Notes for the Instructor for Type Rating syllabus B737 NG

Transcription

1 (Document nr. 305) Notes for the Instructor for Type Rating syllabus B737 NG COPYRIGHT Avion Training BV No part of this manual or its extracts may be reproduced in any form, by print, photo print, microfilm or any other means, without written permission from Avion Training BV Issue 10 Page 1-54

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5 TABLE OF CONTENTS 1 GENERAL FIXED BASE SIMULATOR (FBS) FBS Session FBS Session FBS Session FBS - Session FBS - Session FBS Session FBS Session FBS Sesson FBS Session FBS Session FULL FLIGHT SIMULATOR (FFS) FFS Session FFS Session FFS Session FFS Session FFS Session FFS Session FFS Session FFS Session FFS Session FFS Session PERFORMANCE COURSE Issue 10 Page 5-54

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7 1 GENERAL This information is for Instructors only and is used during Type Rating Course B737 NG. FMC programming and EFIS control panel: Below are the items that are to be included in the FBS sessions regarding FMC programming and EFIS control panel. The instructor demonstrates and challenges the candidates on various items each session and ensures that all items are completed after FBS 10. Pre flight fix page: arc, arc/radial, abeam rta anp/rnp direct to with abeam points intercept final course in LNAV (legs page) Nav data nav options diversion to other airfield use of POS, WPT, ARPT and STA on efis control panel DES NOW VNAV Path/VNAV Speed Max Angle/Max Rate climb DES forecast CLB1/CLB2 and effect on climb when deleted climb/descent speed restrictions N1 limit on the ground and in flight HOLD RTE data on legs page Alternate Destinations / Nearest Airports Engine out lateral offset step climb Altitude restriction (for example: be level 10 miles prior next point) Speed restriction in VNAV fix to fix programming. Issue 10 Page 7-54

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9 2 FIXED BASE SIMULATOR (FBS) 2.1 FBS SESSION 1 Briefing: Objectives Emergency procedures and switches in the simulator. Show the emergency stop switches and the escape hatch. Explain how to operate the bridge. Technical release: No switch manipulations in the cockpit until the technical department has cleared the aircraft for operation. Introduce the bug card. Seat position and adjustment Cockpit lights and operation Cockpit layout/panel names. Scan flows/areas of responsibility during different flight phases. Explain Boeing philosophy of having trigger events in order to start a procedure; e.g. flaps to takeoff position after the ground crew is clear of the aircraft. Scans are used to verify switch position/configuration. No system check required. Division of duties; Captain vs. F/O and PF vs. PM. Procedures to be performed by recall then critical items verified by reading checklist. Checklists are read according to area of responsibility. Before Takeoff and Landing checklists are read by PM and responded by PF. After Takeoff checklist is read and responded by PM. Session to be conducted with reference to SOP s. Demonstrate the normal pre flight of the FMC. Emphasize: Use of proper panel/switch names and checklist responses. Panel scan sequences to be memorized as soon as possible. Issue 10 Page 9-54

10 2.2 FBS SESSION 2 Briefing: Objectives. Explain briefly how the performance manual works, i.e. how to derate using the assumed temperature method. Emphasize the importance of keeping hands and feet on the controls during climb out and descent. Normal resting position of feet should be on the rudder pedals. Also the PM should be ready to assume control of the airplane whenever necessary. The checklist should be held in a such a way that during reading of the a checklist it does not block the view of the instrument panel. Allow candidates to program the CDU with direct coaching where required. Normal Takeoff procedures: - Airspeed bug setting, use of T/O REF page 2. - Takeoff thrust selection via CDU, N1 Limit page. - Engage LNAV (Before Start Procedure by Captain) to track SID when available. - FD and A/T usage. - FMA indications during takeoff ground roll. FMA callouts by PM is a good practice except during takeoff. During takeoff only call: Takeoff (PF)-80 knots (PM)-Check (PF)-V1 (PM)-Rotate (PM). - Rotation rate, use FD pitch bar after rotation. - If not yet selected, 400 ft LNAV. - Autopilot engages in LVL CHG mode. - Set N1 when climbing through 1500 ft AAL. - Flap retraction schedule. - Climb/Cruise/Descent. - Various AFDS modes will be exercised: LNAV used to track CDU-entered flight plan, HDG SEL for vectoring, VOR/LOC for VOR or Localizer tracking, LVL CHG commands pitch to fly manually selected speed, V/S to fly manually selected vertical speed, Autopilot CWS mode, Autothrottle N1, MCP SPD, FMC SPD modes, Approach and Landing: - Control speed by using LVL CHG. - With HDG SEL capture LNAV final track. - With LNAV capture ILS 18C. - Full stop landing. - Session Start with the Preflight and Before Start procedure: Both Pilots should be able to perform Preflight and Before Start procedures with the help of some prompting, clarify any necessary aspects. CDU preparation by candidates, coaching as required. Emphasize procedural philosophy, sequence, scan flow pattern logic, checklist usage and use of proper panel/switch names. Engine Start: Allow crew to perform engine start. Stress engine indications, limitations, crew coordination, stopwatch usage. Practice Before Taxi procedure. Emphasize crew coordination, scan sequence, checklist usage. Before Takeoff procedures: Cabin OK received can be used as a trigger event to accomplish the Before Takeoff procedure. Then Captain asks for the Before Takeoff Checklist. When entering the departure runway, PM switches the STROBE light switch on. Takeoff Clearance received; PM switches FIXED LANDING lights on and sets transponder to TA/RA. Page Issue 10

