extended type rating syllabus b737ng - xs4allstella01.home.xs4all.nl/documents/docs/d061a.pdftype...

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(Document nr. 061 – TM; Appendix A)

Extended Type Rating Syllabus B737NG

Name : ________________________________________________________________

Groundschool Start: End:

Simulator Start: End: Note: Please return this syllabus completed and signed by student and the instructors to Avion

Training. within 3 days after completion of this course.

Note: The company name and logo “SAI BV” has been changed into the new

company name and logo “AVION TRAINING”.

COPYRIGHT Avion Training 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.

Type Rating syllabus

-Extended type rating B737 NG

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ISSUE RECORD

Issue Number Issue Date

10 01-12-2013

11 01-10-2014

12 05-07-2016

12.1 5-12-2016


- Extended type rating B737 NG

TABLE OF CONTENTS

Issue 12.1 - 77

1 INTRODUCTION .......................................................................................................................... 41.1 General ......................................................................................................................................... 4

2 MOCK-UP TRAINING (MU) ......................................................................................................... 52.1 MU – Session 1 ............................................................................................................................ 52.2 MU – session 2 ............................................................................................................................. 62.3 MU – Session 3 ............................................................................................................................ 6

3 FBS ............................................................................................................................................... 73.1 FBS – Session 1 ........................................................................................................................... 73.2 FBS – Session 2 ......................................................................................................................... 103.3 FBS – Session 3 ......................................................................................................................... 133.4 FBS – Session 4 ........................................................................................................................ 163.5 FBS – Session 5 ......................................................................................................................... 233.6 FBS – Session 6 ......................................................................................................................... 263.7 FBS – Session 7 ......................................................................................................................... 303.8 FBS – Session 8 ......................................................................................................................... 323.9 FBS – Session 9 ......................................................................................................................... 353.10 FBS – Session 10 ....................................................................................................................... 38

4 PERFORMANCE COURSE ....................................................................................................... 40

5 GROUNDSCHOOL EXAMINATION .......................................................................................... 41

6 FULL FLIGHT SIMULATOR TRAINING (FFS) .......................................................................... 426.1 FFS – Session 1 ......................................................................................................................... 426.2 FFS – Session 2 ......................................................................................................................... 456.3 FFS – Session 3 ......................................................................................................................... 496.4 FFS – Session 4 ......................................................................................................................... 526.5 FFS – Session 5 ......................................................................................................................... 556.6 FFS – Session 6 ......................................................................................................................... 596.7 FFS – Session 7 ......................................................................................................................... 626.8 FFS – Session 8 ......................................................................................................................... 656.9 FFS – Session 9 ......................................................................................................................... 696.10 FFS – Session 10 ....................................................................................................................... 716.11 FFS - Zero Flight Time Training (optional) ................................................................................. 746.12 FFS –Skill Test ........................................................................................................................... 756.13 Visual circuits (optional) .............................................................................................................. 766.14 LOVIS (optional) ......................................................................................................................... 77



Issue 12.1 - 77

1 INTRODUCTION

1.1 GENERAL This book contains both the theory training (“groundschool”) and practical training of the extended type rating course for a Boeing 737 NG. For course related procedures refer to document 061 “Training Manual Type Rating”.



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2 MOCK-UP TRAINING (MU)

The MU training consists of 3 days theory (CBT) during the first part of the day and practical training in the mock-up during the second part of the day.

2.1 MU – SESSION 1

• Theory Pubs Check: Together with the instructor check all manuals for completeness and make sure they are up to date. Ensure the laptop is working properly. Explain that the Boeing NP’s, Boeing SOP’s and FCTM are the standard way of operating. For Non-normal operations refer to the QRH. Study the checklist with the correct responses (1.1 Mock up Appendix 1). The CBT also has a chapter Normal Procedures, trainees should not study this. Introduction to all manuals. See 1.0.1 :”Introduction to the ground course , getting prepared . Boeing NP’s: 11.1 (Introduction) up to and including 21.34 (Before Takeoff Procedure) FCOM Volume 2: chapter 1 (Airplane gen., emergency equipment, doors, windows). CBT: up to lighting and water. • Practical Training Objectives Session The objectives of this session are to: • Familiarize with the B737 next generation cockpit: • Introduce pre-flight procedures; • Introduce areas of responsibilities; • Introduce the normal checklist.



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2.2 MU – SESSION 2 • Theory

Boeing NP’s: 21.48 (After landing procedure) up to and including 21.51 (Secure Procedure) Boeing Standard Operating Procedures: Chapter 1 (General) and Chapter 2 (Ground operations) FCOM Volume 2: chapter 7: Engines, APU. CBT: - engine indications (30 min.) - engine thrust reverser system (17 min.) - engine start and ignition (35 min.) - auxiliary power unit (15 min.) VIDEO: Volcanic ash BOM: 8.1.11: Aircraft technical log 8.3.8.11: Volcanic ash

• Practical Training

The objectives of this session are to: • Familiarize with the B737 next generation cockpit; • Practice the pre-flight procedures with the use of the normal checklist; • Demonstrate areas of responsibilities; • Practice challenge and response to the before start checklist.

2.3 MU – SESSION 3 • Theory

FCOM Volume 1: chapter 0 (tail numbers/registration), revision record, bulletins and Limitations. CBT: - FMC familiarization (26 min) - pre-flight (26 min) - route entry (11 min) - legs (11 min) - Bleed air system (23 min) - Air Conditioning System 737-800 (16 min) - Pressurization system (23 min) - Fuel system (23 min) FCOM Volume 2: - Chapter 2: air systems - Chapter 12: fuel system BOM: 8.3.3: Cost Index


The objectives of this session are to: • Practice the pre-flight procedures with the use of the normal checklist; • Introduce the shutdown and secure procedures; • Practice the shutdown and secure procedure with the use of the normal checklist; • Practice challenge and response to the normal checklist.



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3 FBS

The FBS training consists of 10 days theory (CBT) during the first part of the day and practical training in the fixed based simulator (FBS) during the second part of the day. After completion of the MU training, the trainees will follow the Performance Course. Furthermore an exam will be done by the trainees, see questionnaire.

3.1 FBS – SESSION 1 • Theory Introduction of lido flight plan and load sheet. The instructor will point out where in the BOM this info can be found.

FCTM chapter 2: Ground Operations.

CBT: - Electronic Flight Instrument System (30 min) - Common Display system introduction (20 min) - Air Data Inertial reference system (21 min) - Electrical system (42 min) - Master Caution and System annunciator lights (approx. 10 min.) - Stby flt instruments - Air data systems

FCOM Volume 2: − Chapter 6: Electrical system, chapter 10: Flt instruments displays Chapter 15: Master Caution system • Practical Training - Objectives FBS Session 1 The objectives of this session are to: • familiarize with the cockpit including seating and lighting; • practice normal Pre-flight procedures; • practice Engine Start procedures; • practice normal After Landing, Shutdown and Secure procedures; • Introduce CDU Pre-flight procedure; • Introduce the bug card. - Required Standard Before the session the trainee should be able to: • perform the preliminary preflight procedure up to and including the before takeoff procedure; • perform Shutdown procedure; • perform Secure procedure; • be proficient in the use of the normal checklist and must know all responses to the checklist (see

appendix 1 / Mock-up). After the session the trainee: • will have a good understanding of panel scans, responsibilities and checklist usage; • will be reasonably proficient in normal Pre-and Post-flight procedures. - Preparation Before attending the session study items from TFBS1. Continue to practice the scan flows regularly!!!



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- Notes for the trainee • Panel scan sequences and checklist responses must be memorized as soon as possible • Use cockpit poster for extra practice. You set-up the cockpit and give correct responses to the checklist. • This session is used to cover all ground maneuvering and aircraft handling. • There will be NO flying. • This session is used to familiarize the trainee with the 737 NG flight deck, the displays, instruments and

controls. • This session allows you to demonstrate his/her knowledge about the pre-flight procedures, Before Start

and After Landing procedures while making proper use of the normal checklist in a real environment. • Engine start and shutdown will be practiced in concert with the correct follow-up and checklist order. • There will be no failures during this session. • In the simulator the instructor will demonstrate the correct seat adjustment and eye reference position. • The Before Start checklist must have been completed prior to engine start. The normal start sequence

is to start engine no. 2 first and then start engine no.1. • Engine start is performed after Captain calls “START #___ ENGINE” according to area of responsibility. • When ground equipment is clear, Captain calls for takeoff flaps. - Common Errors and Tips • When looking for the correct seat adjustment, get seated in a way that you can see along the upper

surface of the glare shield with a small amount of the aircraft nose structure visible. You should also be able to see the control column until the bottom edge of the Primary Flight Display is visible. On the Center Forward Panel the auto brake disarm light should be within your field of vision. Remember this seat position.

• Adjust your arm rests correctly so that you can use them as support for your arms. • Control becomes a lot easier that way. • Try out the seat controls so you understand their function. • Get familiar with the proper light controls to improve your sight in a dark environment. • When giving responses to the normal checklist, make sure to give the correct answer. • Keep your finger on the normal checklist so that you know where you are if you have to stop. However,

it is better to finish first and thereafter allow interruptions. • Advancing an engine start lever to idle prematurely can cause a hot start. • Captain keeps his hand on the engine start lever while observing N2, N1, Fuel Flow and EGT until

stabilized. • During taxi, refrain from all activities that can be postponed (paper work, PA, etc.). • Monitor the taxi operation closely and keep a good lookout, do not underestimate the wingspan and turn

radius of the aircraft. • To get the aircraft moving, release brakes, smoothly increase thrust approximately 3/4 inch to start

rolling, maintain this thrust for 2 to 3 seconds, then reduce to maintain momentum. Always think about the jet blast behind the aircraft.

- Lesson plan session 1

Pos init Perf init EHAM at gate ZFW 59 T, Fuel 7 T WX: CAVOK, wind calm, 1013 Standard cost index

Notes: • Motion OFF. • DO NOT USE MOTION in any FBS Session! Start with cockpit preparation, electrical power not established, GPU connected. PF does Preliminary Preflight Procedure and CDU Preflight Procedure. Left seat pilot acts according to the Captains area of responsibility.



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When both pilots are seated: • Demonstrate seat adjustment. • Stress proper seat/eye position • Demonstrate light switches/adjustment. • Demonstrate CDU pre-flight programming. • Continue Preflight procedures and Before Start procedure and checklist. • Engine Start procedure: challenge trainees on engine idle parameters. • Before Taxi Procedure and checklist. • Before Takeoff procedure and checklist. • After Landing procedure. • Shutdown and Secure procedure and checklists. • Time permitting repeat all or part of program. END OF FBS SESSION 1.



