B-737 Simulator Assesment - What Should I Expect?
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B-737 Simulator Assesment - What Should I Expect?
Hello everyone.
I have an invitation for a B-737 simulator assessment. It is my firs experience in a civil airliner simulator so I wander what should I expect from such selection process. Can anyone give me some details of what should I point out or where should I get more info?
Thank you in advance!
I have an invitation for a B-737 simulator assessment. It is my firs experience in a civil airliner simulator so I wander what should I expect from such selection process. Can anyone give me some details of what should I point out or where should I get more info?
Thank you in advance!
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B-737 Simulator Assesment - What Should I Expect?
You have details requested below:
- Previous experience as fast jet fighter pilot.
- Sim Assessment with Malev Training Center for Wizzair.
Contact Virtual Flight Centre for info on practice sessions. Best in the business!
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Thank you.
The fact is that I'm curently employed with Air Force and my days off are numbered. I can not afford a trip to UK, or any other wester european country just to have a sim training session.
Any ideea about how can I get some B737 operational procedures?
The fact is that I'm curently employed with Air Force and my days off are numbered. I can not afford a trip to UK, or any other wester european country just to have a sim training session.
Any ideea about how can I get some B737 operational procedures?
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Try this:
SmartCockpit - Airline training guides, Aviation, Operations, Safety
It should help!
Best of luck mate!
SmartCockpit - Airline training guides, Aviation, Operations, Safety
It should help!
Best of luck mate!
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Have they sent through any N1 / EPR vs Pitch info, or profiles - they should?
If not hound them for a brief.
Looks as though you'll be on the NG. I only have the 300 series settings, but I very much doubt it is much different.
737-300
250 kts clean 4deg NU 60%
210 kts clean 6deg NU 58%
Flaps 5 (1800 6deg NU 60%
Glide/S Flaps 30 (Vref+5) 2.5deg NU 58%
(weight + 6 is more accurate for the ILS. EG 51tonnes + 6 = 57%)
Do not go below Vref or you will need all of the thrust to recover, then it will pitch up and quickly go out the window.
Attitude and N1 is the only way and it will sit there if TRIMMED.
Leveling off from the SID can be tricky. Rotate to 15 deg (max 20) with 3 deg per sec. Call for Climb Thrust at 1000 aal and set 10deg NU. Again nail the attitude when leveling off. Climb rate will be anything about 3000 + fpm depending on the weight, so lead it with 300' to 5-6 deg NU and set 58%.
Trim.
These are +/- 1% depending on the day, but a good start. I would have said that the important one is missing - G/S live and G Dn Flp15 needs a fist of thrust to counter the drag as it is ballooning. I cannot find a setting on N1, only EPR for the 757, but try standing the levers up and watching the speed tape. Again, nail your new attitude - approx 5deg NU but this wasn't in the brief (the 757 is 5 Deg NU).
Flaps 1 selected at 210kts and reduce to 190kts
Flaps 5 selected at 190 and red to 180 (nail the pitch att)
Gear Dwn F15 at 2 NM before the Glide and reduce to 150kts (watch for the balloon)
Flap30 0.5NM before G/S reduce to Vref+5 (again it will balloon)
Vref 136kts depending on the weight.
Remember to call for the speeds to be dialed in when you config.
170-180 kts downwind F5
If you do not nail the pitch attitude and the N1 setting, you will never fly a good approach. Due to underslung engines it will pitch up/dwn quite a bit, so set the thrust and let it settle. Use the NU attitudes above as a datum, so if you have to get 200' back, 1/2 deg pitch change only will get it back, then nail your datum attitude again. Use the VSI all the time out of the corner of your eye.
Get Flight Sim X and then get the 737 add-on (I assume it is the 300) Captain Sim – Flight Simulation Software
You will need to get the Support Package 2 download too, to make it run and a good computer.
These are good too.
Saitek Pro Flight Yoke System (PC): Saitek: Amazon.co.uk: PC & Video Games
The pitch and thrust settings aren't the same, but your scan will be great and your capacity up. You will also know where to scan for the info and how to use the track correct line etc....
It may cost a few quid, but it will get you the job and you can use it for OPC/LPC's in the future - I had to buy a new PC to run it, but it worked.
If you PM me if you need more info.
Good luck
If not hound them for a brief.
Looks as though you'll be on the NG. I only have the 300 series settings, but I very much doubt it is much different.
737-300
250 kts clean 4deg NU 60%
210 kts clean 6deg NU 58%
Flaps 5 (1800 6deg NU 60%
Glide/S Flaps 30 (Vref+5) 2.5deg NU 58%
(weight + 6 is more accurate for the ILS. EG 51tonnes + 6 = 57%)
Do not go below Vref or you will need all of the thrust to recover, then it will pitch up and quickly go out the window.
Attitude and N1 is the only way and it will sit there if TRIMMED.
Leveling off from the SID can be tricky. Rotate to 15 deg (max 20) with 3 deg per sec. Call for Climb Thrust at 1000 aal and set 10deg NU. Again nail the attitude when leveling off. Climb rate will be anything about 3000 + fpm depending on the weight, so lead it with 300' to 5-6 deg NU and set 58%.
Trim.
These are +/- 1% depending on the day, but a good start. I would have said that the important one is missing - G/S live and G Dn Flp15 needs a fist of thrust to counter the drag as it is ballooning. I cannot find a setting on N1, only EPR for the 757, but try standing the levers up and watching the speed tape. Again, nail your new attitude - approx 5deg NU but this wasn't in the brief (the 757 is 5 Deg NU).