11 Takeoff procedure: Review Takeoff sequence and flap retraction schedule. Release parking brake. Advance thrust levers to obtain 40%N1. Start timing. Press TO/GA switch to engage auto throttle. Airspeed x-check at 80 knots. V1 and Vr calls. Rotate at 3 degrees per second continuously and smoothly to a 15 degree attitude. Use FD after rotation. Positive rate of climb; PM calls Positive rate and PF commands gear up. At 400 ft AGL (if not yet selected); command LNAV. At minimum engagement height engage autopilot B (F/O); (release yoke before turning A/P on). At 1500 ft AGL set N1, on MCP select N1. If A/P not engaged, revert to manual flight procedures. At 3000 ft AGL start acceleration, set flaps-up speed. Passing the white bug, command flaps 1. Passing ''1'' on speed tape, command flaps UP. When flaps are retracted and ''no light'', select speed 250 or VNAV and PM performes the takeoff procedure. After altimeter reset and time permitting (5000 ft ft), PF commands After Takeoff checklist. Climb / Cruise / Descent: Accelerate to 250 knots, climb to FL 80 with LVL CHG. Climb to FL 100 using V/S. Climb to FL 150 with 290 knots using LVL CHG. Emphasize FMA annunciations. Explain clearly what you see on PFD and ND. Demonstrate EFIS control panel mode selections like APP, VOR, MAP, PLN, CTR and Range selectors. Demonstrate MCP usage. Give vectors, practice turns with HDG SEL, intercept and track radials with HDG SEL and VOR modes. Proceed LEKKO-NORKU-ARTIP-SPY to OA for ILS 18C. Review Descent/Approach procedures and checklists. Descent to FL 100 with V/S. FL 100/ FT call with corresponding procedures Descend to 2000 ft AGL. Approach and Landing: Let crew perform Approach procedures and relevant checklist. Review approach flap/speed schedule with symbols on speed tape. Re-emphasize the flap/speed schedule. Review the SOP / Normal Procedures on Landing Procedure- ILS. Verify both ILS s are tuned & identified, inbound courses set. Verify localizer and glide slope pointers indicating steady and correct on PFD. When on Localizer intercept HDG, arm APP mode. PF arms speed brake, demonstrate proper ARM position. Allow crew to perform the Landing checklist. Perform autoland and brief FMA indications during Approach and Flare. Review standard calls and auto calls from EGPWS and responses (SOP/Normal Procedures). At touchdown disengage A/P. A/T disengages after 2 seconds. Auto braking and reverse thrust during landing roll. After stop allow crew to exercise reverse thrust to get the proper ''feel''. After Landing procedures: PM should be able to perform the After Landing procedure/scan sequence with the help of some prompting. Emphasize crew coordination during Taxi-in, Parking and Shutdown procedures. Issue 10 Page 11-54

12 Allow crew to perform the Shutdown and Secure procedure and checklists. Page Issue 10

13 FBS Session 3 Briefing: Objectives. Brief flightplan, departure, climb, cruise, descent, approach and landing. Review the Pre-flight & Before Start procedures and autoflight modes as necessary. Explain how to plan SIDs and STARs into the FMS by CDU entries. Review flap speed schedule. Emphasis the importance of monitoring the FMA. The FMA shows what the plane is doing. Normal takeoff procedures. Airspeed bug setting via CDU. Explain the importance of cross-checking the zero fuel weight between crewmembers. Point out what happens with FMC calculated speeds during refuelling, and the effect and importance of entering plan fuel. Engage LNAV before engine start to track SID when available. Rotation rate, use FD pitch bar after rotation. If not yet selected, 400 ft LNAV. Minimum engagement height, engage A/P B(F/O),A(Captain) A/P engages in LVL CHG mode. Set N1 when climbing through 1500 ft AAL. Various AFDS modes will be reviewed: - LNAV used to track CDU-entered flight plan. - HDG SEL for vectoring, VOR/LOC for VOR tracking. - VNAV SPD commands FMC calculated speeds. - Manually select/override VNAV calculated speeds. - V/S to fly manually selected vertical speed. - Autopilot CWS mode. - Auto throttle N1, MCP SPD, FMC SPD modes. - Brief auto level off with VNAV engaged and higher MCP selected altitude than altitude constraint in FMC flightplan e.g. LEKKO DEP. Approach and Landing: - Speed control with LVL CHG. - With LNAV to SPY to pick up the hold over SPY. - Descend in the hold. - With LNAV capture ILS 18C. - Autoland, full stop landing. - Session Start with the preflight and before start procedures: Both pilots should be able to perform the preflight and before start procedures within a time frame of 20 minutes and without making too many mistakes. Clarify any problems with the performance manual. Let candidates preflight the CDU + show the correct order. Re-emphasize the importance of the correct scan flow pattern and procedural philosophy. Have all relevant procedures been executed? Engine start: Let crew perform normal engine start. Emphasize engine indications, limitations, crew coordination, stopwatch usage. Practice Before Taxi procedures. Emphasis crew coordination, scan sequence, checklist usage. Before Takeoff procedures: Cabin OK received can be used as a trigger event to accomplish the Before Takeoff procedure. Then PF asks for the Before Takeoff Checklist. When entering the departure runway, PM switches the STROBE light switch on. Takeoff Clearance received; PM switches FIXED LANDING lights on and sets transponder to TA/RA. Issue 10 Page 13-54