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3.2 FBS – SESSION 2 • Theory Performance course and Performance Manual: introduction, TL table, adjustments, example dry. FCTM: chapter 3: Take-off (3.2 t/m 3.12). Special attention to rotation technique.

FCOM: - SOP’s: Chapter 5 (approach & missed approach procedures) - NP’s: 21.41 – 21-43 (approach procedures) FCOM Volume 2: Chapter 4. Automatic Flight.

CBT: - Navigation Displays (26 min) - Map and Plan Modes (19 min) - Automatic Flight introduction (25 min) - roll modes (15 min) - pitch modes (25 min) - take off, approach and go-around (25 min)


- Objectives Session The objectives of this session are to: • practice Preflight, After Landing, Shutdown and Secure procedures; • familiarize with runway analysis and performance manual; • introduce assumed temperature method for derated takeoff thrust; • familiarize with in-flight procedures; • introduce automatic flight; • interpretation flight instruments (what and where to look).

- Required Standard Before the session the trainee should be able to: • perform the Preliminary preflight procedure up to and including the Before Start Procedure within a time frame of 25 minutes; • perform normal engine starts; • perform the Before Taxi procedure; • perform the Before Takeoff procedure; • perform the After Landing procedure; • perform taxi in and parking; • perform Shutdown and Secure procedure. After the session the trainee should be able to: • work with the performance manual; • make a de-rated takeoff using the assumed temperature method; • perform a normal takeoff and climb; • operate the autopilot in basic modes; • interpret the PFD, ND and other instruments; • descend and make an approach followed by an auto land.

- Preparation Before attending the session study items for session 2:



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- Notes for the trainee: • This session is designed to introduce and practice Takeoff, Climb, Cruise, Descent, Approach and

Landing procedures and the performance manual. • You will also continue to practice Preflight and Postflight procedures. • During the preflight, CDU entries will be practiced, with direct coaching from the instructor. • During the flight we will review and examine automatic flight control and flight instruments in greater

detail. • Emphasis will be on:

- Checklist usage, - Crew coordination, - Monitoring, - Automatic pitch / roll / thrust control, - Flight instrument interpretation.

• The panel scan sequences, procedures and responses from Preliminary preflight procedure up to and including the Before Start Procedure should be mastered by now; you should be able to perform these phases within a time frame of 25 minutes.

• You should be able to perform the Engine Start, Before Taxi, Before Takeoff procedures and After Landing, Shutdown and Secure procedures.

• For a normal takeoff you use flight director and autothrottle. • Takeoff thrust is selected in the preflight phase on the CDU on the N1 limit page. • Takeoff thrust is set by advancing the thrust levers to 40% N1. When the engines have stabilized

symmetrically, press the TO/GA switch to obtain T/O thrust. • Engage autopilot at minimum engagement altitude. • At 1500 ft AGL select N1, call “Climb thrust set”. • At 3000 ft AGL start accelerating to minimum clean speed (Flaps up-speed) and initiate flap retraction

on flap speed schedule. • When passing transition altitude, set altimeters to STD. • Perform Takeoff procedure and read After Takeoff checklist. • Climb FL 100 and cruise. • Practice basic operation of the AFDS modes.

- Roll modes; HDG SEL, LNAV. - Pitch modes; V/S, LVL CHG, VNAV, Max angle, Max rate, etc. - Autopilot CWS Mode.

• The procedures before TOD (Descent Procedure) will be practiced, followed by the Descent checklist. • Approach procedure will be performed and follow up with Approach checklist. • Introduction of approach flap/speed schedule. • LNAV tracking to final followed by aut land. • Full stop landing with After Landing, Shutdown and Secure procedures. - Common Errors and Tips • Be sure that your seat and arm rests are in the correct position, this is very helpful during rotation and

manual flying. • Failure to enter present position in FMS correctly. • Although cost index is standard, adjust your climb and descent speeds on the CDU manually (250 KIAS

below 10.000 ft). • Release the parking brake before takeoff, if you want to stay in position use manual braking. • Set 40% N1, let the engines stabilize and remember the thrust lever setting, then press the TO/GA

switch to get T/O thrust. • The F/O takes his hands from the thrust levers after takeoff thrust has been set. The Captain then rests

his hands on the trust levers until the call “V1” has been given. At the V1 call, the Captain releases thrust levers. The F/O places both hands on the control column after the “V1” call.

• At Vr, rotate smoothly with one continuous motion at a rate of 3 degrees per second. Lift off will occur prior to reaching target pitch attitude. Read the FCTM on rotation technique! Do not rotate too fast in order to prevent a TAILSTRIKE!

• Trim the aircraft in short bursts so that there will be no stick forces left, so that the autopilot can be engaged. The autopilot will only engage when no force is applied to the control wheel at the time of the engagement. So release the yoke, then engage!



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• First select ‘flaps-up speed’, then retract flaps according to schedule. • Remember that the “(after)Takeoff procedure” is a flow, performed after the flaps are up followed by the

After Takeoff checklist, read by the PM on request of the PF after passing transition altitude. • The After Takeoff checklist is read and verify. • The landing gear lever in the UP position is a reminder that the Takeoff procedure is not yet completed. • When selecting landing gear to OFF, put the landing gear lever to this position in such a way that

inadvertent DOWN selection will be prevented. • Remember that the bank angle selector only operates in HDG SEL and VOR/LOC modes. • The rule of thumb: 3 NM / 1000 ft is helpful as a guideline to determine TOD. • When decelerating, first select the required flap setting, followed by the correct speed. • The normal aut land approach and landing speed is Vref+5. • Arming the speed brake will be done by PF. • You can only engage the 2nd autopilot after tuning the correct ILS frequency on that particular side. • Engage 2nd autopilot in CMD before 800 ft RA. • After touchdown disengage A/P. - Lesson plan session 2

Pos init Perf init EHAM at gate ZFW and Fuel from flight plan Weather: 180/10 Cavok 1010 Cost index standard Route: flt plan CG from SIM or load sheet

• Normal Preflight, Engine Start, Taxi, Before Takeoff procedures • Normal noise abatement Takeoff, engage autopilot • Use LNAV and LVL CHG • Flap/speed schedule, acceleration and Takeoff procedures • Climbs, descents and speed changes using ALT HOLD, LVL CHG and V/S • Climb using LVL CHG + speed 290 • Demonstrate PFD, ND and MAP selections • Demonstrate EFIS control panel • Turns to heading using HDG SEL • Demonstrate HDG SEL, ALT HLD, speed selection • Demonstrate bank angle selector • Demonstrate VOR mode to track selected radials • Normal Descent procedure • Descend to 2000 ft • Deceleration and flap extension • Approach checklist • ILS approach • Autoland full stop • Taxi in and Shutdown/Secure procedures and Checklists END OF FBS SESSION 2.



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3.3 FBS – SESSION 3 • Theory Introduction of load sheet. The instructor will point out where in the BOM this info can be found. CBT: - FMC climb (16 min) - cruise (13 min) - descent (30 min) - flt plan changes (28 min) - stars approaches - diversions (23 min) - holding (18min) - Communications (25 min) - cruise descent and holding. FCOM Volume 2: - Chapter 11: Flight management, Navigation - Chapter 5: Communications BOM: - 8.1.10 Operational Flight Plan - 8.1.8 Mass and center of gravity - 8.3.2 Navigational Procedures. • Practical Training - Objectives Session The objectives of this session are to: • practice normal flight procedures; • practice working with the performance manual; • practice FMS Preflight programming; • practice autoflight procedures; • interpret flight instrument indications. - Required Standards Before the session the trainee should be able to: • perform the Preliminary preflight procedure up to and including the Before Start Procedure within a time frame of 25 minutes; • perform normal Engine Start and Before taxi procedures; • use the performance manual to some extent; • perform Before Takeoff procedure and Takeoff procedures; • perform a normal takeoff and climb; • operate the basic autopilot modes; • interpret PFD, ND and FMA indications and annunciations in the different flight phases; • perform basic CDU entries; • descend using V/S, LVL CHG and VNAV modes; • make a dual autopilot approach followed by an autoland; • perform After Landing, Shutdown, and Secure procedures.



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After the session the trainee will be able to: • Perform all previously mentioned procedures. • Perform a normal takeoff, climb, cruise, descent, approach and autoland. • Perform Basic CDU entries. • Program the FMS with preflight and departure/arrival data. • Handle the autopilot in the basic modes. • Understand flying with autopilot engaged in LNAV & VNAV modes. • Use the FMC HOLD page to enter a holding pattern. - Preparation Before attending the session study the items of session 3. - Notes for the trainee • This session is designed to practice FMS Preflight programming including departure and arrival. • This session is also used to review and practice Takeoff, Climb and Cruise, Descent Approach and

Landing procedures. • In flight we will review automatic flight control and all A/P Modes. • Emphasis will be on: - FMS Preflight programming; - checklist usage; - crew coordination; - monitoring; - AFDS and A/T; - flight instrument and FMA interpretation and call-outs (by PM); - basic CDU entries. • The panel scan sequences, procedures and checklists until starting engines should be performed within

a time frame of 25 minutes. Engine Start, Before Taxi procedures, as well as After landing, Shutdown and Secure procedures should be mastered by now.

• After the preliminary preflight procedure, program the FMS by CDU entries in the order shown in Normal Procedures (NP).

• The aircraft is parked on runway 24. • Perform a normal takeoff and climb and engage A/P at minimum engagement height. • Practice the AFDS modes, emphasizing LNAV operation. • Hold at SPY by using the HOLD Key on the CDU. • Note the difference between VNAV SPD and VNAV PTH. • Proceed to OA NDB for an ILS 18C. • Autoland 18C. - Common Errors and Tips • Follow the correct scan flows in order not to miss items. • Do you know the difference between being obstacle-, runway- and climb-limited? • Where do you find the engine failure procedure? • Set minimum flap retraction altitude using the correct switch, and familiarize yourself with the switch

operation (recommended). • Read checklist and check the responses. If you missed anything during set-up, evaluate why. • Remember CDU programming sequence. • Failure to enter route data + execute data. • Where do you find departures in the CDU, mind transitions, and remember to execute chosen data. • Before starting engines, put the lower DU on ENG. • Announce starting engine 2 and 1, do not use R and L. • Remember that the F/O times the start sequence (recommended). • Observe starter duty cycle. • Memorize the indications for the engine on a standard day, sea level, stabilized at idle. • The command; ''flaps…… '' is the sign that the ground equipment is clear. • Hold the flap lever until the flap position indicator indicates correct flap setting. • Release parking brake before takeoff, if you want to stay in position, use manual braking.



