Pilot Training Insights from Captain Frank Condon

Frank, you have vast experience to share and you understand that the final step in a student pilot’s training journey is a big one in their flying careers. The first question they might ask is… should I do an MCC/JOC or an APS MCC course? Can you explain the difference?

Firstly, MCC and APS are relatively new courses. Crew Resource Management (CRM) courses were introduced in the 90’s to help crews work better as a team. So, these are relatively new requirements but they’re integral to the training of today’s professional pilots. The MCC is a mandatory course and today, most airlines require it. This is mainly because Type Ratings are very expensive for airlines to run, so they see the MCC as a way of reducing the time needed to instruct students on multi crew operations during the type ratings.

The MCC/JOC and the APS MCC are quite similar in that they offer the same basic requirements. However, the main difference is the end point: with the MCC, you will fulfil the primary task, which is to transition from single pilot to multi-pilot operations. What the APS gives is the chance to gain more consolidation and to finish the course becoming proficient in handling larger aircraft. This is a big advantage when it comes to doing an airline assessment.

The MCC is a mandatory course and today, most airlines require it.

APS MCC and MCC/JOC course content

At Simtech, both courses begin with Ground School, where students spend either 3 days (for MCC/JOC), or 4 days, (for APS MCC), in the classroom. A qualified CRM or MCC instructor covers all the technical aspects of the course – what’s expected of you, the legal aspects of flying and everything you need to know when you join an airline.

Then you’ll move into the sim. This is where the MCC and APS MCC courses diverge.

The MCC is completed on the XJ simulator, which is a generic jet simulator with the basic flying characteristics of a Boeing 737. We cover not so much the technical aspects of flying the simulator but more how the crew interact and work with each other. It’s SOP (Standard Operating Procedures) driven, concentrating on problem solving, communication, threat and error management, situational awareness.

As part of the MCC we include the Jet Orientation Course (JOC) on the B 737-800 sim, which gives additional sim time to cover some jet handling techniques students wouldn’t learn otherwise. So that’s 7 days in the sim, in addition to the 3 days in Ground School.

The APS, on the other hand, gives you 10 days in the sim.

The big difference between the APS and MCC-JOC is that you get 30% more sim sessions.

At Simtech, APS students spend 10 days in the Boeing 737-800 sim, building on from what they have learned during their PPL, CPL and their multi-engine instrument rating (MEIR).

They also learn how to use standard commercial aircraft systems, including the flight director system, which is an aid to assist the pilot flying on instruments and is something that they may not have seen before. It’s a very valuable aid. Although it can initially be a little overwhelming for students and it takes 2-3 simulator sessions to become comfortable.

In addition, they learn to use the flight management computer (FMC), become familiar with RNAV, which is area navigation, and VNAV, which is vertical navigation, and the autopilot, which will ease their workload hugely.

Simulator types used for MCC courses – what is best?

Let’s talk about simulators because this could have a big potential impact on the future of a student’s career. Talk us through the options and the implications.

There are two basic categories of simulators: generic simulators, like the XJ or Alsim, which the majority of flight schools use, and specialised simulators like the Boeing 737 and A320 simulators. We have all three at Simtech, not just for MCC and APS courses but also for ongoing professional pilot training and checking.

Generic sims are absolutely sufficient for completing the MCC course. The XJ simulator, for instance, is based on the instrumentation of a 737, the flight management system of a 737, and the flight control system of a 737. However, everything is simplified to make it easier for the student.

When it comes to the APS course, our students train on the B737-800, which is as close as you can get to actually flying them. You can imagine how much better prepared you’ll be and how less daunting an assessment will be with 40 hours of sim time under your belt on that specific aircraft. It puts the student in great shape for airline selection.

How do students make the choice between training on a Boeing 737 versus an A320 and vice-versa?

If the student is clear that they only want to fly with an Airbus airline, then I would recommend doing the APS course on an Airbus. However, if unsure which aircraft they may be flying in the future and want choice, I would recommend the Boeing.

That’s because the Airbus, by its nature, is quite type specific, even for the APS course. It’s not a generic type of simulator. The Boeing, on the other hand, hasn’t changed that much even since the 1960s, so as a generic type, it’s ideal for the APS course. Even if you train on a 737 and end up doing the assessment on a A320, it’s definitely manageable because the training on the 737 is broadly applicable, and assessors are trained to see the potential of students regardless of the specific type. Obviously, if you’re going to join an airline that flies 737s, then it’s clearly advantageous.

What if your goal is to work for a regional airline? Would you still recommend students complete an APS?

An MCC course is sufficient for any regional airline. We see a lot of European students who come with the objective to apply for a career with their regional airline. Frequently young pilots express the desire to move on to larger aircraft like a Boeing or an Airbus. In that case, some of the bigger airlines will want you to have completed an APS course, and even if they don’t, the fact that you have one is a bonus.

Importance of Instructors commercial flying experience

Let’s talk about instructors. Do they differ much from ATO to ATO?

They can differ, yes. Flight schools will tend to employ full time instructors who may or may not have flown commercially. They’re specialised in teaching the basics and getting students through their initial training. In other ATOs like Simtech, the instructors have many years of experience flying commercial aircraft. They tend to be active or recently retired pilots with backgrounds of flying for various airlines around the world.

This experience is important as all airlines have their own cultures and the student will benefit the variety. And also, with our instructors who are currently flying, you’re going to get all the latest airline best practice procedures.

Is it beneficial for students to have different instructors during their course?

Absolutely. By rotating instructors students get the benefit of the cross-pollination of experience and perspectives, and can pick and choose what’s most relevant to them.

Something that’s important to mention, however, is that we ensure that our instructors are not overly dogmatic. By all means, they can give their current/previous airline’s SOP on a certain thing – but we always stress that each airline will have a different SOP, and a different viewpoint as to the way things should be done, so we try to be as generic as possible.

Simtech has a lot of international students, especially from across Europe. How do they cope with all the training being carried out in English?

I know it can be daunting, but I can say from experience that they cope absolutely fine. In fact, I’d say they thrive. We conduct everything in English from Ground School classes to exercises in the simulator. Our exercises in the simulator are conducted with the instructor acting as a facilitator (as air traffic control, airline operations, engineering, cabin crew etc), and all of that is done through English. Obviously, over the 7-10 sim sessions the student builds on their English proficiency, often without even realising it.

Simtech Aviation is for me, a synonym of high standard training!

EASA and UK CAA approved courses

What about students who are looking to work in the UK?

We offer courses that meet both the EASA and the UK CAA regulations (with UK licenced instructors), and our simulators are regularly audited by both aviation authorities.