Flaps 1 selected at 210kts and reduce to 190kts
Flaps 5 selected at 190 and red to 180 (nail the pitch att)
Gear Dwn F15 at 2 NM before the Glide and reduce to 150kts (watch for the balloon)
Flap30 0.5NM before G/S reduce to Vref+5 (again it will balloon)
Vref 136kts depending on the weight.
Remember to call for the speeds to be dialed in when you config.
170-180 kts downwind F5
If you do not nail the pitch attitude and the N1 setting, you will never fly a good approach. Due to underslung engines it will pitch up/dwn quite a bit, so set the thrust and let it settle. Use the NU attitudes above as a datum, so if you have to get 200' back, 1/2 deg pitch change only will get it back, then nail your datum attitude again. Use the VSI all the time out of the corner of your eye.
Get Flight Sim X and then get the 737 add-on (I assume it is the 300) Captain Sim – Flight Simulation Software
You will need to get the Support Package 2 download too, to make it run and a good computer.
These are good too.
Saitek Pro Flight Yoke System (PC): Saitek: Amazon.co.uk: PC & Video Games
The pitch and thrust settings aren't the same, but your scan will be great and your capacity up. You will also know where to scan for the info and how to use the track correct line etc....
It may cost a few quid, but it will get you the job and you can use it for OPC/LPC's in the future - I had to buy a new PC to run it, but it worked.
If you PM me if you need more info.
Good luck
Last edited by PAPI-74; 28th Jan 2011 at 16:56.
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Nice one VJW - I was going to say that I can't help you as the brief that I received had holes like Swiss cheese in the information.
I do remember that, as with any single approach, there is a reduction in stability. Do not over control in roll, but if you do, just stop correcting and make a heading change once it has settled again.
I would approach TOD 5 kts fast (Vref + 10) rather that being slow. Gradual reduction of the throttle over 5-7 NM is easy. Having to apply a fist-full to stay in the air will ruin everything - and your day.
No corrections past the heading bug and focus on the datum (2.5-3 deg NU). Make a correction and go straight back and keep it simple. The closer you are to the runway, the smaller the corrections. Correct and wait.
We all did this in the past, or we wouldn't hold IR's, but it is the first thing we all forget, especially if the pressure goblin starts making noises in our head.
Once you hit the 4D point, put your scan into hyper-drive, cos this is where the cone is getting tighter. Watch for movement on the IVSI in the corner of your eye.
Forget that a job is on the line and you have paid for a hotel / fuel etc. Try and enjoy it, but this only comes with good prep. Get a sim at home, or armchair fly with your arm extended as though you are holding a control column. You will be shocked at how difficult it can be to occupy your brain holding this column, and remember your calls, speeds, SID, SOP's etc...
At 20', slowly reduce the lever, to be closed as you touchdown, and increase your attitude by a few deg. Text book landing.
Oh - and don't go visual too soon. The sims are really bad at giving you an accurate perception. Keep with the ILS upto the threshold, but looking up too. Do not believe the visuals because you will start over controlling, POI, and mess up a great approach. If it is working, don't play with it.
With the Boeing aircraft, you may need to sit higher than you maybe used to. You need to be able to look down the glareshield towards the nose. This gives you a good line of sight to EHSI. If you can't get FSX and the add on, goto airliners.net or just search 737 instruments/ EHIS/ systems etc and get all the info on the scan that you can. Blow it up and get those eyes moving.
Enjoy & I hope this is of use.
I do remember that, as with any single approach, there is a reduction in stability. Do not over control in roll, but if you do, just stop correcting and make a heading change once it has settled again.
I would approach TOD 5 kts fast (Vref + 10) rather that being slow. Gradual reduction of the throttle over 5-7 NM is easy. Having to apply a fist-full to stay in the air will ruin everything - and your day.
No corrections past the heading bug and focus on the datum (2.5-3 deg NU). Make a correction and go straight back and keep it simple. The closer you are to the runway, the smaller the corrections. Correct and wait.
We all did this in the past, or we wouldn't hold IR's, but it is the first thing we all forget, especially if the pressure goblin starts making noises in our head.
Once you hit the 4D point, put your scan into hyper-drive, cos this is where the cone is getting tighter. Watch for movement on the IVSI in the corner of your eye.
Forget that a job is on the line and you have paid for a hotel / fuel etc. Try and enjoy it, but this only comes with good prep. Get a sim at home, or armchair fly with your arm extended as though you are holding a control column. You will be shocked at how difficult it can be to occupy your brain holding this column, and remember your calls, speeds, SID, SOP's etc...
At 20', slowly reduce the lever, to be closed as you touchdown, and increase your attitude by a few deg. Text book landing.
Oh - and don't go visual too soon. The sims are really bad at giving you an accurate perception. Keep with the ILS upto the threshold, but looking up too. Do not believe the visuals because you will start over controlling, POI, and mess up a great approach. If it is working, don't play with it.
With the Boeing aircraft, you may need to sit higher than you maybe used to. You need to be able to look down the glareshield towards the nose. This gives you a good line of sight to EHSI. If you can't get FSX and the add on, goto airliners.net or just search 737 instruments/ EHIS/ systems etc and get all the info on the scan that you can. Blow it up and get those eyes moving.
Enjoy & I hope this is of use.