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• At Vr rotate smoothly with one continuous motion at a rate of 3 degrees per second. • Trim the aircraft so that there will be no stick forces left, otherwise the autopilot cannot be engaged. • The engaged A/P determines master (Ma) FD. • Remember how to perform the Takeoff procedure. • The Bank Angle Selector operates only in HDG SEL and VOR/LOC modes. • Important! The FMA, and not the lighted MCP selector switches, shows in which flight mode you are. • How can you define a waypoint? • Understand the various MCP selections and their indication on the FMA. • The rule of thumb: 3 NM / 1000 ft is helpful as a guideline to determine TOD. - Lesson plan session 3

Pos init Perf init EHAM at gate ZFW 60T, Fuel T

Route, WX Notams: See Lido Standard cost index Crz Alt FL160

Crz wind Automatic ILS runway 18R CG from SIM, flaps 5

• Normal Preflight procedures • Normal Engine Start procedures • Normal Takeoff procedure, engage autopilot • Use LNAV and VNAV • Flap/speed schedule, acceleration and (after)Takeoff procedures • Climb to FL 80 using VNAV • Climb to FL 120 using VNAV • Climb to FL 160 using VNAV / MAX RATE • Demonstrate PFD, ND and MAP selections • Turns to headings - using HDG SEL • Exercise all available AFDS modes • Proceed to ARTIP and SPY with LNAV engaged • Normal Descent procedures • Enter hold SPY at FL 70 • Descend to 2000 ft • Deceleration and flap extension • Approach checklist • Cleared ILS runway 18C • Autoland full stop • Taxi in Parking and shutdown. END OF FBS SESSION 3.



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3.4 FBS – SESSION 4 • Theory FCOM Volume 2: chapter 9: Flight Controls CBT: - primary flt controls (20 min) - secondary flt controls (25 min). Performance course: wet runway, example wet runway. Performance manual: Explanation of the various TL-tables. • Practical Training - Objectives Session The objectives of this session are to: • practice normal flight procedures; • understand Area Navigation (RNAV) principles; • practice CDU preflight programming, incl. departure/arrival; • practice FMC climb, cruise, descent; • familiarize yourself with FMC flightplan change; • continue to develop skills in autoflight use; • continue to develop flight instruments interpretation ability; • introduce a standard crew briefing (see example); • watch video's information management & cooperation. - Required Standards Before the session the trainee should be able to: • perform the Preflight and Before Start procedures within a time frame of 25 minutes; • perform basic CDU entries during Preflight; • work with the performance manual; • perform normal engine starts and Before Taxi procedure; • perform Before Takeoff procedure and Takeoff procedures; • perform a normal takeoff and climb; • operate the autopilot engaged in LNAV & VNAV; • interpret PFD, ND and FMA indications and annunciations in the different flight phases; • perform basic CDU entries; • descend using VNAV mode; • perform a dual autopilot approach followed by an autoland; • perform After Landing, Shutdown and Secure procedures. After the session the trainee will be able to: • perform all previously mentioned procedures; • perform a normal takeoff, climb, cruise, descent, approach and autoland; • perform basic CDU entries with some prompting; • program the FMS with Preflight and departure/arrival data; • handle the autopilot in the basic modes; • understand flying with autopilot engaged in LNAV & VNAV; • track a SID and STAR via FMC flightplan. - Preparation Before attending the session study the items of TFBS4:



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- Notes for the trainee • This session is designed to practice CDU Preflight programming, including departure/arrival, climb,

cruise and descent. • Further development and practice of Takeoff, Climb and Cruise, Descent, Approach and Landing

procedures. • Introduction of FMC flightplan changes. • Reviewing Preflight and Postflight procedures. • In flight we will review AUTOMATIC FLIGHT CONTROL and all A/P Modes. • Emphasis will be on: - CDU Preflight programming; - checklist usage; - crew coordination; - monitoring; - AFDS and A/T; - flight instrument and FMA interpretation; - CDU entries. • The panel scan sequences, procedures and checklists before starting engines should be performed

within a time frame of 25 minutes. • Engine Start, Before Taxi and Before Takeoff procedures, as well as After landing, Shutdown and

Secure procedures should be mastered at this time. • After the preliminary preflight procedure, program the FMS by CDU entries in the order shown in NP’s. • Start with the standard crew briefing (see example). • Practice the AFDS modes, emphasizing LNAV operation. • Plan and practice a VNAV descent and define an end of descent point. • Hold at SPY by using the HOLD Key on the CDU. • Proceed to OA NDB for an ILS 18C. • Autoland 18C. - Common Errors and Tips • Set Minimum Flap Retraction Altitude (recommended) using the correct switch. • Read checklist and check the responses. If you missed anything during set-up, evaluate why. • Can you find the correct de-rated takeoff thrust? • Remember CDU programming sequence. • How do you find your departure in the CDU, mind transitions and remember to execute chosen data. • Failure to change and execute data correctly. • What do you see on the T/O REF page when you have finished programming? • How do you perform a crew briefing? Think and perform in chronological order, what do we have to brief

each other? What would you want to know if you were PM? • Before starting engines, put the lower DU on ENG. • Captain announces starting engines 2 and 1, do not say R and L. • Remember that the F/O times the start sequence. • Observe starter duty cycle. • The command; ''flaps…… '' is the sign that the ground equipment is clear.. • Hold the flap lever until the flap position indicator indicates correct flap setting. • Release parking brake before takeoff, if you want to stay in position use manual braking. • Apply symmetrical thrust to stay aligned with runway centre line. • Use correct callouts! • At Vr rotate smoothly with one continuous motion at a rate of 3 degrees per second. • Do not rotate fast in order to prevent a TAILSTRIKE! • The engaged A/P determines master (Ma) FD. • The gear lever in UP is a reminder that the (After) Takeoff procedure has to be performed. • Remember correct callouts! • Important! The FMA, and not the lighted MCP selector switches, shows in which flight modes you are. • With VNAV & LNAV engaged flight path control is via CDU entries.



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Pos init Perf init EHAM at gate ZFW 60 T, Fuel 8.4 T Weather, 19010KT 3000 BR OVC 005 17/07 Q1020 NOSIG Standard cost inde

• Normal Preflight and Before Start procedures • Normal Engine Start procedures • Normal noise abatement takeoff procedure, engage autopilot • Use LNAV and VNAV • Flap/speed schedule, acceleration and Takeoff procedures • Climb to FL 80 using VNAV • Climb to FL 120 using VNAV • Climb to FL 140 using LVL CHG • Climb to FL 150 using V/S • Demonstrate PFD, ND MAP selections • Turns to headings using HDG SEL. • Exercise all available AFDS modes • Proceed via ARTIP to SPY with LNAV engaged and enter the hold at FL 70 • Normal Descent procedures + Descent checklist • Descend to 2000 ft + Approach checklist • Deceleration and flap extension • Cleared ILS runway 18R • Autoland full stop • Taxi in and Park with applicable procedures END OF FBS SESSION 4.



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FBS 4 - Appendix: Departure Crew Briefing THE DEPARTURE BRIEFING CONTAINS 4 GENERAL ITEMS: 1) Aircraft (HIL/DDP items) 2) Notams 3) Weather (Wet runway/CB's in vicinity of airport etc.) 4) Briefing: Ad 4: - Engine start (only when non-standard):

• Ground Air • Crossbleed

- Pushback (only when non-standard) - Taxi route to takeoff runway - N1 & V1, Vr, V2 - Standard takeoff summarized by the call "standard ":

• in all other cases the non standard takeoff items should be briefed. - Takeoff should be rejected (by the Captain by calling “REJECT”) for any of the following (QRH

Maneuvers): • fire or fire warning • engine failure • predictive windshear warning • if the airplane is unsafe or unable to fly The crewmember observing the non-normal situation will

immediately call it out as clearly as possible. - One may summarize the rejected takeoff drill including:

• Thrust levers close • A/T disengage • Speed brakes • Initiate reverse thrust • PM monitors Autobraking / SPD Brakes full up / Reverse thrust with applicable calls • After parking brake set: inform cabin and ATC

- Summarize what is done after V1:

• Emergency procedure / SID / straight ahead (when deviating from SID inform ATC) • At which altitude the recall items will be done (MSL) • Flap retraction altitude (MSL) • Short term plan (altitude / heading / obstacles)

- SID briefing and crosscheck with the LNAV points in the FMC - NAV setup (VOR's / courses set / ADF) - Transition altitude



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Example takeoff briefing by first officer: After a (non)-standard pushback towards ..... we will taxi via ........to runway ..... for a standard takeoff. N1 is 92.3% ; V1=143, Vr=144, V2=150. Below V1: You will decide to abort the takeoff by calling “REJECT” for:

1. fire or fire warning 2. engine failure 3. predictive wind shear warning 4. if the airplane is unsafe or unable to fly

By calling “REJECT”, closing thrust levers, disconnecting A/T, pulling speed brakes manually and applying maximum reverse. You will take over controls by positive input on the controls and stating “my controls”. After a complete stop you will set the parking brake and we will evaluate the problem, take the appropriate action and inform the cabin crew and ATC. After V1: we will initially follow the SID (or continue straight ahead if the first turn on the SID has not yet been made / fly the engine failure procedure), recall items if required at .... ft QNH, acceleration and clean up at .... ft. Then you will inform ATC and we will continue climb to ..... ft which is above the MSA of ..... ft and continue towards ..... and join the hold/ask for vectors. Our takeoff alternate is ...... The SID: The MSA for this departure is .....ft ; routing is via..... In the FMC we have xxx, xxx, so we can make an LNAV departure. XXX should be reached at FL60. The FMC indicates XXX at FL 85 so climb performance is no problem. Nav setup: You have xxx active and yyy standby with the radial 123 set on the course selector. I will take yyy active and xxx standby with course 321 set. xx in the ADF in case of return to EH... Altitude is according the clearance and transition altitude is .... feet. Questions?