14 Takeoff procedure: Review Takeoff sequence and flap retraction schedule. Release parking brake & start timing. Advance Thrust levers to obtain 40% N1 Airspeed x-check at 80 knots. V1 and Vr calls. Rotate at 3 degrees per second, continuously and smoothly to 15 degree attitude. Use FD after rotation. Positive rate of climb; PM calls Positive rate and PF commands gear up. At 400 ft AGL (if not yet selected); command LNAV. At minimum engagement height engage autopilot B (F/O); (release yoke before turning A/P on). At 1500 ft AGL set N1, on MCP select N1. At 3000 ft AGL start acceleration, speed UP. Speed above the white bug and accelerating: command flaps 1. Passing ''1'' on speed tape, Command flaps UP. When flaps are retracted and no light, check and select VNAV. After altimeter reset and time permitting (5000 ft ft), PF commands After Takeoff checklist Climb / Cruise / Descent: Check FMA during Climb, what do you see on PFD & ND? Accelerate with VNAV engaged to 250 knots, climb to FL 120 with VNAV engaged, set FL 80 at MCP, the aircraft will automatically level off at FL 60, alt. constraint LEKKO DEP. Delete alt. constraint and climb FL 120 for level off. At FL 100 accelerate to econ climb speed. From FL 120 climb to FL 160 using VNAV / MAX RATE. Practice with the EFIS control panel. Give vectors, climbs and descents for more MCP practice. Plan from present position to ARTIP and then to SPY. Descend to FL 70. Enter the published hold over SPY. Let crew program hold and where needed assist in programming. Descend in the hold to 2000 ft. Auto brake selection. Exit SPY holding pattern and proceed OA NDB. Approach and Landing: Did crew perform Approach procedures and complete relevant checklists? Review approach flap/speed schedule with symbols on speed tape. Re-emphasize the flap/speed schedule Review the SOP / Normal Procedures on Landing Procedure- ILS. Verify both ILS are tuned & identified, inbound courses set. Verify localizer and glideslope pointers indicating steady and correct on PFD. When on Localizer intercept HDG, arm APP mode. PF arms speedbrake. Crew performs Landing checklist. Perform autoland, review FMA indications during approach and flare. Review calls. After touchdown disengage A/P. Autobraking and reverse thrust during roll out. After stop allow crew to exercise reverse thrust to get the proper ''feel''. After Landing procedures: PM should be able to perform the After Landing procedure/scan sequence with the help of some prompting and without making too many mistakes. Stress crew coordination during Taxi-in/Parking and Shutdown. Allow crew to perform the Shutdown and Secure checklists. Page Issue 10

15 2.3 FBS - SESSION 4 Briefing: Objectives. Explain flightplan, departure, climb, cruise, descent, approach and landing. Explain how to perform a standard crew briefing. Review the flight phases and autoflight modes as necessary. Check what the candidates remember from earlier in the course, help them when they miss relevant information. Ask questions about today s study items. Explain how to plan SIDs and STARs into the FMS by CDU entries. Review and explain flap speed schedule during flap retraction and flap extension. Emphasize the importance of monitoring the FMA. The FMA shows what the plane is doing. Airspeed bug setting via CDU. Rotation rate, use FD pitch bar after rotation. Minimum engagement height, engage A/P B(F/O),A(Captain) A/P engages in LVL CHG mode. Set N1 when climbing through 1500 ft AAL. Various AFDS modes will be reviewed: - LNAV used to track CDU-entered flight plan. - HDG SEL for vectoring / VOR/LOC for VOR or localiser tracking. - VNAV SPD commands FMC calculated speeds. - Manually select/override VNAV-calculated speeds. - V/S to fly manually selected vertical speed. - Autopilot CWS mode. - Autothrottle N1, MCP SPD, FMC SPD modes. - Brief auto level off with VNAV engaged and higher MCP selected altitude than alt. constraint in FMC flightplan e.g. LEKKO DEP. Approach and landing: - Speed control with VNAV engaged via CDU. - With LNAV capture ILS 18C. - Autoland, full stop Landing. Show video Information Management and video Cooperation (see Appendix - Video ) Use of video during the Briefing: - Before you start the tape discuss the goal of the video and its relation with the other items in the briefing or simulator session; introduce the video with a short description of its content (what can the crew expect) and the items they should pay special attention to; give an indication of the length of the video. - After finishing the tape give a short summary of the content and repeat its relation to the other items of the briefing or simulator session; ask if there are any questions. - Session Introduction of the standard crew briefing (see appendix). Review the Preflight and Before Start Procedures: Both pilots should be able to perform these procedures within a time frame of 25 minutes and without making too many mistakes. Let candidates preflight the FMS by CDU entry. Re-emphasize the importance of the correct scan flow pattern and procedural philosophy. Practice a standard crew briefing. Issue 10 Page 15-54

16 Engine Start: Let crew perform normal engine start. Practice Before Taxi procedures. Emphasize crew coordination, scan sequence, checklist usage. Before Takeoff procedures: Stress importance of monitoring taxiing by the PM. Scan sequence to verify departure data correctly set/understood. Cabin OK and follow-up (Before Takeoff Procedure) Before Takeoff procedure completed? Call for (PF) & Read (PM) Before Takeoff checklist. When entering the departure runway, PM switches the STROBE light switch on. Takeoff Clearance received; PM switches FIXED LANDING lights on and sets transponder to TA/RA. Takeoff procedure: Review Takeoff sequence and flap retraction schedule. Release parking brake & start timing. Advance Thrust levers to obtain 40% N1 Airspeed x-check at 80 knots. V1 and Vr calls. Rotate at 3 degrees per second, continuously and smoothly to 15 degree attitude. Use FD after rotation. Positive rate of climb; PM calls Positive rate and PF commands gear up. At 400 ft AGL (if not yet selected); command LNAV. At minimum engagement height engage autopilot B (F/O); (release yoke before turning A/P on). At 1500 ft AGL set N1, on MCP select N1. At 3000 ft AGL start acceleration, speed UP. Speed above the white bug and accelerating: command flaps 1. Passing ''1'' on speed tape, Command flaps UP. When flaps are retracted and no light, check and select VNAV. After altimeter reset and time permitting (5000 ft ft), PF commands After Takeoff checklist Check correct operation of anti-ice (see Supp. Norm. Procedures) Climb / Cruise / Descent: Check FMA during Climb, what do you see on PFD & ND? Accelerate with VNAV engaged to 250 knots, climb FL 120 with VNAV engaged, set FL 80 at MCP, the aircraft will automatically level off at FL 60, alt. constraint LEKKO DEP. Delete altitude constraint and climb FL 120 for level off. At FL 100 accelerate to econ climb speed. From FL 120 climb to FL 140 using LVL CHG. Climb to FL 150 using V/S. Point out FMA indications. Practice with the EFIS control panel. Give vectors, climbs and descents for more MCP practice. Emphasize that CDU entries in-flight shall in principle be done by the PM. Simple entries may be done by the PF after confirmation with the PM. Explain the Boeing philosophy that the PF should avoid being occupied with CDU entries, while flying the aircraft needs all his attention (e.g. busy airspace, climb and descent). When PF wants to program an entire approach and arrival he may temporarily hand over controls to the PM or have the PM do this. Plan from present position to ARTIP and then to SPY. Descend to 2000 ft. Plan a VNAV Descent via CDU entries, Proceed to OA. Page Issue 10

