For a few quiet seconds, I struggled to identify the image of two vaguely familiar characters in the photograph. Eventually, the clouds of confusion began to dissipate and I slowly realized I was looking at a scene taken from the Tim Burton movie, Mars Attacks.

The Jack Nicholson character was bent over, leaning forward, with a dazed, cross-eyed look on his bewildered face. Above him stood an eerie Martian with an enlarged brain, pressing a laser gun against Jack’s left temple.

Beneath Jack Nicholson, the words "DC-9 Pilot" were written. Above the Martian’s engorged head, the words "Airbus Instructor" were scribbled. Were my friends trying to tell me something?

The answer to my question was not long in coming. Someone handed me a copy of the latest bid award and I found my name highlighted on the list of prospective Airbus pilots. It was time to prepare for an Initial Ground School after a long hiatus. While everyone laughed, I wondered if the Jack Nicholson character in the cartoon would soon be me.

In November 1997, I visited the Airbus Training Center in Toulouse, France with Captain Andrew Hudson and Captain Jack Lawrence. Our objective was to collect general information about hotels, local facilities and Airbus Training Techniques for the US Airways ALPA Training Committee.

Although our experience was made very pleasant by the gracious folks at Airbus, we left Toulouse much wiser in another respect. We were able to see first hand some of the results of the tremendous amount of hard work that had been done on behalf of the US Airways Pilot Group by Captain Bob Skinner, Captain Tracy Barnett and every other individual who contributed time and effort into making the Airbus training program a reality.

If you have not recently visited the Charlotte Training Center, you will immediately recognize the changes. The Airbus administrative offices are arranged so that the Flight Manager, Senior Check Airmen and Ground School Instructors are all in one centralized location. Since the classroom area is only a few steps away from these offices, the ultimate result leads to an extremely efficient, informational work environment. When questions or problems arise, they are expeditiously addressed.

Due to the large training load, you can expect to attend a 06:00 to 14:00 class, a 10:00 to 18:00 class, or a 14:00 to 22:00 class. Contractually, this is permitted by Section 11D of the Working Agreement. My syllabus called for our class to be in session from 10:00 until 18:00.

At 10:00 on the first day of training, six of us met in the Airbus computer classroom. After the customary introductions, our moderator gave us an Airbus Study Syllabus. We reviewed this handout and then received specific instruction on the operation of the Computer Based Training (CBT) system.

After setting up the entrance protocol by typing in our payroll numbers and passwords, we followed the directions of the instructional program. This action allowed us to become familiar with the methods and mechanics of accessing the respective modular system subjects and their subparts.

The syllabus called for us to study Aircraft General, ECAM, EFIS, APU, Electrical and Fire Protection on day one. The instructor/moderator made sure that each one of us was comfortable with the computer format. From that point on, we were encouraged to begin studying our CBT assignments.

From 12:00 to 12:30 we received Emergency Door Training. Upon completion of this task, we returned to the CBT classroom and tackled the remainder of that day’s assigned subjects. After stopping for a 30-minute lunch at 14:00, we returned to the CBT classroom and completed our day at 18:00.

On day two, our course structure was slightly altered. The 10:00 to 12:30 CBT session was comprised of Engines and Autoflight. After a briefing (12:30 to 13:30) and lunch (13:30 to 14:00) we entered one of the Flight Training Devices (FTDs).

The FTD is neither a simulator nor a cockpit procedural trainer. It is a highly advanced hybrid model of both of these time-tested training devices. It is a cause and effect learning tool. In the FTD you will learn to establish cockpit flow patterns, start engines, conduct normal and abnormal procedures, fly approaches and hopefully reach a synergized, enhanced operational level of understanding about the aircraft and its systems.

Be aware that, unlike a CPT, you will not be permitted to use this device on your own. The syllabus calls for specific tasks to be completed each day during your training. Your instructor must supervise these tasks and only the instructor is permitted to operate the FTD.

You will also learn that every flight instrument, indicator and display is interrelated. The trick to understanding it all is to know where and when to look, so that you can assess and utilize the large amount of displayed flight and aircraft information at your disposal. Your FTD instructor will guide you through this process. (And no, s/he does not have anything to do with sending flowers to anyone!)

By day three, our class had definitely settled into the training mode. The syllabus we used (version date: October 22, 1998) called for the tasks shown in the table below to be accomplished.

On day 10, and on the morning of day 11, complete system reviews in preparation for the FAA Oral Examination were held in the Airbus Computer Classroom. FAA Oral Examinations were conducted on the afternoon of day 11 in the FTD. On day 12, ground school studies were completed with Extended Overwater and Non-Specific Aircraft Training.

When you report to Charlotte to begin Airbus training, you should initially understand that your CBT sessions must be supported by your study of the US Airways Pilot’s Operating Handbook, along with your Test Question handout and your Switch and Lights Diagram booklet.

These aforementioned sources of information are the primary tools you need in order to navigate this course. It would be wise for you to avoid third party informational sources. Many of these types of publications do not have specific information related to the Airbus configuration we have selected for our US Airways aircraft. You could cause yourself unnecessary confusion.

Some members of earlier Airbus training classes reported that the CBT and FTD Syllabus were the source of much angst to them in training. Be advised that the assignments you will study in the POH and in your CBT sessions may not seem to dovetail into the FTD sessions. If this is a concern to you, consult with your ground school instructors. They will point you in the right direction in order to help you understand how everything fits together. Do not delay in asking these dedicated individuals for assistance if you become overwhelmed.

On another note: there is a CBT LAB located near the Airbus classroom. It is open 24 hours a day, seven days a week. Additional CBT computers have been placed in this room so that you can pre-study or review any subject you may choose at a time convenient to you. By all means make use of this valuable resource.

You will also find another important training tool in this area, the MCDU/Flight Profile Computer. This device will enable you to learn the idiosyncrasies of the Honeywell Flight Management System. With the click of a mouse you can load a flight plan, accomplish a takeoff and fly a profile. This device will also allow you to see the Primary Flight Display (PFD) and Navigation Display (ND) instrumentation displays and mode changes encountered in a normal flight profile.

Be advised that you will be paired Captain to First Officer throughout FTD sessions and in the Simulator. You will find out early that CRM is a necessity. If you have never previously subscribed to the idea of CRM, you had better learn to do it now. This is not an aircraft that can or should be flown in the single-pilot mode, either in training or in line operations. Work as a team, just as you would during line operations. I can assure you that you will eventually experience unnecessary problems if you ignore this friendly advice.

Finally, if you feel as though you are drowning; if you have any difficulties during your training; if you become overwhelmed for any reason, please let someone know immediately. You will not, as one instructor so eloquently put it, "be thrown to the wolves." No one wants to see you fail, and you will be pleasantly surprised at the positive response you will receive if you find it necessary to sound the alarm.

This is a new program. There are bumps in the road. Changes designed to improve and enhance this experience are in a constant state of refinement. If you think that you have ideas that will improve the quality of this program, please let your feeling be known. Your use of training critiques will assist the Airbus Training Department in making positive changes.

I would like to say that personal accomplishments in aviation are not achieved without the support and assistance of dedicated administrators, instructors and support personnel. These individuals invest a large amount of blood, sweat and tears into clearing the way for us so that we may conduct efficient and safe line operations. In many cases, they often go unnoticed or unrecognized.

To address this shortcoming, I would like to take this opportunity to express my most sincere appreciation to the entire Airbus Training team, and especially to the following individuals who enabled me to successfully complete my Airbus training:

John Cumberpatch, Bill Allison, Greg Andrews, Greg McIntire and Dave Harkins