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FBS 4 – Appendix Video’s Video: 'Information management’ 'Information management in relation to the quality of the decision'. - Duration 9 minutes. - Goal To understand that there is an important relation between time and the quality of a decision. Taking a decision too fast has the risk that the decision is based upon false or incomplete information. - Short content description By using the British Midland accident as an example, in which the crew shuts down the wrong engine, it

will be made clear that there is an important relation between time and the quality of a decision. This relation between time and quality shows that there is a danger zone at the right (It is better to come

with an effective but may not optimum solution in time, than try to find the most optimum solution which will come too late), but also a danger zone at the left. Taking a decision too fast has the risk that the decision is based upon false or incomplete information.

An adequate decision in the cockpit is essential. Information analysis, planning & anticipation and

decisiveness, in short INFORMATION MANAGEMENT, are essential steps to come to a safe decision. Video: 'Co-operation’ Co-operation: ‘the way we operate as a member of a team, and the way we observe and deal with feelings and signals from others'. - Duration 12 minutes. - Goal To be familiar with the two important “potential risks” which can be responsible for breakdowns in co-operation. - Short content description As human beings we can always forget things or make mistakes. Therefore input from colleagues is

vital to a safe flight deck operation. However, in reality “break-downs” in cooperation are often a cause of incidents and accidents. Why? Why do breakdowns in cooperation occur?

There are two important “potential risks” which can be responsible for break-downs in cooperation.



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• Inadequate communication All communication takes place on two levels, the factual level and the emotional level. In heavy

workload situations with a lot of stress, we easily fall back to communicating on the emotional level rather than on the factual level. The message we would like to get across, is an interpretation of how we feel at the moment. But it doesn't give a clear picture of the actual situation you are in, with its consequences. The result is that the other person does not react on it. Not because of his unwillingness, but because you have not been clear!

Only “communication on the factual level, this means describing the current situation with its

consequences 'including facts and figures” with “ will save the operation. • Interact ional barriers Respect for the four stripes on a captain's sleeve alone, or for someone's job situation, or to keep up a

good relationship can often form an obstacle for open communication. Crew members in these situations could be afraid of pointing out an apparent error to each other. The fear of each pilot or flight engineer to lose face in front of the other seems to dominate their behavior. The result is that we put ourselves in a passive mode, stretching our safety margins, in some cases even to the bitter end. Only “forcing ourselves to always express our concerns in every situation, under every circumstance, the moment they arise” can save the operation and as a result our lives which -after all- we only can lose once.



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3.5 FBS – SESSION 5 • Theory CBT: - Hydraulics (23 min) - Ice and rain protection (32 min). FCOM Volume 2: - chapter 3: Anti-ice and rain. - chapter 13: Hydraulics. BOM: - 8.2.4: De-Icing and Anti-Icing on the ground - 8.4: All weather operations. FCOM Volume 1: Supplementary procedures 16: Cold weather operation. • Practical Training - Objectives Session The objectives of this session are to: • Introduce adverse weather procedures during the briefing. • practice normal flight procedures; • practice CDU Preflight programming, including departure/arrival; • practice FMC climb, cruise and descent; • practice FMC flightplan changes; • familiarize with the use of anti-ice; • continue to develop autoflight mode priorities and use; • continue to develop flight instruments interpretation ability; • enhance crew briefings. - Required Standards Before the session the trainee should be able to: • perform the Preflight and Before Start procedures within a time frame of 25 minutes; • perform CDU entries during Preflight; • perform normal engine starts and Before Taxi procedures; • perform Before Takeoff and Takeoff procedures; • perform a takeoff and climb; • operate the autopilot engaged with LNAV & VNAV; • interpret PFD, ND and FMA indications and annunciation's in the different flight phases; • perform basic CDU entries; • descend using VNAV mode; • perform a dual autopilot approach followed by an autoland; • perform After Landing, Shutdown and Secure procedures. After the session the trainee will be able to: • perform all previously mentioned procedures; • perform a normal takeoff, climb, cruise, descent, approach, and autoland; • perform basic CDU entries (with some prompting if necessary); • program the FMS with preflight and departure/arrival data; • handle the autopilot in the basic modes; • understand flying with the autopilot engaged in LNAV & VNAV; • track a SID and STAR via FMC flightplan; • use anti-ice when needed. - Preparation Before attending the session study the items for TFBS5.



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- Notes for the trainee: • This session is designed to further practice FMS Preflight programming, incl. departure/ arrival, climb,

cruise and descent. • Also, we will further develop and practice Takeoff, Climb and Cruise, Descent, Approach and Landing

procedures. • FMC flightplan changes. • Review of Pre- and Postflight procedures. • In flight we will review AUTOMATIC FLIGHT and all A/P Modes. • Emphasis will be on:

- CDU Preflight programming; - checklist usage; - crew coordination; - monitoring; - AFDS and A/T; - flight instrument and FMA interpretation; - CDU entries.

• The panel scan sequences, procedures and checklists up to engine start should be performed within a time frame of 25 minutes.

• Engine Start and Before Taxi procedures, as well as After Landing, Shutdown and Secure procedures should be mastered at this time.

• After preliminary preflight procedure, program the FMS by CDU entries in the order shown in NP’s. • Practice standard crew briefing. • When and how do we select anti-ice? • See Supplementary Normal Procedures • Perform a normal takeoff, climb and engage A/P at minimum engagement height. • How do we handle anti-icing after the flaps are up? • Practice AFDS modes when needed. • Plan a VNAV Descent and define an end of descent point. • Perform crew briefing before TOD and the Descent Procedure before TOD. • Practice a VNAV Descent to initial approach altitude. • Follow VNAV commands to reduce speed and select flaps. • Fly the ILS 06, leave VNAV engaged for auto speed reduction until 1500’. • Autoland 06. - Common Errors and Tips • What will be the correct thrust during takeoff in these conditions. • Set minimum flap retraction altitude using the correct switch and familiarize yourself with the switch

operation. • Read checklists and check the responses. If you missed anything during set-up, evaluate why. • Where do you find your departure in the CDU, mind transitions and remember to execute chosen data. • What do you see on the T/O REF page when pre-flight programming is complete? • How do you perform a crew briefing? • How do we use wing anti-ice? • Before engine anti-ice on, engine start-switches on and after; engine anti-ice off, engine start-switches

off. • Important! The FMA, and not the lighted MCP selector switches, shows in which flight modes you are. • With VNAV & LNAV engaged flightplan control is via CDU entries. • Verify before execution. • Understand the various CDU entries and what they do with flight path control. • The rule of thumb: 3 NM / 1000 ft is helpful as a guideline to determine TOD. • First brief before executing a Descent.



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Pos init Perf init EBBR ZFW 56 T, Fuel lido + 2500 Weather, 03008KT 8000 OVC 030 03/01 Q1001 NOSIG

• Set some switches in the wrong position before the session • Normal Preflight procedures • Set a failure which will generate a DU message. • Normal engine start • Normal Takeoff procedure, engage autopilot • Use LNAV and VNAV • Flap/speed schedule, acceleration and Takeoff procedure • Climb with VNAV engaged • Climb with MAX ANGLE • Climb with MAX RATE • Demonstrate PFD, ND and MAP selections • Practice all available AFDS modes • Normal Descent procedures • Enter the hold at RIVER at FL 70 • Approach checklist • Descend to 3000 ft • Deceleration and flap extension in LNAV/VNAV • Descending through 1500ft: APP mode and 2nd autopilot for ILS Autoland full stop • Taxi in and Park with applicable procedures • If time is available have trainee(s) make a raw data ILS approach (reset sim to final) and start exercise

in landing configuration (Flaps 30 or 40) END OF FBS SESSION 5.



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3.6 FBS – SESSION 6 • Theory FCOM Volume 2: chapter 8: Fire Protection CBT: - Master Caution and Warning System (23 min) - Fire Protection (31 min). BOM: - 8.1.2 Criteria for determining the usability of airports. - 8.6 Use of DDP, CDL and MEL. Introduction : 1.6 Appendix 25: Basic Failure Management.

QRH: Checklist introduction, Non-Normal Checklist & Maneuvers.

FCTM: Chapter 7 & 8 (maneuvers and Non-normal operations).

• Practical Training - Objectives: • practice normal flight procedures; • practice CDU Preflight programming, including departure/arrival; • practice FMC climb, cruise, descent; • develop navigation and autoflight proficiency; • introduce working with Basic Failure Management (BFM: see appendix); • introduce and practice non-normal procedures, i.e. engines, electrical, fuel; • introduce HIL (Hold Item List) and DDP (Dispatch Deviation procedures); • enhance crew briefings; • familiarize with the use of the oxygen mask. - Required Standards Before the session the trainee should be able to: • perform ALL previously mentioned procedures and items; • understand tools of Basic Failure Management. After the session the trainee will be able to: • have basic understanding about HIL & DDP and how to use them; • use tools of Basic Failure Management; • use CRM while dealing with non-normal situations; • handle aborted engine starts; • perform a normal takeoff, climb, cruise, descent, approach and autoland; • perform some non-normal procedures while flying the aircraft; • perform all CDU entries; • program the FMS with Preflight and departure/arrival data; • handle the autopilot in all modes; • track a SID and STAR via FMC flight plan; • use anti-ice when needed. - Preparation Before attending the session study the items of TFBS 6:



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- Notes for the trainee • This session introduces non-normal procedures, HIL, DDP and Basic Failure Management. • In-flight we will handle some situations requiring non-normal procedures. • Engine Start and Before Taxi, Before Takeoff, Takeoff procedures, as well as After landing, Shutdown

and Secure procedures should be mastered at this time. • Practice standard crew briefing. • Work through some non-normal situations. • Plan a VNAV Descent and define an End of Descent point. • Perform crew briefing before TOD and Descent Procedure. • Practice a VNAV Descent to initial approach altitude. - Common Errors and Tips

• Remember CDU programming sequence. • How do you find your Departure in the CDU, mind transitions, and remember to execute chosen

data. • What do you notice on the T/O REF page when pre-flight programming is complete? • How do you perform a crew briefing? • What do we do with an aborted engine start? • RECALL ITEMS? • Are there non-normal procedures? • What does the Master Caution system show you, how do you handle the information? • When do you perform a non-normal procedure? • Do not perform a procedure too fast. • Make sure that both look when switching and confirm! • When is the procedure completed, what are the consequences? • Don’t forget the normal checklists after a non-normal situation. • Brief before executing a Descent, mention the non-normal condition and its implications. • Check Climb and Descent speeds on CDU CLB and DES pages.


