DirectEntry Jetstar simride
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DirectEntry Jetstar simride
Hey peeps,
(yes i did use the search button, however only found dated posts)
Does anyone know what simulator the simride is done in these days? Is it still in that old 747 (which i thought was long gone) with Alan M?
Also what does the profile involve?
Cheers,
(yes i did use the search button, however only found dated posts)
Does anyone know what simulator the simride is done in these days? Is it still in that old 747 (which i thought was long gone) with Alan M?
Also what does the profile involve?
Cheers,
Join Date: Oct 2006
Location: somewhere warm
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Sim is done in a 737-400 out of ansett Melbourne, sim rid consists of a take off to 3000 ft then climbing to 6000ft at 1000fpm with some turns , followed by a descent to 3000ft with some turns, then intercept from a sector entry for a RWY 16 MEL twin locator, with a missed approach to 3000ft then you get vectors for a down wind, he will fail a engine, just maintain hdg alt and speed, after 30 sec you get it back then vectors for a ILS 16 to land.
If you need any more help just msg
If you need any more help just msg
About 12 months old...
The exercise is actually conducted in a 737-300 (not 400 as stated) so the attitude/ thrust settings are in fact slightly different to what is shown above, but they offer a great ballpark to start from.
Was met at reception by an old dude, and taken to a briefing room where he confirmed I had paid my $150 and then gave me a very thorough briefing on the exercise. The atmosphere is very relaxed – he makes it clear that there are no tricks, and that anyone with a bit of jet time particularly, should find it quite enjoyable and “a walk in the park”. No radio work and basically self brief of the approach. I told him I would probably say my briefing out loud as normal so I didn’t forget anything which was fine by him, but he isn’t assessing it anyway.
He lets you take the thrust setting table in with you, but you should still have a good idea of them in your head.
The aircraft is lined up on RWY 16 at Mel, ready to go, wind 120/20, so once you are comfortable, stand up the levers (we used 85%N1 – derated) and ask him to “set thrust” (in the briefing he says he will help set takeoff and go-around N1, the rest is up to you)
Rotate to 15 degrees and climb out, gear up, accelerate slightly to achieve 170IAS to 6000 feet. He will call “thousand to go”. He wants smooth, accurate levelling off, as a guide use 10% of you vertical speed to start bringing back power and adjusting attitude. Eg 3000fpm, start levelling 300ft before your altitude. Accelerate to 180IAS and remember to trim.
He then asked for 45deg turns 180 degrees left and right. A little squirt of power as you roll in, then I tend to get both hands on the yoke and start adding the backpressure through about 20 deg AoB. Don’t forget to reduce the thrust as you start rolling wings level again.
Next, climb at 1000fpm, 180IAS, to 8000. Then descend 500fpm, 180IAS to 4000. Just remember it is very sensitive to changes in pitch so make very small adjustments and don’t chase the VSI.
Ok, couple of normal turns to get you onto a pilot intercept of the final course of the 16 Twin Locator approach. Gear down, Flap 15 around 3 miles before descent point and let the speed start coming back. Remember ballooning as flap extends. F30 just prior to TOD, so you fly the whole approach fully configured at 135IAS and around 55% N1. The 737 EHSI has a “track-line”, so you really don’t need to stress about how much drift to lay off. As long as the ADF needle (also shown on the EHSI), and the track-line are on 160 it’s all good. As always, the VSI is your best friend with your descent profile – nail around 700fpm and you can’t go too far wrong. He will read out the DME descent profile, and call your deviation.
Getting near the MDA he calls “go around”, So advance thrust, “Going around, flap 15”, rotate to 15 degrees then “positive rate, gear up, set thrust”, he gets it back to flap 5 at some stage and I think we levelled at 4000 feet. Another normal turn, then a very basic “engine failure”. Eg He reduces thrust lever very slowly and you just need to step on the ball, advance the other thrust lever to about 75% N1 and hold your heading and altitude. He asks you to identify which one has failed, then gives it back.
Gives you a turn and says “from this heading, intercept and track 040 (in my case) to BOL” Remember the track-line on the EHSI. Appropriate sector entry, then into the ILS. Again, configure as before prior to descent, and as always, small adjustments as necessary.