17 Approach and Landing: Did crew perform Approach procedures and complete relevant checklists? Check knowledge of NP s & SOP Landing Procedure - ILS Crew performs Landing checklist. Perform autoland, review FMA indications during approach and flare. Review calls. After Landing procedures: PM should be able to perform the After Landing procedure/scan sequence with the help of some prompting and without making too many mistakes. Stress crew coordination during Taxi-in, Parking and Shutdown. Allow crew to perform the Shutdown and Secure checklist Issue 10 Page 17-54

18 2.4 FBS - SESSION 5 Briefing: Objectives. Hand out the blank FMA training papers and let the candidates try to fill them out. Afterwards go over the correct answers. Brief and question candidates about cold weather operations. Check if they understand how to operate wing and engine anti ice. Brief flightplan, Departure, Climb, Cruise, Descent, Approach and Landing. Review the flight phases and autoflight modes. Airspeed bug setting via CDU. Explain the importance of cross-checking the zero fuel weight between crewmembers. Point out what happens with FMC calculated speeds during refuelling, and the effect of plan fuel. Rotation rate, use FD pitch bar after rotation. Various AFDS modes will be reviewed: - LNAV used to track CDU-entered flight plan. - HDG SEL for vectoring, VOR/LOC for VOR or localizer tracking. - VNAV SPD commands FMC calculated speeds. - Manually select/override VNAV-calculated speeds. - V/S to fly manually selected vertical speed. - Autopilot CWS mode. - Auto throttle N1, MCP SPD, FMC SPD modes. - Approach and landing. - Speed control with VNAV engaged via CDU. - Session Review the Preflight and Before Start procedures: If possible set some switches WRONG e.g. BANK ANGLE SELECTOR or NAV TRANSFER SWITCH to check if the candidates really check the required aspects (controls). Both pilots should be able to perform the Preflight and Engine Start procedures within a time frame of 25 minutes, and without making too many mistakes. Select a failure which will generate an amber flag on the PFD/ND, in order to check if candidates check for DU messages (recall and DU messages must be checked during the instrument crosscheck and during the Before Taxi scan). Not every simulator we use has the same selectable malfunctions for this. Options are: failing a DEU (this generates CDS Fault), failing a Radio altimeter, or failing the wx rdr. Re-emphasize the importance of the correct scan flow pattern and procedural philosophy. Engine Start: Explain the importance of engine indications, limitations, crew coordination, stopwatch usage. Practice Before Taxi procedures. Emphasize crew coordination, scan sequence, checklist usage. Before Takeoff procedures: Stress importance of monitoring taxiing by the PM. Scan sequence to verify departure data correctly set/understood. Cabin OK and follow-up (Before Takeoff Procedure) Before Takeoff procedure completed? Call for (PF) & Read (PM) Before Takeoff checklist. When entering the departure runway, PM switches the STROBE light switch on. Takeoff Clearance received; PM switches FIXED LANDING lights on and sets transponder to TA/RA. Page Issue 10

19 Takeoff procedure: Review takeoff sequence and flap retraction schedule. Airspeed x-check at 80 knots. V1 and Vr calls. Rotate at 3 degrees per second, continuously, smoothly to 15 degree attitude. Use FD after rotation. Check cycling of wing anti-ice. Check for correct anti-ice operation. Climb / Cruise / Descent: Check FMA during climb and what do you see on PFD & ND? Flt the departure with VNAV engaged. At FL 100 auto acceleration to econ climb speed with VNAV engaged. Check crew monitoring of speed with VNAV engaged. From FL 120 climb to FL 140 using MAX ANGLE. Climb to FL 190 using MAX RATE. Practice with the EFIS control panel. Give vectors, climbs and descents for more MCP practice. Check if they enter the correct descent speeds in CDU. Show descend NOW prompt. Check correct briefing. Check if the Descent checklist has been performed. FL 100 / ft call with follow up. Plan from present position to RIVER and hold as required to prepare for the approach. Approach and Landing: When cleared for approach descend to 3000 ft QNH. Did crew perform Approach procedures and complete relevant checklist? This is also a good moment to check if the nav. set up is completed for approach. Course Frequency and Minima must be set before FAF. Check that the aircraft reduces speed automatically in VNAV. Intercept the glide path from 3000 ft and fly in LNAV/VNAV untill 1500ft. At 1500 ft, arm APP mode and engage 2nd autopilot for the autoland. Crew performs Landing checklist. After Landing procedures PM should be able to perform the After Landing procedure/scan sequence. Emphasize crew coordination during Taxi-in/Parking and Shutdown. Allow crew to perform the Shutdown and Secure Procedures and Checklists. Raw data ILS approach & landing (only when time is available) Brief candidates in how we fly an ILS approach. The following items should be discussed: - Instrument scan (airplane symbol on PFD being the primary reference). - Pitch attitude, thrust setting and vertical speed - Importance of making small corrections. - Importance of correcting while deviation is still small (result of good instrument scan). - Brief landing procedure according FCTM. - Start at 2000 ft in landing configuration (Flaps 30 or 40) Issue 10 Page 19-54