Pos init Perf init EHAM ZFW 59.5 T Fuel Lido + 2500 Weather 07010KT 9999 OVC006 12/08 Q1020 NOSIG

• HIL and DDP • Normal Preflight procedures • HOT engine start, Aborted engine start • Arm SMOKE GENERATOR • Normal Takeoff procedure, engage autopilot & use LNAV and VNAV • Flap/speed schedule, acceleration and Takeoff procedure • Climb to cruise level with VNAV engaged. • Enter L IDG FAILURE • Non-normal handling (BFM) • Enter ELECTRICAL SMOKE • Non-normal handling • Enter autospeedbrake INOP • Descend to 2000 ft, deceleration and flap extension • ILS Autoland full stop • Taxi in and Park procedures • If time is available have trainee(s) make a raw data ILS approach (reset sim to final) and start exercise




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FBS 6 – Appendix: Basic Failure Management 1. FLY THE AIRCRAFT. PF flies, PM monitors flying (A/P on when able) 2. ANALYSE the problem and STATE THE FACTS 3. CONFIRM THE FAILURE: It is easy to enter the wrong procedure with complex failures 4. RECALL ITEMS (if applicable) 5. SHORT TERM PLAN: • Immediate flight path, ATC, clear of obstacles ; (HDG + ALT/FL) Consider holding near the landing runway • In case of “Do or Die” : Emergency return (MAYDAY / PAN PAN) 6. CHECK CIRCUIT BREAKERS (NNC contains no recall items) When the NNC contains recall items the circuit breakers shall be checked after reading the NNC 7. NON NORMAL CHECKLIST 8. NORMAL CHECKLIST 9. LONG TERM PLAN: Panel scan, press recall: recap & status aircraft / fuel a. COLLECT INFORMATION: - AOM (additional information) (limitations) - DDP (dispatch next flight; considerations this flight) (aircraft minimum equipment requirements) - BOM (approach minima this flight) - FUEL

- WX - NOTAMS - Approach aids - Landing distance required - Company requirements

b. MAKE YOUR PLAN: - HOLD - RETURN - CONTINUE - DIVERT c. INFORM: - ATC - Cabin crew - PAX - Company d. CREW BRIEFING: - Aircraft - Notams - Weather - Briefing => Use SOP’s and Normal or Non-normal checklists for the remainder of the flight.



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Basic failure management flow chart



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3.7 FBS – SESSION 7 • Theory FCOM Volume 2: chapter 14: landing gear. CBT: landing gear and brakes (30 min). FCOM Volume 1, Supplementary Procedures Section 12: Fuel (balancing). FCOM: - SOP: Chapter 5 (Go-Around and Missed Approaches) - NP’s: 21.46 (Go-Around and Missed Approach Procedure) • Practical Training - Objectives Session The objectives of this session are to: • practice normal and non-normal flight procedures; • practice CDU preflight programming, including departure/arrival; • further implement Basic Failure Management and problem analysis; • practice FMC climb, cruise, descent, including ENG-OUT and ALTN DEST pages; • develop navigation and autoflight proficiency in non-normal situations; • further develop non-normal procedures i.e, engines, APU. • familiarize trainees with automatic go-around • enhance crew briefings. - Required Standards Before the session the trainee should be able to: • perform previously mentioned procedures (and items); • perform ALL RECALL Items from MEMORY! • understand tools of Basic Failure Management and problem analysis. After the session the trainee will be able to: • perform all previously mentioned procedures (and items); • use CRM while dealing with non-normal situations; • handle ABORTED ENGINE STARTS; • perform some non-normal procedures while flying the aircraft; • perform an in-flight engine shutdown and restart; • perform all CDU entries with some prompting; • handle the autopilot in all modes, also during non-normal situations. • perform an automatic go-around. - Preparation Before attending the session study the items for TFBS7: - Notes for the trainee • In this session we will develop a better understanding of non-normal procedures using a realistic

scenario. • On the ground, as well as in flight we will handle some situations requiring non-normal procedures. • The panel scan sequences, the Preflight and Before Start procedures and checklists should be

performed within a time frame of 20 minutes. • Engine Starts, Aborted Engine Starts, Before Takeoff procedures, as well as After landing, Shutdown,

and Secure procedures should be mastered by now. • Practice standard crew briefing.



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Several non-normal situations will be introduced, for instance: - Engine Overheat. - Engine High Oil Temp. - Engine Failure/shutdown. - In-flight Engine Start.

• Practice fuel balancing. • Practice an automatic go-around - Common Errors and Tips • How do we handle an aborted engine start? • How are we dealing with non-normal procedures? • KNOW YOUR RECALL ITEMS! • Use correct Callouts! • Important! The FMA is telling you in what flight modes you are, not the lighted MCP selector switches. • What does the Master Caution system show you, how do you handle the information? • When do you perform a non-normal procedure? • Confirm switching and make sure that both pay attention! • When is the procedure completed, what are the consequences? • How do we balance fuel, what is the correct order? • When do we perform a x-bleed start, and when do we use a windmill start? • Brief before executing a Descent, mention the non-normal condition and its implications. • Automatic Go-around: see NP’s - Lesson plan session 7

Pos init Perf init EHAM at gate ZFW 50.7 T, Fuel lido + 2500 Weather 270006KT 9999 OVC 012 06/ 04 Q1000 NOSIG

• Normal Preflight procedures • No N1 on engine #1, Aborted engine start • Normal takeoff procedure, engage autopilot • Use LNAV and VNAV • Flap/speed schedule, acceleration and Takeoff procedures • Climb to cruise level with VNAV engaged • Cruise level change by ATC. • At cruise level enter controllable ENG OVERHEAT • Non-normal handling • Enter HIGH OIL TEMP on same engine to force ENGINE SHUTDOWN • Non-normal handling • Remove all failures • Perform in-flight engine start • Return to AMS • Descent and Approach Procedures and Checklists • Deceleration and flap extension • ILS with Automatic go-around • Autoland full stop • After Landing procedures • Controllable APU FIRE • Taxi in • Shutdown and Secure procedures • If time is available have trainee(s) make a raw data ILS approach (reset sim to final) and start exercise




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3.8 FBS – SESSION 8 • Theory FCOM Volume 2: chapter 15: Warning systems CBT: - TCAS (25 min), - GPWS (23 min), - EGPWS (15 min), - Predictive windshear (15 min), - Wx Rdr (11 min). Performance Manual: Explanation PACO codes.

• Practical Training - Objectives Session The objectives of this session are to: • practice normal and non-normal flight procedures; • further develop and practice FMC programming; • develop navigation and autoflight proficiency in non-normal situations; • work on additional non-normal procedures i.e, engines, hydraulics, landing gear, fire protection etc.; • familiarize with LOVIS takeoff and landing, CAT III approaches and LOVIS visual segments; • practice AUTO go-around; • enhance crew briefings. - Required Standards Before the session the trainee should be able to: • perform previously mentioned items; • apply tools of Basic Failure Management; • perform ALL RECALL Items by heart. After the session the trainee will be able to: • perform all previously mentioned procedures (and items); • use CRM while dealing with non-normal situations; • handle ABORTED ENGINE STARTS; • perform additional non-normal procedures while flying the aircraft; • handle the autopilot in all modes, also during non-normal situations; • perform a LOVIS takeoff, CAT III Approach, and LOVIS Landing; • perform an AUTO go-around; • recognize the different visual segments CAT I, CAT II, CAT III; • understand and deal with: - Aborted engine starts; - Hydraulic system failures; - Wheel well fire; - engine fire. - Preparation Before attending the session study the items of TFBS8:



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- Notes for the trainee • This session is used to develop a better understanding of non-normal procedures using a realistic

scenario. • We will develop and implement tools from Basic Failure Management and problem analysis. • On the ground as well as in flight we will handle some situations requiring non-normal procedures. • The panel scan sequences, Preflight and Before Start Procedures and checklists should be performed

within a time frame of 20 minutes. • Perform standard crew briefing. • Practice a LOVIS takeoff with 125m RVR ABC. • Several non-normal situations will be introduced; for instance:

- Aborted engine starts; - Hydraulic system failures; - Wheel well fire; - Engine fire ;

• Practice fuel balancing. • Plan and practice a VNAV Descent to initial approach altitude. • Perform a CAT III Approach with 200 M RVR ABC. • Practice an AUTO go-around. • Perform a LOVIS Landing in LOVIS conditions. - Common Errors and Tips • Failure to recognize problem. • Failure to time starter duty cycle. • How do we handle an aborted engine start? • Are we dealing with non-normal procedures? • Use correct callouts! • What must be the visual segment with RVR 125 m? • What is a visual segment? • How many RL and CLL should be visible as a minimum? • Important! The FMA is telling you in what flight modes you are, not the lighted MCP • selector switches. • What does the Master Caution system show you, how do you handle the information? • When do you perform a non-normal procedure? • When is the procedure completed, what are the consequences? • How do we balance fuel, what is the correct order? • Failure to enter correct climb and descent speeds on CDU. • When do we perform a x-bleed start and when do we use a windmill start? • Brief before executing a descent, mention the non-normal condition and its implications. • Perform all relevant procedures. • Automatic Go-around: TO/GA, flaps 15, G/A thrust, positive rate, gear up, speed window blanks on the

MCP. • After level off another ILS APP, reposition to save time if required. - Lesson plan session 8

Pos init Perf init EHAM ZFW 60.5 T, Fuel lido + 2500 Weather 30005KT 0600 BCFG OVC 002 06/06 Q1000 TEMPO 0200 FG

• Normal Preflight procedures • No IGNITION on engine #2, aborted engine start (Ignition Exiter Failure) • LOVIS takeoff, engage autopilot • Use LNAV and VNAV • Flap/speed schedule, acceleration and Takeoff procedure • Climb to cruise level with VNAV engaged



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• Fly part of flightplan and return to AMS. • Non-normal handling • Enter wheel well fire, reset after procedure completed • Non-normal handling • Enter HYDR SYST A HYDRAULIC PUMP FAILURE (engine driven) and look at indications and

implications • Enter HYDR SYST A FAST LEAK • After procedures completed, reset the systems • Let them prepare CAT III Approach in HOLD for more CDU practice • Deceleration and flap extension • Cat III ILS with Visibility 0 m to force GA • Auto G/A, show speed window on MCP BLANKS, in TO/GA speed control via flap setting • At level-off altitude, reposition or vectors to final for another CAT III Approach • Freeze SIM at 100 ft and 50 ft and show visual segments CAT I, CAT II, CAT III • Autoland full stop • After Landing procedures • ENGINE FIRE 1 bottle • Shutdown and Secure procedures • If time is available have trainee(s) make a raw data ILS approach (reset sim to final) and start exercise




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3.9 FBS – SESSION 9 • Theory CBT: automatic FLT systems non normal’s. BOM: - 8.1.7 Determination of the quantities of fuel and oil carried. - 8.3.2 Navigational Procedures: RVSM • Practical Training - Objectives Session The objectives of this session are to: • practice normal and non-normal flight procedures; • practice dispatch with an inoperative fire loop; • further develop and practice FMC programming; • develop navigation and autoflight proficiency in non-normal situations; • work on additional non-normal procedures i.e. engines, anti-ice, rain, air systems, flight controls; • enhance crew briefings. - Required Standards Before the session the trainee should be able to: • perform previously mentioned items; • apply tools of Basic Failure Management; • perform ALL RECALL items from MEMORY. After the session the trainee will be able to: • perform all previously mentioned procedures (and items); • use CRM while dealing with non-normal situations; • perform inoperative fire loop procedures for dispatch (DDP); • handle ENGINE START problems; • perform additional non-normal procedures while flying the aircraft; • handle the autopilot in all modes, also during non-normal situations; • understand and deal with:

- No starter cut-out. - Anti-ice failures. - Air-conditioning failures. - Flight control problems.

