Stage 2 B747 Sim Type
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Stage 2 B747 Sim Type
Hi, guys!
Everything I knew so far about my upcoming Final Interview in Hong Kong at the end of October suggested that B747-200 Simulator will be used for the evaluation. By everything I mean all your posts, what I have been told by the interviewers during Stage 1, the paperwork I received from Hong Kong - everything.
However, I just got an e-mail from HR saying that B747-400 Sim will be used... Has anyone who went through stage 2 recently been tested in a 744 Sim? Is it a new policy or just a typo on the HR's part?
This wouldn't be so bad if I haven't already spent two grand on the Classic Sim... Bummer.
Thanks for the input.
Spektor.
Everything I knew so far about my upcoming Final Interview in Hong Kong at the end of October suggested that B747-200 Simulator will be used for the evaluation. By everything I mean all your posts, what I have been told by the interviewers during Stage 1, the paperwork I received from Hong Kong - everything.
However, I just got an e-mail from HR saying that B747-400 Sim will be used... Has anyone who went through stage 2 recently been tested in a 744 Sim? Is it a new policy or just a typo on the HR's part?
This wouldn't be so bad if I haven't already spent two grand on the Classic Sim... Bummer.
Thanks for the input.
Spektor.
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Spektor wrote:
Off on part 2 next week and received email today with the profile for 744. I'm assuming (as it is dated 14 Sep 05) that this means we'll be in the 400 for the sim ride.
Oh yes, me too!
Slightly worried now - fighter background, so 'glass cockpit' is something that you read about in Flight International, and various ATPL exams. Any -400 guys out there who can tell me that my hour in the classic sim will not have been wasted? Or am I toast...
!!
Just looking at the displays, I assume that the navigation display (in approach mode) is where the ILS will be displayed? I guess that is to one side of the primary display? Is that an easy scan?? Finally, how on earth do you set the speed 'bugs'? Time to crack open Flight Sim I think!
Psy
... Has anyone who went through stage 2 recently been tested in a 744 Sim?
This wouldn't be so bad if I haven't already spent two grand on the Classic Sim... Bummer
Slightly worried now - fighter background, so 'glass cockpit' is something that you read about in Flight International, and various ATPL exams. Any -400 guys out there who can tell me that my hour in the classic sim will not have been wasted? Or am I toast...
!!Just looking at the displays, I assume that the navigation display (in approach mode) is where the ILS will be displayed? I guess that is to one side of the primary display? Is that an easy scan?? Finally, how on earth do you set the speed 'bugs'? Time to crack open Flight Sim I think!
Psy
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The bugs will display automatically when you confirm the landing weight in the box or in the instructers computer so that's easier.
The ILS could also be flown in a VOR mode and that gives you the same presentation as the -200.
I would say you're lucky to be on the -400 ! The -200 has sticky old throttle quadrants, the -400 is much newer so much easier to set the right power. Both in setting power and looking at indications.
Good luck
The ILS could also be flown in a VOR mode and that gives you the same presentation as the -200.
I would say you're lucky to be on the -400 ! The -200 has sticky old throttle quadrants, the -400 is much newer so much easier to set the right power. Both in setting power and looking at indications.
Good luck
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If your assessment is carried out on the -400 it will be all raw data anyway so in fact will be very similar to the -200, just slightly different attitudes.so read and learn the guidence notes you've been sent.................the ILS presentation will appear on the PFD (Primary Flight display) so it makes the scan real easy as everything you need is on one instrument. As soon as you select Vref flap 25/30 in the FMC the required speed bugs are automatically calculated and will appear on the speed tape on the left of the PFD. If you have had a practice in a -200 sim it will probably stand you in good stead for the ride the only other difference is the -400 is a little lighter on the controls !!!! Learn the pitch attitudes and EPR settings from the sim brief and RELAX..........The guy just wants to see if you can flyand if you are "Trainable".....not catch you out or anything, so you will be well briefed and given all the information you require !!!
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Thanks very much for both of the replies, but just to update the situation, today's email suggests that there was a slight admin glitch, and that the sim ride will actually be done in the -200.
B53 what you say makes perfect sense, but remember from our side of the fence it looks a bit different. Typical candidate's perception prior to 2nd interview...
Choice A: Critically important assessed simulator ride in a sim you have 1 hour's experience in.
Choice B: Critically important assessed simulator ride in a sim you have seen pictures of on the Boeing site.
Perhaps slightly overstating the facts, but i'm sure you are with me! Assuming that all goes well however, then that's a different matter. Wall to wall glass and lighter on the controls gets my vote for sure!
Psy
The -200 has sticky old throttle quadrants, the -400 is much newer so much easier to set the right power. Both in setting power and looking at indications.
Choice A: Critically important assessed simulator ride in a sim you have 1 hour's experience in.
Choice B: Critically important assessed simulator ride in a sim you have seen pictures of on the Boeing site.
Perhaps slightly overstating the facts, but i'm sure you are with me! Assuming that all goes well however, then that's a different matter. Wall to wall glass and lighter on the controls gets my vote for sure!