20 2.5 FBS SESSION 6 Briefing: Objectives. Brief candidates about HIL and DDP. The Right Main Tank FWD FUEL BOOST PUMP is u/s, according the HIL. What are the implications per DDP? Brief candidates about how to interpret the DDP. What do the candidates know about Basic Failure Management? Check if they know the required RECALL items! Brief how to handle ABORTED ENGINE STARTS, and let candidates practice later with and without EEC intervention. Brief other non-normals; Generator drive failure and Smoke, Fire or Fumes. Brief flightplan, departure, climb, cruise, descend, approach and landing. Review the flight phases and autoflight modes as necessary. Emphasize the importance of monitoring the MASTER CAUTION SYSTEM and explain how to use the system and its information. Approach and landing. - Speed control with VNAV engaged via CDU. - With LNAV & VNAV fly part of the flightplan and make sure they return to AMS. - Engage Second A/P for AUTOLAND. - Session Introduction of non-normal Operations: Challenge the candidates to find out if they understand the approach in Basic Failure Management and review necessary aspects. Explain how to interpret HIL and DDP, Right Main Tank FWD FUEL BOOST PUMP INOP by HIL, what is the follow-up? Explain how to handle aborted engine starts, and check if they understand the procedure. Do they understand the EEC shut down features? Review the procedures until engine start: Let candidates preflight the FMS by CDU entry. FAIL Right Main Tank FWD FUEL BOOST PUMP. Engine Start: Enter HOT START on engine no. 1. Let the crew perform the Aborted Engine Start procedure, repeat with other candidate when time permits. Show HOT START with EEC SHUT DOWN, stress differences. Practice communication with Technical Department. Practice Before Taxi procedures. Emphasize crew coordination, scan sequence, checklist usage. Before Takeoff procedures: Stress importance of monitoring taxiing by the PM. Scan sequence to verify departure data correctly set/understood. Cabin OK and follow-up (Before Takeoff Procedure) Before Takeoff procedure completed? Call for (PF) & Read (PM) Before Takeoff checks. When entering the departure runway, PM switches the STROBE light switch on. Takeoff Clearance received; PM switches FIXED LANDING lights on and sets transponder to TA/RA. Takeoff Procedure: Review takeoff sequence and flap retraction schedule. Check correct operation of engine anti-ice. Page Issue 10

21 Climb / Cruise / Descend: ARM SMOKE GENERATOR! Check FMA during climb, what do you see on PFD & ND? Accelerate with VNAV engaged to fly the departure. At FL 100 auto acceleration to econ climb speed with VNAV engaged. What will be the econ climb speed with current CI? Direct them to proceed on a VOR Radial outbound, this needs some more complicated LNAV programming. Practice with the EFIS control panel and CDU. Enter L-GENERATOR DRIVE FAILURE. Guide them through procedure, implications, etc. if needed. Enter ELECTRICAL SMOKE. If smoke is not available, play as if there is smoke development. This is only a demonstration about the procedure, oxygen mask and smoke goggle usage. Do not make them fly the whole approach with the mask on. Plan a VNAV Descent via CDU entries. RADAR VECTORS to final. Auto Brake selection (use QRH for proper calculation). Approach and Landing: Fail AUTO SPEEDBRAKE system to check if candidates notice failure upon touchdown. Did crew perform Approach procedures and complete relevant checklists? Check that the aircraft reduces speed automatically. Review calls. After Landing procedures: PM should be able to perform the After Landing procedure/scan sequence. Stress crew coordination during Taxi-in, Parking and Shutdown. Allow crew to perform the Shutdown and Secure Procedures and checklists. Raw data ILS approach & landing (only when time is available) Brief candidates in how we fly an ILS approach. The following items should be discussed: - Instrument scan (airplane symbol on PFD being the primary reference). - Pitch attitude, thrust setting and vertical speed - Importance of making small corrections. - Importance of correcting while deviation is still small (result of good instrument scan). - Brief landing procedure according FCTM. - Start at 2000 ft in landing configuration (Flaps 30 or 40) Issue 10 Page 21-54

22 2.6 FBS SESSION 7 Briefing: Objectives. What do the candidates know about Basic Failure Management and problem analysis? Brief how to handle Aborted Engine Starts. Brief other non-normal: - Engine Overheat - Engine High Oil Temp - Engine Failure/shutdown - In-flight Engine Start - APU Fire (Controllable) Brief flightplan, departure, climb, cruise, descend, approach and landing. Check the knowledge of the MASTER CAUTION SYSTEM. - Session During this session we will continue with more non-normal operations. Check if the candidates understand the approach in Basic Failure Management and problem analysis. Check if the candidates understand how to handle ABORTED ENGINE STARTS and check if they understand what the procedure is doing. Furthermore do they understand the EEC shut down features? Engine Start: Enter NO N1 on engine #1 during start. (This procedure is a little complicated on the 800 simulator since this failure does not exist. On aircraft page select sound 0%, then malfunction page ENTER sudden engine seizure on engine 1, then go back to aircraft page and select desired sound level.) Now the NO N1 is armed, after completed Aborted Engine Start procedure, restore the failure, but only when N2 is almost zero! Was start lever prematurely advanced to Idle? Before Takeoff procedures: Cabin OK and subsequent actions. All Before Takeoff procedure items completed? Read before takeoff checklist. Takeoff procedure: Review takeoff sequence and flap retraction schedule, followed by the after takeoff checklist. Altimeters STD at transition altitude. Check if candidates operate anti-ice correctly. Climb / Cruise / Descent: Check FMA during climb. What do you see on PFD & ND? Acceleration in VNAV. Climb to new cruise level and check if the candidates enter new altitude in MCP, CDU and AIRCO/PRESS panel. Practice with the EFIS control panel. When level enter ENGINE OVERHEAT; they must operate engine with reduced thrust, at this stage shut down should be avoided. Note: Light extinguishes after approximately 30 seconds. Guide them if needed through procedure and implications. When the light extinguishes how are we going to use the engine during approach and go-around? Enter ENGINE HIGH OIL TEMP and let them accomplish the Engine Failure / Shutdown checklist to practice an in-flight shutdown, then remove failure. Show MAX CONT. THRUST setting. Point out the ENG-OUT page and Nearest APTS page of FMS. Show DRIFTDOWN speeds, etc. Balance fuel by cross feeding as required. Page Issue 10