- Preparation Before attending the session study the item for TFBS 9:



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- Notes for trainee • In this session we will develop a better understanding of non-normal procedures using a realistic

scenario while using tools from Basic Failure Management and problem analysis. • On the ground as well as in flight we will handle some situations requiring non-normal procedures. • Engine Start, Aborted Engine Start, Before Taxi and Before Takeoff procedures, as well as After

Landing, Shutdown and Secure procedures should be mastered by now. • Use standard crew briefing. • Practice a LOVIS takeoff, with 125 m RVRs. • Fly the departure and part of the flight plan, return to AMS • Several non-normal situations will be introduced, for instance:

- Dispatch with an inoperative fire loop. - No starter cut-out. - Leading edge slat asymmetry - Window overheat - Pack temperature.

• Plan and practice a VNAV descent to initial approach altitude. - Common Errors and Tips • Failure to time starter duty cycle. • How do we handle NO STARTER CUT-OUT? • Are there non-normal procedures? • Use correct callouts! • What is the minimum requirement (visual segment) and how many rwy CL (Centre Line Lights) should

be visible with RVR 125 m? (see BOM chapter 8) • What is ‘visual segment’? (see BOM chapter 8) • And how many RL should be visible as a minimum? • Important! The FMA is telling you in what Flight Modes you are, not the lighted MCP selector switches. • What does the Master Caution system show you, how do you handle the information? • When do you perform a non-normal procedure? • When is the procedure completed? What are the consequences? • Failure to enter the desired speed in CDU. • Failure to program a holding. • Failure to connect LNAV after HDG-SEL. • Failure to re-program FMC to ALTN correctly. • Understand off-scheduled descent light. - Lesson plan session 9

Pos init Perf init EHAM ZFW 54.8T, Fuel: Lido + 2500 Weather 20006KT 0600 FG R06 0500 R36R 0550 OVC 002 08/07 Q1018 TEMPO 0200 FG

• Normal Preflight procedures • Fail loop on engine #2 • NO STARTER CUT OUT on engine #2, non-normal procedure • Reset failure • LOVIS takeoff • FAIL SLAT no. 1 stuck in position • Flap retraction >>> amber TRANSIT light • Consequences • Non-normal checklist LEADING EDGE FLAPS TRANSIT. • After takeoff checklist. • Contact TD • Non-normal handling • All under control and briefed • Enter WINDOW OVERHEAT, resettable



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• Reset after procedure completed • Set CAT I WX minima. • Non-normal handling • Enter PACK TRIP-OFF • After procedures completed, restore the systems • Non-normal landing checklist • VREF according QRH • Flaps 15, amber light • Autoland full stop • After Landing, Shut Down and Secure procedures. • If time is available have trainee(s) make a raw data ILS approach (reset sim to final) and start exercise




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3.10 FBS – SESSION 10 • Theory CBT: 700-800 differences (5 min), Fault reporting manual (12 min). BOM: 1.5.1 Duties and Responsibilities of crewmembers other than the captain 8.1.1 Minimum flight altitudes. 8.1.3 Methods of determining airport operating minima.

• Practical Training - Objectives Session The objectives of this session are to: • evaluate normal and non-normal procedures proficiency; • evaluate navigation and autoflight proficiency; • further develop non-normal procedures i.e. engines, fire protection; • enhance crew briefings; • further develop overall proficiency; • prepare the trainees for the Full Flight Simulator; • introduce flying without FMC and develop conventional navigation skills; • address aspects which need more attention. - Required Standards Before the session the trainee should be able to: • perform previously mentioned procedures (items); • apply tools of Basic Failure Management; • follow scan flow patterns in an expeditious manner; • perform procedures (items) correctly in real time; • perform ALL RECALL items by heart; After the session the trainee will be able to: • perform all previously mentioned procedures (items); • use CRM while dealing with non-normal situations; • work with HIL and DDP; • handle engine start problems; • perform additional non-normal procedures while flying the aircraft; • handle the autopilot in all modes, also during non-normal situations; • fly without FMC and manually set airspeed + N1 bugs when required; • understand and deal with: - Engine start problems - Fire protection • enter the Full Flight Simulator Phase without problems. - Preparation Before attending the session study the items of TFBS10: Notes for the trainee • In this session we will develop a better understanding of non-normal procedures using a realistic

scenario. • Engine start, Aborted engine starts, Before Taxi and Before Takeoff procedures, as well as After

landing, Shutdown and Secure procedures should be mastered by now. • Use standard crew briefing.



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• Practice situations like: - Dispatch according CDL. - Engine start problems. - Fire.

• Plan and practice a VNAV Descent to initial approach altitude. - Common Errors and Tips • Verify nav data base is current. • Observe starter duty cycle. • Failure to time starter duty cycle. • Use correct callouts! • The FMA is telling you in what flight modes you are, not the lighted MCP selector switches. • What does the Master Caution system show you, how do you handle the information? • When do you perform a non-normal procedure? • When is the procedure completed, what are the consequences? • Failure to program a holding when needed, failure to check FMC holding with published holding. • Failure to connect LNAV after HDG-SEL. • Failure to verify departure entries/restrictions. • Failure to select Legs & T/O pages for takeoff. • Failure to amend FMC flightplan with ATC re-clearance. • Failure to correctly enter altitude and speed restrictions. - Lesson plan session 10

Pos init Perf init

EHAM at gate ZFW 61.5 T, Fuel: lido + additional until max landing weight at destination

Weather 30006KT 8000 OVC 012 10/08 Q1000 CG from SIM, Flaps 5

• Normal Preflight procedures • HIL item and DDP/CDL procedure • HUNG START Engine 2, non-normal procedure • Reset failure • Procedures completed • Takeoff procedure • Enter SPEED TRIM FAIL • Proceed to a holding. • Descend FL 70 • Enter FWD CARGO FIRE (extinguishable) • Non-normal handling + checklists. • After procedures completed perform the normal checklists. • ILS • Force go-around due to WX • FMC failure. • Check conventional navigation • Practice with ENG DISPL CONTROL PANEL to set AIRSPEEDBUGS + N1 • Radar vectors when needed for ILS. • Autoland full stop • After Landing procedures • Shut Down and Secure procedures • If time is available have trainee(s) make a raw data ILS approach (reset sim to final) and start exercise

in landing configuration (Flaps 30 or 40). END OF FBS SESSION 10.



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4 PERFORMANCE COURSE

- Objectives of the PERFORMANCE COURSE The objectives of this course are to be proficient in using the available manuals in a proper way in order to: • calculate the maximum allowable TOW on a dry, wet and contaminated runway. • calculate the assumed temperature reduced thrust, with respect to the applicable restrictions. • calculate the engine-out performance of the aircraft during cruise flight (FCOM Volume 1-PI & QRH PI)

and to use the drift down tables following engine failure enroute (FCOM Volume 1-PI & QRH PI) • determine the maximum altitude with one engine inoperative during climb (FCOM Volume 1-PD Net Level

Off Weight) and after driftdown (FCOM Volume 1-PI & QRH PI Driftdown Speed/Level Off Altitude); • calculate the performance of the aircraft after decompression and subsequent flight at a lower safe altitude

e.g. Long Range Cruise Enroute Fuel and Time - Low Altitudes table (FCOM Volume 1-performance inflight)

• calculate the performance of the aircraft regarding critical failures e.g. landing gear down (FCOM Volume 1-performance inflight)

• calculate the maximum allowable LDW with respect to runway length and condition (dry, wet and contaminated) and required G/A gradient (dispatch requirement).

• calculate the achievable G/A gradient with one engine inoperative. • calculate the actual LDR (inflight requirement). • calculate the required brake cooling time.

- Required Standards Before the session the trainee should: • have some knowledge in the practical use of the TL table for dry, wet and contaminated runway • understand the engine failure procedures for takeoff, climb, cruise, descent, approach and landing as well

as the driftdown procedure (SOP,QRH, FCTM) • be able to calculate approach speeds and understand the maneuver margins to stick shaker (QRH, SOP,

FCTM Chapter Landing) • have a thorough knowledge of basic performance (ATPL theory) - After the session the trainee will be able to use the available manuals in a proper way in order to:

• make performance calculations for takeoff and landing on dry, wet and contaminated runways in the dispatch phase as well as inflight.

• make non-normal performance calculations and use the driftdown table (e.g. engine-out) • determine the achievable G/A gradient with one engine inoperative • determine the required brake cooling time. - Required material: • Performance course • Performance Manual • BOM • QRH • FCOM Volume 1 • FCTM • Handout of Chapters 2 and 3 of the PM (supplied before start of course by the instructor)

After the course the students will be provided with a handout containing detailed explanation of the performance calculations examples which are discussed during this training.