Psy
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goaround on 744 sim
sorry guys, following this discussion with interest sice I have to do the same in a few weeks.
i have got a question about the go-around with the 744.
when you go from flaps30 to 20, do the speed retraction speeds for 10, 5 and 1 also appear automatic on the PFD or do you have to calculate with the Vref +40/60/80?
Thanks!
D.
i have got a question about the go-around with the 744.
when you go from flaps30 to 20, do the speed retraction speeds for 10, 5 and 1 also appear automatic on the PFD or do you have to calculate with the Vref +40/60/80?
Thanks!
D.
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when you go from flaps30 to 20, do the speed retraction speeds for 10, 5 and 1 also appear automatic on the PFD or do you have to calculate with the Vref +40/60/80?
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After receiving my package from the smiling Fedex guy this morning I am now intently following this post. Does anybody have any specs on the -400 EPR settings, AOA at 250kts and 280kts? I've got a -200 sim scheduled in a couple of weeks and I'm now reconcidering.
Thanks in advance
PS. the -400 looks like a blast
Thanks in advance
PS. the -400 looks like a blast
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go around
thx dhoonk
i am also interested in the epr and attitudes for the famous 250 and 280 kts.
it must be great fun to fly such a machine, really looking forward to it.
D.
i am also interested in the epr and attitudes for the famous 250 and 280 kts.
it must be great fun to fly such a machine, really looking forward to it.
D.
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1.18 EPR for both 250 and 280 kts
4 NU for 250 kts
Can't remember the 280 kt attitude off the top of my head but it won't be more than 1 degree different. (would suggest 3 to 3.5 NU)
1.18-1.20 are also the magic numbers for the approach (ils) phase.
These numbers work for the -400 and my memory says that they are very close for the classic sim when I did my sim phase during recruitment.
4 NU for 250 kts
Can't remember the 280 kt attitude off the top of my head but it won't be more than 1 degree different. (would suggest 3 to 3.5 NU)
1.18-1.20 are also the magic numbers for the approach (ils) phase.
These numbers work for the -400 and my memory says that they are very close for the classic sim when I did my sim phase during recruitment.
Last edited by Truckmasters; 7th Oct 2005 at 12:29.
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CX brief for the classic is 1.18 EPR, and 3 NU for 280 knots, I don't remember them giving anything for 250 kts, although Qantas suggest 5 NU (I did a practise sim there).
For information the CX brief suggested 1 NU for the approach (Flap 30), EPR to stay at 1.18. It worked last week!
-400 bit more thrust - might well be different I guess.
Hope that helps a bit,
Psy
For information the CX brief suggested 1 NU for the approach (Flap 30), EPR to stay at 1.18. It worked last week!
-400 bit more thrust - might well be different I guess.
Hope that helps a bit,
Psy
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747-400 sim
Hey guys,
I also received my packet last week and the sim will be performed in the 400. This is the info i have for the 747-200. Can anyone with experience validate that these numbers are roughly equivalent for the 400.
GEAR FLAPS IAS ATT EPR FLIGHT PATH
UP 0 280 2 1.16 STR LVL
“ 0 250 5 1.16 “ “
“ 5 186 7.5 1.22 “ “
“ 10 176 7.5 1.22 “ “
“ 20 166 6 1.22 “ “
DOWN 20 166 6 1.26 “ “
“ 30 156 1.5 1.22 3 DEG des
How much of a throttle quadrant movement do you actually need to change the EPR from 1.16 to 1.22 It seems to me that looking constanly at EPR and then back to the PFD would be a lot more difficult than checking attitude to airspeed. Its true I only fly a tiny CRJ; however, when I think about how i fly I typically only glance at the N1 if I have made a large quadrant movement, not at every flap introduction. Anyway, all advice is definately appreciated for I would like to learn the fly the airplane correctly. I also hope that Cathay doesnt change their plans after I invest in a few sim sessions.
Cheers
I also received my packet last week and the sim will be performed in the 400. This is the info i have for the 747-200. Can anyone with experience validate that these numbers are roughly equivalent for the 400.
GEAR FLAPS IAS ATT EPR FLIGHT PATH
UP 0 280 2 1.16 STR LVL
“ 0 250 5 1.16 “ “
“ 5 186 7.5 1.22 “ “
“ 10 176 7.5 1.22 “ “
“ 20 166 6 1.22 “ “
DOWN 20 166 6 1.26 “ “
“ 30 156 1.5 1.22 3 DEG des
How much of a throttle quadrant movement do you actually need to change the EPR from 1.16 to 1.22 It seems to me that looking constanly at EPR and then back to the PFD would be a lot more difficult than checking attitude to airspeed. Its true I only fly a tiny CRJ; however, when I think about how i fly I typically only glance at the N1 if I have made a large quadrant movement, not at every flap introduction. Anyway, all advice is definately appreciated for I would like to learn the fly the airplane correctly. I also hope that Cathay doesnt change their plans after I invest in a few sim sessions.
Cheers