23 Remove all failures and practice INFLIGHT ENGINE START. Return to AMS, allow time for approach preparation. Auto Brake selection. FL 100 / ft call with follow up. Approach and Landing: Did crew perform Approach procedures and complete relevant checklists? When on intercept HDG arm APP mode on MCP. Crew performs Landing checklist. Review calls. Automatic go-around: Point out speed window blanks in TO/GA mode, speed cursor control via flap setting. Auto braking and reverse thrust during roll out. After Landing procedures: When After Landing procedure is accomplished enter controllable APU FIRE. After Landing and Taxi in enter GROUND POWER to finish with Shutdown and Secure procedures. Raw data ILS approach & landing (only when time is available) Brief candidates in how we fly an ILS approach. The following items should be discussed: - Instrument scan (airplane symbol on PFD being the primary reference). - Pitch attitude, thrust setting and vertical speed - Importance of making small corrections. - Importance of correcting while deviation is still small (result of good instrument scan). - Brief landing procedure according FCTM. - Start at 2000 ft in landing configuration (Flaps 30 or 40) Issue 10 Page 23-54

24 2.7 FBS SESSON 8 Briefing: Objectives. Check the level of knowledge of Basic Failure Management. Explain how to handle ABORTED ENGINE STARTS, and let candidates practice Wet start (No Ignition). Review other non-normal: - Wheel well fire - Hydraulic system failure - Engine fire Brief flightplan, departure, climb, cruise, descend, approach and landing. Emphasize the importance of monitoring the MASTER CAUTION SYSTEM and explain how to use the system and its information. Approach and landing. Speed control with VNAV engaged via CDU. - Session We will continue with more non-normal operations: Check if the candidates understand the approach in Basic Failure Management and problem analysis. Check if the candidates understand how to handle ABORTED ENGINE STARTS and check if they understand the procedure. Do they understand the EEC shut down features? Engine Start: Enter NO IGNITION on engine #2 (IGNITION EXCITER FAILURE). Reset failure. Practice communication with technical department. Practice Before Taxi procedures. Emphasize crew coordination, scan sequence, checklist usage. Before Takeoff procedures: Cabin OK and subsequent actions. All procedures (items) completed? Read Before Takeoff checklist. When entering the departure runway, PM switches the STROBE light switch on. Takeoff Clearance received; PM switches FIXED LANDING lights on and sets transponder to TA/RA. LOVIS takeoff. First enter CAT I, then CAT II and finally CAT III WX conditions. Point out visual segments and associated BOM restrictions. Takeoff procedure: Review takeoff sequence and flap retraction schedule. Check if they operate anti-ice correctly. Climb / Cruise / Descent: Check FMA during climb. What do you see on PFD & ND? At FL 100 auto acceleration to econ climb speed with VNAV engaged. Climb to cruise level. Practice with the EFIS control panel. When level enter WHEEL WELL FIRE, guide them if needed through procedure, implications, etc. Note; failure resets after approximately 3 minutes, otherwise reset manually. Reset failure and reset TEMPS. (Freeze reset page). Enter SYST A HYDRAULIC PUMP Failure. Just look at failure and indications! Enter SYST A HYDRAULIC FLUID LEAK (fast). Point out consequences and how to handle and contain this system failure. After procedure is accomplished, reset failure. Plan CAT III Approach. FL 100 / ft call with follow up. Auto brake selection. Page Issue 10

25 Approach and Landing: Visibility 0 m to force go-around. Automatic go-around: TO/GA, flaps 15, positive rate, gear up. Point out speed windowblanks in TO/GA mode, speed cursor control via flap setting. At missed approach altitude retract flaps, then reposition to final to save time if required. Perform Autoland, review FMA indications during approach and flare. Freeze SIM AT 100 ft and change WX From CAT I to CAT II to CAT III to show visual segments. Repeat this at 50 ft. After Landing procedures: Enter ENGINE FIRE (1 Bottle) after the After Landing procedure is accomplished to force them to execute the engine fire recall items. Shutdown and Secure procedures. Raw data ILS approach & landing (only when time is available) Brief candidates in how we fly an ILS approach. The following items should be discussed: - Instrument scan (airplane symbol on PFD being the primary reference). - Pitch attitude, thrust setting and vertical speed - Importance of making small corrections. - Importance of correcting while deviation is still small (result of good instrument scan). - Brief landing procedure according FCTM. - Start at 2000 ft in landing configuration (Flaps 30 or 40) Issue 10 Page 25-54

26 2.8 FBS SESSION 9 Briefing: Objectives. Dispatch with one fire loop inop according DDP. What do the trainees know about Basic Failure Management? Explain how to handle NO STARTER CUT-OUT and let candidates practice, No recall items! Review other non-normals as: - Leading edge flap asymmetry. - Window overheat. - Pack temperature. Brief flightplan, departure, climb, cruise, descent, approach and landing. Check if they know how to plan an in-flight diversion. Do they still remember how to hold? Emphasize the importance of monitoring the MASTER CAUTION SYSTEM and explain how to use the system and its information. Approach and landing: Speed control with VNAV engaged via CDU. - Session Today we continue with more non-normal operations: Challenge the candidates to find out if they understand the approach in Basic Failure Management and review necessary aspects. Review the preflight phases: Enter ONE FIRE LOOP INOP (A or B) on engine no. 2. Do they observe the faulty loop during FIRE TEST? Engine Start: Enter STARTER VALVE STUCK IN POSITION after engine start switch is engaged and start valve light is visible. Reset failure. Takeoff procedure: Enter LEADING EDGE SLAT 1 STUCK IN POSITION, to trigger LDG EDGE TRANSIT light after takeoff. Do they observe LDG EDGE TRANSIT Light? Consequences? Non-normal procedure! LDG EDGE TRANSIT light checklist. Check correct operation of engine anti-ice. Climb / Cruise / Descent: Force an in-flight diversion when they contact TD, to divert to SPL. When level, guide them if needed through procedure, implications, etc. Fly part of flightplan and return to AMS. Enter WINDOW OVERHEAT, resettable. If not resettable, delete failure. Enter PACK TRIP OFF, resettable. After the procedure is completed RESET failure. FL 100 / ft call with follow up. Auto Brake selection. Page Issue 10