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5 GROUNDSCHOOL EXAMINATION

The content of the groundschool examination is as described below. For pass rules and pass marks refer to document 061, TM Type rating, part D. Part 1 questions • General / limitations / flight planning 16 • Air systems 20 • Anti-ice / rain (5) • Communications (5) Part 2 • Electrical 20 • Engines 10 • APU 10 • Fire protection 10 • Flight Controls 10 • Fuel 10

Part 3 • BOM / SOP’s 20 • PFD / ND 15 • Navigation 20 • Hydraulics 10 • Performance 5 Total number of questions 206 Part 4 • Oral examination of all recall items

Part 5 • LOVIS examination 15 (if applicable)

For the preparation of the LOVIS part of the groundschool examination the following should be read thoroughly: BOM: Ch 5 / 5.1 / 5 Low visibility operations Ch 8 / 8.1.3 / 1, 3, 4, 5 Methods for Determining Airport Operating Minima Ch 8 / 8.4 / 4.12, 4.13, 4.14 All Weather Operations Performance manual: Chapter 2 / 2.1/ 2: Landing Performance (Automatic Landing) FCOM Volume 2: Automatic Flight Approach and Landing

10



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6 FULL FLIGHT SIMULATOR TRAINING (FFS) 6.1 FFS – SESSION 1 Details : Local flight AMS Jet familiarization Flight : AVION001 AMS-AMS T/O RWY 24 LDG RWY 18R Weather : 35004KT 9999 OVCO25 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% Lesson plan part one:

• Cockpit set up • Engine start • Taxi out • Rolling takeoff – raw data • Climb FL 100 • Cruise (acceleration to and deceleration from VMO, no speed brakes, steep turns) • Approach briefing & descent procedure • Approach and landing (raw data ILS 18R) • Takeoff • Approach and landing (raw data ILS 18R)

BREAK AND SEAT CHANGE: 10 minutes Lesson plan part two:

• Cockpit set up (engines running / takeoff position) • Takeoff – raw data • Climb FL 100 • Cruise (acceleration to and deceleration from VMO, with speed brakes, steep turns) • Approach briefing & descent procedure • Approach and landing (raw data ILS 18R) • Takeoff • Approach and landing (raw data ILS 18R) • After landing, shut down and secure procedures

NOTES:



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OUTLINE FFS - SESSION 1 - Objectives Session The objectives of this session are to § get a feel for the B737 NG; § perform a manual takeoff without F/D; § practice normal and steep turns; § demonstrate acceleration to and deceleration from VMO; § land the aircraft out of a raw data ILS approach; § asses flying skills of trainees. - Required Standards By the end of the session the trainee should show the ability to: § execute the normal checklist and procedures within a reasonable amount of time; § perform a standard takeoff briefing; § perform normal engine starts; § execute the takeoff without F/D with coaching; § perform steep turns within limits (approx. 100 ft); § perform raw data ILS and landing with coaching; § maintain assigned altitude / speed / heading during level flights and turns within limits § (ALT. +/- 100 FT, SPD +/- 5 kts, HDG +/- 5°). - Preparation Before attending the session study these items:

Subject Book Taxiing NP, SOP, FCTM Takeoff general NP, SOP, QRH (maneuvers) Rotation and lift off NP, SOP, FCTM Flap retraction speed schedule NP, SOP, FCTM, QRH (maneuvers) Approach flap / speed schedule NP, SOP, FCTM, QRH (maneuvers) Approach speed corrections SOP (general) Manual landing NP, SOP, FCTM Automatic / manual braking SOP, FCTM Use of reverse thrust SOP, FCTM Manual landing crew co-ordination NP, SOP Steep turns FCTM Acceleration to and deceleration from VMO FCTM

- Notes for the trainee § This session is flown raw data. § This session is to demonstrate basic instrument flying skills like scanning and navigating. § No failures will be introduced in this session. Pay attention to attitude and power settings required

during manual flight for the different phases of the flight. Build a “database” of attitude, power settings and aircraft reactions during the flight.

§ Learn to know how the aircraft behaves!



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- Common Errors and Tips • The nose wheel steering tiller should not be used above normal taxi speeds. • Be prepared to rotate when the airspeed indicator reaches VR. At VR, rotate the aircraft smoothly. After

lift off adjust the pitch attitude to maintain the desired airspeed. • Take note the following attitudes versus thrust settings for the –800: - Climb, flaps up, 250 kts, max. climb thrust 11 degrees pitch up - Approach, flaps 30, gear down, Vref +5 kts, N1 60%: 2.5 degrees pitch up - Approach, flaps 40, gear down, Vref +5 kts, N1 66%: 0.0 degrees pitch Use these figures as a reference. Small adjustments may be necessary pending aircraft weights and

conditions. • During raw data approaches make sure your instrument scan is correct. The main focus should be the

aircraft symbol (pitch/roll). Use small corrections and start correcting while deviations are still minor. When waiting too long larger corrections are required which result in less stable approach.

Session 1 completed (date)

Name instructor and license number (TRI/TRE)

Name trainee

Signature instructor

Signature trainee



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6.2 FFS – SESSION 2 Details : Local flight AMS Aborted engine start Jet familiarization N-1 familiarization TCAS training GPWS training Intro F/D F/D go-around Video : “Tail strike avoidance” Flights : AVION123 AMS-AMS T/O RWY 24 LDG RWY 27 en 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% Lesson plan part one:

• Cockpit set up • Engine start • Taxi out • Rolling takeoff – F/D only • Climb – FL 100 • Stalls:

1. Flaps UP Gear UP N1 40% 2. Flaps 15 Gear DOWN N1 65% 3. Flaps 30 Gear DOWN N1 65%

• Engine out familiarization • TCAS (TA + RA) • GPWS (Demo) • Approach briefing & descent procedure • Approach and go-around at minimum (VOR/DME 27) • Approach and landing (ILS 18C)

BREAK AND SEAT CHANGE: 10 minutes



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Lesson plan part two: • Cockpit set up (engines running / takeoff position) • Static takeoff – F/D only • Climb – FL 100 • Stalls:

1. Flaps UP Gear UP N1 40% 2. Flaps 15 Gear DOWN N1 65% 3. Flaps 30 Gear DOWN N1 65%

• Engine out familiarization • TCAS (TA + RA) • GPWS (Demo) • Approach briefing & descent procedure • Approach and go-around at minimum (VOR/DME 27) • Approach and landing (ILS 18C) • After landing, shut down and secure procedures.

NOTES OUTLINE FFS - SESSION 2 - Objectives Session The objectives of this session are to: § get a feel for the B737 NG; § practice push back procedures § introduce aborted engine start procedures § make manual takeoffs with F/D § practice stalls in different configurations § practice engine out familiarization § TCAS training § GPWS training § Introduce F/D only non precision approach § Introduce F/D only go-around § Introduce F/D only ILS § Land the aircraft out of an F/D only ILS § Continue assessment of flying skills of the trainees. - Required Standards By the end of the session the trainee should show the ability to: § execute the normal checklists and procedures within a reasonable amount of time § perform a standard takeoff briefing § perform an aborted engine start § execute the takeoff with the use of the F/D with coaching § perform stalls and recover according to procedures (FCTM) § perform the required actions when TCAS TA’s and RA’s occur (QRH) § perform the terrain avoidance maneuver when confronted with GPWS cautions and warnings (QRH) § perform a non precision approach using the F/D only with coaching § perform F/D only go-around with coaching § perform F/D only ILS approach § perform landing out of a F/D only ILS § perform after landing, shut down and secure procedures § maintain assigned altitude / speed / heading during level flight and turns within limits (ALT. +/- 100 ft,

SPD +/- 5 kts, HDG +/- 5º



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- Preparation Before attending the session study these items:

Subject Book Push back BOM Ch. 8 / ICAO doc 4444 Taxi NP, SOP, FCTM Takeoff general NP, SOP, QRH (maneuvers) Rotation and liftoff NP, SOP, FCTM Flap retraction speed schedule NP, SOP, FCTM, QRH (maneuvers) Approach flap / speed schedule NP, SOP, FCTM, QRH (maneuvers) Approach speed corrections SOP (general) Non precision approach crew co-ordination NP, SOP, FCTM Basic crew co-ordination CAT 1 ILS manual landing NP, SOP, FCTM Go-around general NP, SOP, FCTM F/D go-around NP, SOP, FCTM Automatic / manual braking SOP Use of reverse thrust SOP Approach to stall recovery FCTM Engine out familiarization FCTM TCAS QRH, FCTM, BOM Ch. 8 GPWS QRH, FCTM, SOP, BOM Ch. 8 Missed approach NP, SOP, FCTM

- Notes for the trainee § This session is flown F/D only. § This session is to demonstrate basic instrument flying skills like scanning and navigating. § Engine start failures will be introduced in this session. § Handling during stalls and N-1 operation will be practiced § Reactions to TCAS and GPWS cautions/warnings will be practiced § F/D non precision approaches and go-arounds will be introduced in this session. - Common Errors and Tips § Stick to standard communication to prevent misunderstandings between aircraft- and ground crew (See

BOM Chapter 8 for ICAO pushback. phraseology) § The flight director (F/D) should be considered a helpful tool during all flight phases, however it might

cause problems during manual flight if there is no complete understanding regarding the operation of the MCP selections. Keep flying the aircraft! The most important part of controlling the aircraft remains attitude and power!

§ Thorough checking of the FMA is essential for operation of the F/D. Use the MCP to make the selections and the FMA to confirm that the selection is armed, engaged or captured.

§ The AFDS communicates through the FMA about what it is doing!



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FFS 2 – Appendix: Push back Example ICAO Standard pushback phraseology: Captain : READY FOR PUSHBACK; Ground crew : CONFIRM BRAKES RELEASED; Captain : BRAKES RELEASED; Ground crew : COMMENCING PUSHBACK; Ground crew : PUSHBACK COMPLETED; CONFIRM BRAKES SET; Captain : BRAKES SET: YOU MAY DISCONNECT; Ground crew : DISCONNECTING STAND BY FOR VISUAL AT YOUR LEFT (or RIGHT). Note: this exchange is followed by visual signal to the pilot to indicate that disconnect is completed and all is clear for taxiing. Session 2 completed (date)


Name trainee


Signature trainee



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6.3 FFS – SESSION 3 Details : AMS-FRA diversion AMS Engine failure procedures Non normal engine start Use of full AFDS Video : Rejected T/O and Go/No-Go decision Flights : AVION009 AMS-FRA T/O RWY 36L LDG RWY 27 en 18C Weather : 27007KT 4000 OVC007 03/02 Q1007 Clearance : Flt plan, FL 240, transponder 2123 Pos : Gate / After short taxi reposition to holding point rwy 36L Aircraft : ZFW: 54.8 T; FUEL: 7.4 T; MAC: 21% Lesson plan part one:

• Cockpit set up • Non normal engine start • Taxi out • Rolling takeoff followed by RTO • Static takeoff – full AFDS use • Climb – FL 240 – follow SID, use LNAV and VNAV. Use max angle and max rate during climb • Cruise – diversion to AMS, use LNAV, VNAV, follow STAR. Program and execute holding

procedure • Approach briefing & descent procedure • Approach and landing – full AFDS ILS 27 • Go-around – full AFDS G/A • Radar vectors + approach briefing • Approach and landing – full AFDS NDB/DME 18C


