's on a PCsimulator. This is a tad different!

"Localizer alive," proclaims the FO.

"Roger." I switch on the flight director and toggle on the altitude-holdfunction. Then I simply fit the orange delta triangle under the yellow wings of the flightdirector over and over again as the flight director and I guide the 737 down theelectronic pathway toward the runway.

Slowing to the approach speed of 134 knots, I make call-outs based on glide slopeintercept.

1 1/2 dots. "Gear down."

1 dot. "Set flaps 15."

1/2 dot. "Set flaps 30."

The FO scans the radar altimeter and announces, "1000 feet ... 500 feet ... 50 ...40 ... 30 ... 20 ... 10 ..."

At 30 feet, I start pulling back power and the yoke concurrently to flare. It is justabout 20 feet too late. CRUNCH! It is a carrier landing, but we survive! This Boeing 737is on the runway in one piece, I complete my very first ILS and multi-engine landing in ajet!

For the touch-and-go, my FO retracts the speed brake, sets flaps to 15, trims fortakeoff, sets takeoff thrust, and we launch again. We fly the procedure a second time.This time, though, I choose an ILS approach in instrument weather conditions to 200 and ahalf, sky obscured. The second approach is either VFR or IMC, depending on the pilot'swishes. I say to myself, "No Pain, No Gain!" and opt for the approach in IMC.

My peripheral vision picks up the approach lights about two miles from the threshold.Stay on the gauges. Got 100 feet to go, transition outside. Lead the flare a little bitearlier this time. Hang on. Keep it flat. Let it settle. Made it ... greased er on!Reversers now to 1.8 EPR. Turn left. Ground point niner.

Piece of cake!

After an hour break, my partner and I switch seats for the second mission where Iexperience the workload of the First Officer. I learn quickly that the FO - or moreaccurately, the Pilot Not Flying (PNF) - really manages the flight. It is a lot tougherthan I ever anticipated. Thankfully, a script is provided that gives all of the essentialFO callouts and duties.

My limited knowledge of the electrical systems is tested when the generator on engine#2 goes offline because of a Constant Speed Drive (CSD) disconnect. Fortunately, Waynehelps me solve the outage via the Auxiliary Power Unit (APU) backup generator. I wish mywife could have seen me toggling all of those switches ... I must have looked great!

We taxi in and shut down. Done! We did it! All of us in that class accomplish somethingthat only a relative handful on this planet have ever done: fly and land a Boeingairliner. Granted, we have only the most rudimentary knowledge of the airplane whencompared to someone with a B-737 type rating or who has endured the eight weeks oftraining that a United Airlines new-hire goes through. Yet, there is a tremendous feelingof satisfaction seeing the entry in my logbook: "1 hr. B-737, 2 B-737 ILS approaches,2 B-737 landings." I know that I can do this!

All of this is followed by a ninety-minute career briefing detailing the state ofairline hiring and, in particular, what it really takes to get hired by a company likeUnited.

I relive these moments constantly. Like so many aviators, I have toyed with the idea offlying for the majors. For two days, I was able to live the dream...and maybe, just maybe,I'll do it.

I do think anyone even remotely interested in a career with the airlines should takeadvantage of this unique and once in a lifetime opportunity for that "testdrive." However, any aviation enthusiast searching for new experiences will alsobenefit from this training if for no other reason than to understand what goes on up frontin one of those gleaming airliners.

The two days fly by all too quickly. I am now seated in a United DC-10 poised fortakeoff and the return flight to San Francisco. I visualize the crew completing the flowsand checklists. I now realize fully why I had come to ATOP. It is the same reason Ipurchase "United Airlines Future Pilot" pajamas at the UAL-TK company store formy twin boys. Aviation is a passion. It can take us to new and exciting places. Thanks toa simple idea to allow us common folk to taste the fantasy and a major airline thatcontinues to support it, I was ATOP the aviation world!

For more information about ATOP, visit the ATOP Web site at www.B737.com The phone number is 970-887-3737 and the emailaddress is atop737@aol.com. There are hotels withinwalking distance of UAL-TK which have ATOP discount rates, and discount airfares areavailable through United Airlines for ATOP trainees.