Ask for checklists and he'll probably just do them with little or no input from you...important however to ask for them.
A good way to keep your brief straight and logical is to use RANNW...Runway/Assymetric/Normal/Naviads/Notams/Weather. What runway/What will you do if an engine fails/on a normal departure/what navaids will you use on departure. Notams/weather...can you return to land or divert if engine failure after takeoff?
They will (should) give you some target attitudes and thrust settings for various phases of flight...S&L @ 250KIAS that sort of thing...KNOW them and FLY THEM
exactly with small corrections around those basic parameters for deviations...in a jet you
live or die on the ADI.
Keep it trimmed...the 767 electric trim doesn't have a 'clacker' to give you an indication of movement and there is no manual trim wheel...because the aircraft is LOTS bigger and heavier than you are, presumably, use to it will be difficult to 'know' you're in trim by control feel....so do small, rapid inputs and then relax and see how close you are...do you understand what I mean?
Click,click,click check...click, click, check.
Remember those big underslung engines...increase thrust and nose will pitch up and decrease thrust it will pitch down...it is not hard to control and very quickly becomes second nature....reduce thrust add back pressure and trim and visa versa...if you make small corrections you'll hardly notice it unless you don't keep in trim.
Thrust reductions from climb thrust to low altitude/slow cruise..say 3000'/250kts will require a
huge movement of the thrust levers...it will feel almost like selecting flight idle.
Remember Thrust = IAS and Attitude = Flight path.
If you find yourself flying along on one engine with the control column turned one way or the other you have the wrong rudder input...say for instance the right engine is failed and you find to maintain heading you constantly have the control yoke turned to the left you need more left rudder...if the right control horn is down you need less left rudder.
The right amount of rudder for any engine out case will result in a level control yoke (min drag).
If they want to see you return to the field and carry out an approach and landing the little catch all
I use to get back on the ground without forgetting anything is
AAABBC..I call it "3As, 2Bs and a C".
ATIS
Approach in box. (you probably won't use the FMC in your sim ride...he might want to though so perhaps mention it to him)
Autobrakes (use autobrake setting 2 for your sim ride...will equal about 7000' landing distance with idle reverse)
Bugs. Double bug Vref 30, 1 bug on Vref 30 + 40kts = flaps 5 manouver speed, and 1 bug on Vref30 + 80Kts = Flaps 0/clean manouver speed. Don't try an intercept the glideslope of an ILS at less than Flaps 5/more than Vref30+40...the aeroplane will
NOT slow down resulting in having to use the gear as a speed brake on the ILS to get configured for landing.
Brief. Either hand over to the instructor and brief the approach yourself or ask him to brief the salient points and tune/ident the aids for you. I suggest the latter or if he insists you do so hand over to him ("You have Control"/"I have control") Just cover the chart number and date, 25nm MSA, inbound course and frequency, starting height, check ht, minima (bug it and check his) and the missed approach. Keep it quick and simple...34L ILS, 11-?, dated 23 jun 07, 25nm MSA is XXXX", procedure starts at XXXX', call the check ht 1600'/x DME, minima 220' bugged and cross checked, missed approach maintain runway heading climb 3000'..any questions?
If you want to REALLY impress mention fuel (Lower center overhead panel) after he says "No questions"...roughly 1700kg to fly another approach and 1.5minutes/kg..2000kg/30minutes holding...perhaps that is too smart so just mention the fuel considerations.
He'll just
really like to see that you thought about it rather than displaying any type specific knowledge in that area.
Checklist. Carry out Approach checklist...it's on your control column.
They will probably let you land it...it's not generally something they'll mark you on but it's nice to leave a good impression. To give yourself the best chance at a reasonable landing (you might even jag a greaser) starting at Vref 30+ 5kts minimum/on glidesope/thrust stable when the radalt calls "Thirty"' just gently pitch the nose up 3 degrees or so and then
hold that attitude..when it says "Ten" slide the thrust levers closed.
DO NOT keep flaring like you would in a lighty... you'll float at best, particularly if a little fast, or you'll tail strike...probably both...as you close the thrust levers just don't let the aircraft pitch down...hold the landing attitude (2 or 3 degrees nose up) and just let it land.
If you are on glideslope and on speed/thrust stable when you do the above
you will touch down in the touchdown zone...perhaps a little firm...but that is fine...he'll be impressed that you display an understanding of the importance of touching down in the right place and on speed rather than risking 200 pax/expensive aeroplane fecking around like you're in a Cessna.
I think I have told you too much