Can’t remember what he had the cloud base set at, but it’s well above the DA, and once visual the assessment ends, and depending on time he will talk you through to landing.
Too easy and good luck!
I want to stress that he wasn’t too worried about procedures or calls, but just accurate flying, and the ability to detect and correct any errors. He prompts you with getting configured, and offers advice eg “Be ready for the ballooning when I put out F30”
DISCLAIMER: This is purely based on my experience, and is not a guarantee that your sim will be the same ☺
The exercise is actually conducted in a 737-300 (not 400 as stated) so the attitude/ thrust settings are in fact slightly different to what is shown above, but they offer a great ballpark to start from.
Was met at reception by an old dude, and taken to a briefing room where he confirmed I had paid my $150 and then gave me a very thorough briefing on the exercise. The atmosphere is very relaxed – he makes it clear that there are no tricks, and that anyone with a bit of jet time particularly, should find it quite enjoyable and “a walk in the park”. No radio work and basically self brief of the approach. I told him I would probably say my briefing out loud as normal so I didn’t forget anything which was fine by him, but he isn’t assessing it anyway.
He lets you take the thrust setting table in with you, but you should still have a good idea of them in your head.
The aircraft is lined up on RWY 16 at Mel, ready to go, wind 120/20, so once you are comfortable, stand up the levers (we used 85%N1 – derated) and ask him to “set thrust” (in the briefing he says he will help set takeoff and go-around N1, the rest is up to you)
Rotate to 15 degrees and climb out, gear up, accelerate slightly to achieve 170IAS to 6000 feet. He will call “thousand to go”. He wants smooth, accurate levelling off, as a guide use 10% of you vertical speed to start bringing back power and adjusting attitude. Eg 3000fpm, start levelling 300ft before your altitude. Accelerate to 180IAS and remember to trim.
He then asked for 45deg turns 180 degrees left and right. A little squirt of power as you roll in, then I tend to get both hands on the yoke and start adding the backpressure through about 20 deg AoB. Don’t forget to reduce the thrust as you start rolling wings level again.
Next, climb at 1000fpm, 180IAS, to 8000. Then descend 500fpm, 180IAS to 4000. Just remember it is very sensitive to changes in pitch so make very small adjustments and don’t chase the VSI.
Ok, couple of normal turns to get you onto a pilot intercept of the final course of the 16 Twin Locator approach. Gear down, Flap 15 around 3 miles before descent point and let the speed start coming back. Remember ballooning as flap extends. F30 just prior to TOD, so you fly the whole approach fully configured at 135IAS and around 55% N1. The 737 EHSI has a “track-line”, so you really don’t need to stress about how much drift to lay off. As long as the ADF needle (also shown on the EHSI), and the track-line are on 160 it’s all good. As always, the VSI is your best friend with your descent profile – nail around 700fpm and you can’t go too far wrong. He will read out the DME descent profile, and call your deviation.
Getting near the MDA he calls “go around”, So advance thrust, “Going around, flap 15”, rotate to 15 degrees then “positive rate, gear up, set thrust”, he gets it back to flap 5 at some stage and I think we levelled at 4000 feet. Another normal turn, then a very basic “engine failure”. Eg He reduces thrust lever very slowly and you just need to step on the ball, advance the other thrust lever to about 75% N1 and hold your heading and altitude. He asks you to identify which one has failed, then gives it back.
Gives you a turn and says “from this heading, intercept and track 040 (in my case) to BOL” Remember the track-line on the EHSI. Appropriate sector entry, then into the ILS. Again, configure as before prior to descent, and as always, small adjustments as necessary.
Can’t remember what he had the cloud base set at, but it’s well above the DA, and once visual the assessment ends, and depending on time he will talk you through to landing.
Too easy and good luck!
I want to stress that he wasn’t too worried about procedures or calls, but just accurate flying, and the ability to detect and correct any errors. He prompts you with getting configured, and offers advice eg “Be ready for the ballooning when I put out F30”
DISCLAIMER: This is purely based on my experience, and is not a guarantee that your sim will be the same ☺