27 Approach and Landing: Set CAT I WX MINIMA. Did crew perform Approach procedures and complete relevant checklists and non-normal procedures? What are leading edge slats doing? VREF according to QRH. Crew performs non-normal landing checklist. Mind: flaps 15, AMBER LIGHT (according to QRH). After Landing procedures accomplished: Check all items completed. Raw data ILS approach & landing (only when time is available) Brief candidates in how we fly an ILS approach. The following items should be discussed: - Instrument scan (airplane symbol on PFD being the primary reference). - Pitch attitude, thrust setting and vertical speed - Importance of making small corrections. - Importance of correcting while deviation is still small (result of good instrument scan). - Brief landing procedure according FCTM. - Start at 2000 ft in landing configuration (Flaps 30 or 40) Issue 10 Page 27-54

28 2.9 FBS SESSION 10 Briefing: Objectives. Dispatch with FLAP SUPPORT FAIRING No 8 according to CDL. What are the consequences? Practice HUNG start. Brief flightplan, departure, climb, cruise, descent, approach and landing. Approach and Landing: - Brief last minute RWY changes. - Explain what happens with FMC inop. - Session Review the Preflight and Before Start Procedures: Both pilots should be able to perform the Preflight up to engine start within a time frame of 20 minutes and without making too many mistakes. Engine Start: HUNG START on engine #2. Practice communication with technical department. Practice Before Taxi procedures. Emphasize crew coordination, scan sequence, checklist usage and Basic Failure Management. Climb / Cruise / Descent: Check FMA during climb and what do you see on PFD & ND? Accelerate with VNAV engaged. Check if they operate anti-ice correctly. Enter SPEED TRIM FAIL. Show indications and operation. Enter FWD CARGO FIRE (extinguishable). Enter Hold PAN PAN call (3x). => Pan Pan, Pan Pan, Pan Pan Return to AMS FL 100 / ft call with follow up. During descent change the landing runway. Auto brake selection. Approach and Landing: Did crew perform Approach procedures and complete relevant checklists and non-normal procedure. Go-Around: landing not possible due to WX below limits. Complete go-around until level at Missed Approach Altitude with flaps up and after take-off checklist completed. Fail FMC. Check conventional navigation. Check instrument set up, is it logical? Practice with ENG DISPL CONTR PANEL to set AIRSPEEDBUGS + N1. If needed radar vectors for ILS. At touchdown DISENGAGE A/P. A/T disengages after 2 seconds. Autobraking and reverse thrust during roll out. After Landing procedures accomplished: Check all items completed. Page Issue 10

29 Raw data ILS approach & landing (only when time is available) Brief candidates in how we fly an ILS approach. The following items should be discussed: - Instrument scan (airplane symbol on PFD being the primary reference). - Pitch attitude, thrust setting and vertical speed - Importance of making small corrections. - Importance of correcting while deviation is still small (result of good instrument scan). - Brief landing procedure according FCTM. - Start at 2000 ft in landing configuration (Flaps 30 or 40) Issue 10 Page 29-54

30 INTENTIONALLY LEFT BLANK Page Issue 10

31 3 FULL FLIGHT SIMULATOR (FFS) 3.1 FFS SESSION 1 During ground school and fixed base training a lot of attention is given to normal and non normal checklists. Basic Failure Management in the context of crew management has been addressed. Candidates have been familiarized in flying raw data ILS approaches during fixed base training. The trainees are expected to be proficient in normal procedures as well as normal checklist reading. The trainees are expected to be proficient in calculating performance (runway analysis, reduced takeoff thrust, bug card, etc.) In this session the objective is to give coaching during the manoeuvres. During climb, give heading / speed / rate-of-climb changes and use intermediate level offs to asses skills of the trainee. This session is used to assess the general flying skills of the trainees. If trainees are unable to perform within the required standards, report this to the Supervisor Initial Training or Head of Training immediately! During every full flight simulator training session, use only 10 minutes for coffee break and seat change! Briefing notes: Brief trainees: Taxi and braking technique according to the NP s and SOPs. Takeoff and rotation technique. Acceleration and deceleration exercise. Steep turns. Raw data ILS attitude, thrust settings and rate-of-descent. Spend time in the briefing to explain once again the importance of effective instrument scanning, timely corrections and avoiding too large corrections. Explain how to scan effectively. Point out the average pitch attitude and thrust settings during various approaches. Explain the different modes which can be used on the ND. Use of the FPV is recommended. Brief candidates the proper landing technique (see FCTM for the correct procedure) and explain how the transition from instrument scanning during approach to visual references outside for landing is made. Use extra time to practice items which are not up to standard and especially raw data ILS approaches. Details: Flight: Weather: Local flight AMS Jet familiarization SAA001 AMS-AMS T/O RWY 24 LDG RWY 18R 35004KT 9999 OVC025 21/15 Q1013 Clearance: Flt plan, FL 100, transponder 2121 Pos: At gate when available Aircraft: ZFW: 59.0 T; FUEL: 7.1 T; MAC: 21% Issue 10 Page 31-54

32 Item Time Cum. time 1. Cockpit set up 00:30 00:30 2. Normal engine start 00:05 00:35 3. Taxi out 00:05 00:40 4. Raw data T/O 24 00:05 00:45 5. Climb FL turns, speed changes + variable R-O-C 00:05 00:50 6. Steep turns 45 00:10 01:00 7. Acc / decel. Vmo without speed brake 00:10 01:10 8. Radar vectors raw data ILS full stop 18R 00:20 01:30 9. Raw data T/O 00:05 01: Radar vectors raw data ILS 18R 00:15 01:50 COFFEE BREAK 00:10 02: Engines running T/O position 00:10 02: Raw data T/O 24 00:05 02: Climb FL turns, speed changes + variable R-O-C 00:05 02: Steep turns 45 00:10 02: Acc / decel. Vmo with speed brake 00:10 02: Radar vectors raw data ILS full stop 18R 00:20 03: Raw data T/O 00:05 03: Radar vectors raw data ILS full stop 18R 00:15 03: Taxi in and shut down 00:10 03: Extra time (See last item in briefing notes ) 00:30 04:00 Notes: 1. In order to give candidates maximum training in raw data approaches consider repositioning the simulator between approaches. 2. Keep in mind that training effectiveness will deteriorate if candidates become too tired after having performed several approaches. Consider swapping seats and letting the other candidate fly if deteriorating training effectiveness is a factor. 3. When a trainee performs below the required level it is of great importance at this stage of the training to find out what the problem is; e.g. instrument scan / overcorrecting etc. and to inform the Supervisor or Head of Training immediately. Page Issue 10

33 3.2 FFS SESSION 2 Show the video: Tail strike avoidance. The trainees are expected to be proficient in normal procedures as well as normal checklist reading. The trainees are expected to be proficient in calculating performance (runway analysis, reduced takeoff thrust, bug card, etc.). In this session, give coaching during the maneuvers when required. During climb give heading / speed and rate-of-climb changes, use intermediate level off to assess skills of trainee. For the engine out familiarization, after the stall exercise is completed at FL 100 reduce one engine to idle and let the trainee fly the aircraft. Give heading / speed / altitude and configuration changes and coach the trainees on rudder trimming techniques according SOP s. No checklist has to be used. This session is used to assess the flying skills of the trainees. If they are unable to perform within the required standards (2 or above) report this to the training supervisor immediately! During every full flight simulator training session, use only 10 minutes for coffee break and seat change! TCAS: The range of scenarios should include all possible warnings and multi threat encounters. Instead of incorporating this in LOFT training give the candidates a couple of scenarios. GPWS: The scenarios should give the candidates confidence that the proper and timely response to GPWS cautions and warnings will result in the aircraft avoiding a CFIT accident. Instead of incorporating this in LOFT training give the candidates a couple of scenarios. Perform these in zero visibility. Candidates should demonstrate taking the correct actions to prevent a caution developing into a warning and, separately, the escape maneuver needed in response to a warning. Briefing notes: Brief trainees: Rotation. Use of F/D. Reading of the FMA. Stalls in different configurations. Engine out familiarization at level flight. TCAS: - ATC clearance conflict with RA and actions. - Traffic avoidance manoeuvres from ORH following TA, RA, descend below 1000, climb RA in landing configuration - Result if RA is not followed (TCAS-TCAS coordination) - Minor pitch change required to satisfy RA commands. Important point to stress is that all manoeuvring to RA should be smooth. It is easy to put the aircraft in an unsafe situation when overreacting to the RA (other traffic, aircraft envelope). 0.3 g is required and manoeuvring should start 2.5 second after the RA. Additionally pax and cabin crew may not be in their seat when RA manoeuvring is required - Windshear/GPWS and Stall warnings take precedence over TCAS GPWS: - Differences between GPWS cautions and alerts. Indications and aural alerts. - Terrain avoidance manoeuvre (ORH). - Terrain ahead of the airplane may exceed available climb performance. - GPWS does not account for manmade obstacles. - Maximum thrust is against the forward stop. PNF must check maximum thrust is set. Non precision approach procedures. Go-around procedures. Use extra time to practice items which are not up to standard and especially raw data ILS approaches. Issue 10 Page 33-54

34 Details : Local flight AMS Jet familiarization N-1 familiarization Intro F/D Aborted engine start F/D go-around Flight : SAA002 AMS-AMS T/O RWY 24 LDG RWY 27 and 18C Weather : 35005KT 9999 OVC025 21/15 Q1013 Clearance : Runway heading, climb FL 100, transponder 2122 Pos : At gate if available Aircraft : ZFW: 59.0 T; FUEL: 7.1 T; MAC: 21% Item Time Cum. time 1. Cockpit set up 00:25 00:25 2. Hung start engine no. 2 / normal start engine no. 1 00:07 00:32 3. Taxi out 00:03 00:35 4. F/D only T/O 24 - climb to FL :05 00:40 5. Stalls: 1-flaps up / 2-flaps 15 gear dn / 3-flaps 30 gear dn 00:15 00:55 6. N-1 familiarization heading/speed/altitude/config. changes 00:15 01:10 7. TCAS and GPWS training 00:20 01:30 8. Radar vectors F/D VOR/DME 27 + F/D G/A 00:15 01:45 9. Radar vectors F/D ILS 18C full stop 00:10 01:55 COFFEE BREAK 00:10 02: Engines running T/O position 00:10 02: F/D only T/O 24 climb FL :10 02: Stalls: 1-flaps up / 2-flaps 15 gear dn / 3-flaps 30 gear dn 00:15 02: N-1 familiarization heading/speed/altitude/config. changes 00:15 02: TCAS and GPWS training 00:20 03: Radar vectors F/D VOR/DME 27 + F/D G/A 00:15 03: Radar vectors ILS 18C full stop 00:10 03: Taxi in and shut down 00:10 03: Extra time (See last item in briefing notes ) 00:10 04:00 Note: 1. When a trainee performs below the required level 1 for this stage of training it is of great importance at this stage of the training to find out what the problem is; e.g. instrument scan / overcorrecting etc. and to inform the Supervisor or Head of Training immediately. Page Issue 10