• Cockpit setup – engines running / takeoff position • Static takeoff followed by RTO • Static takeoff – full AFDS use • Climb – FL 100 follow SID, use LNAV and VNAV • Cruise – diversion to AMS, use LNAV VNAV, follow STAR. Program and execute holding procedure • Approach briefing & descent procedure • Approach and landing – full AFDS ILS 27 • Go-around – full AFDS G/A • Radar vectors + approach briefing • Approach and landing – full AFDS NDB/DME 18C • Extra time • Taxi in and shutdown and secure procedures

NOTES:



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OUTLINE FFS - SESSION 3 - Objectives Session The objectives of this session are to: § introduce the use of AFDS during normal flight § practice non normal engine start procedures § introduce rejected takeoff procedures § introduce go-around procedure with use of AFDS § introduce non precision approach with use of AFDS - Required Standard By the end of the session the trainee should show the ability to: § handle non normal engine starts; § execute the takeoff with the use of the AFDS § perform RTO procedures with coaching § handle in-flight diversion including CDU programming with coaching § perform holding procedures including CDU programming with coaching § perform a precision approach using the AFDS § perform a precision approach using AFDS with coaching § perform go-around procedure using the AFDS with coaching - Preparation Before attending the session study these items:

Subject Book Aborted engine starts QRH NNC Rejected takeoff (RTO) QRH, FCTM (see index) Holding FCTM (see index), SOP In-flight diversion – use of FMC FCOM Volume 2 AFDS go-around FCOM, NP, SOP, QRH

- Notes for trainee § This session is flown with the use of the AFDS. § This session is used to practice programming the CDU during in-flight diversion and holding phases. § This session is used to practice AFDS precision and non precision approaches as well as go around

maneuvers and crew coordination procedures during auto flight. § In Chapter Normal Procedures the ILS approach procedure is described selecting both autopilots.

However it is up to the crew to decide how the ILS is flown. When flying the approach with 2 autopilots engaged one must be aware of the ‘out of trim’ condition when disengaging the autopilots below 400’ RA when making a manual landing. The following 4 options are available when making an ILS approach:

1. Dual Channel with autoland (ILS must be suitable for autoland!- see BOM). 2. Dual Channel approach with manual landing (be aware of ‘out of trim’ condition < 400’ RA). 3. Single autopilot approach with manual landing. 4. Manual approach and landing with or without the use of F/D.



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- Common Errors and Tips During RTO procedure let the auto brake system do the braking. PM must monitor auto brake operation during the maneuver and call out (loud and clear) malfunction of the system. • During AFDS flight the FMA must be closely monitored. The only way the AFDS can let you know what

it is doing is through the FMA. The pilot uses the MCP to select the modes only. The confirmation of the selection and/or engagement of the mode has to be confirmed on the FMA! • During G/A with auto throttle on, PM should not try to adjust thrust manually, as this will interfere with

the auto throttle operation. PM should verify G/A thrust is set. Remember that the auto throttle will set reduced G/A thrust after pressing TO/GA switches once, if full G/A thrust is desired, PF has to press the TO/GA switch one more time.

• This is the first full flight session in which teamwork and crew coordination in a LOFT scenario are practiced. Remember: keep each other in the loop! This is the time to put your CRM skills to good use.



Name trainee


Signature trainee



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6.4 FFS – SESSION 4 Details : Local flight AMS Intro F/D takeoffs with engine failures Flame out at wet V1 Flame out at V1 Seizure at V2 Fire at V1 ILS approach + landing N-1 Flight : AVION123 AMS-AMS T/O RWY 09 LDG RWY 06 Weather : 00000KT 3000 OVC005 15/10 Q1013 Clearance : Flt plan, FL 60, transponder 2124 Pos : Gate: nearest to runway 09 Aircraft : ZFW: 59.0 T; FUEL: 7.1 T; MAC: 21% Lesson plan part one:

• Cockpit setup • Pushback – engine start • Taxi out • Rolling takeoff – engine flame out at wet V1 • After clean up reposition to beginning of the RWY • Static takeoff – engine flame out at V1 • After clean up reposition to beginning of the RWY • Static takeoff – engine seizure at V1 • After clean up, radar vectors for F/D ILS, read non normal checklist • Approach and landing • Static takeoff – engine fire at V1 • After clean up, radar vectors for F/D ILS, read non normal checklist • Approach and landing


• Cockpit setup (takeoff position, engines running) • Static takeoff – engine flame out at wet V1 • After clean up reposition to beginning of the RWY • Static takeoff – engine flame out at V1 • After clean up reposition to beginning of the RWY • Static takeoff – engine seizure at V1 • After clean up, radar vectors for F/D ILS, read non normal checklist • Approach and landing • Static takeoff – engine fire at V1 • After clean up, radar vectors for F/D ILS, read non normal checklist • Approach and landing



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OUTLINE FFS - SESSION 4 - Objectives Session The objectives of this session are to: § introduce F/D takeoffs with engine failures

- Flame out at wet V1 - Flame out at V1 - Seizure at V2 - Fire at V2

§ perform F/D N-1 ILS approach and landing - Required standards The trainee should show the ability to: § execute the takeoff with the use of the F/D § execute takeoffs with engine failures and follow-up procedures with coaching § perform F/D N-1 ILS § perform landing out of F/D N-1 ILS - Preparation Before attending the session study these items

Subject Book Engine failure / shutdown checklist QRH NNC Engine fire, severe damage or separation checklist QRH NNC

Takeoff engine failure QRH maneuvers, SOP, FCTM Pushback procedure NP Review items of previous sessions which still require improvement

- Notes for the trainee • Engine failure at wet V1. Since we have to accelerate to VR on the runway, apply rudder to maintain

ON the centerline. By the time you reach VR you will have the exact amount of rudder to be used for flight. Trim the rudder when conditions permit. Trim in the direction of the live Engine. Follow the procedures.

• Recognition of an engine failure at or after V1: Engine failure at or after V1 causes yaw. The airplane heading is the best indicator of the correct rudder pedal input. To counter the thrust asymmetry due to an engine failure, stop the yaw with rudder. Note that flying with lateral control wheel displacement or with excessive aileron trim causes spoilers to be raised. With an engine inoperative, a smooth continuous rotation is also initiated at VR; however, the target pitch attitude is approximately 2° to 3° below the normal all engine pitch attitude. The rate of rotation with an engine inoperative is also slightly slower (1/2° per second less) than that for a normal takeoff. After lift-off adjust pitch attitude to maintain the desired speed. If the engine failure occurs at or after lift-off apply rudder and aileron to control heading and keep the wings level. In flight, correct rudder input approximately centers the control wheel. To center the control wheel, rudder is required in the direction that the control wheel is displaced. This approximates a minimum drag configuration.

• Evaluate which engine is affected and follow the procedures. The PF needs maximum support from he PM. Once flight path is under control, PM should advise PF about the nature of the failure (flame out, seizure/damage, fire, etc.) by reading the parameters out loud to PF! If PF does not receive this information from PM, PF should request it. Use open questions, e.g., “what is the N1?”, “what is the EGT?” or say “read engine parameters”. It is important to avoid closed questions such as “confirm it’s an engine seizure?”.

• Do not forget to raise the landing gear after the call “positive rate” from the PM!



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• Any time an engine shutdown is required in flight, good crew coordination is essential. Airplane incidents have turned into airplane accidents as a result of the flight crew shutting down the incorrect engine. When the flight path is under complete control, the crew should proceed with a deliberate, systematic process that identifies the correct engine and ensures that the incorrect engine is not shut down. Do not rush through the shutdown procedure, even for a fire indication. When an engine shutdown is required, the PF verbally confirms the correct engine with the PM, then disconnects the A/T and slowly retards the thrust lever of the engine that will be shutdown.

Coordinate activation of the start lever as follows:

- PM places a hand on and verbally identifies the start lever for the engine that will be shutdown - PF verbally confirms that the PM has identified the correct engine - PF directs the PM to move the start lever to cutoff.

If the NNC requires activation of the engine fire switch, coordinate as follows:

- PM places a hand on and verbally identifies the engine fire switch for the engine that will be shutdown

- PF verbally confirms that the PM has identified the correct engine - PF directs the PM to pull engine fire switch.

- Common Errors and Tips • DON’T FORGET (see appendix BFM in ‘Introduction’):

- Fly the aircraft - Analyze and confirm the failure - Recall items (if required) - Short term plan - Non normal checklist - Normal checklist - Long term plan

• Remember that most takeoffs are carried out with reduced thrust. In case of engine failure during takeoff, the minimum climb gradient will clear all obstructions. However, if maximum thrust is desired on the operating engine, increase thrust to maximum go-around thrust to improve performance.



Name trainee


Signature trainee



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6.5 FFS – SESSION 5 Details : 1. AMS-HER diversion FRA 2. FRA-HER diversion MUC Hydraulic failures Electrical failures Pressurization failures Emergency descent De-/anti ice failures TCAS Takeoffs at maximum weight Pax evacuation Flight : AVION010 AMS-HER T/O AMS RWY 24 LDG FRA RWY 25R AVION016 FRA-HER T/O FRA RWY 25R LDG MUC RWY 26R Weather : AMS 18012KT 9999 FEW025CB BKN030 25/10 Q1010 FRA 18020KT 9999 BKN030 25/15 Q1008 MUC 18020KT 9999 OVC012 20/16 Q1006 HER 00000KT CAVOK 30/16 Q1015

Clearance : 1. Flt plan, transponder 2125, published arrival 2. Flt plan, transponder 2125, published arrival

Pos : At gate if available

Aircraft : ZFW: 61.5 T; FUEL: Lido; MAC: 21%

Lesson plan part one: • Cockpit setup • Quick engine start • Rolling AFDS T/O • LNAV/VNAV climb FL 330 • Use of weather radar • TCAS • Automatic pressurization system failure • Rapid depressurization followed by emergency descent • Diversion to FRA • Hydraulic A failure + follow-up. In addition a hydraulic system B failure • ILS approach full stop • Static takeoff followed by RTO + passenger evacuation

BREAK AND SEAT CHANGE: 10 minutes



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Lesson plan part two: • Departure set up • Static Full AFDS T/O • LNAV/VNAV climb FL 330 • TCAS • Use weather radar during climb • Rapid depressurization followed by emergency descent • Diversion to MUC • Hydraulic B failure + follow-up. In addition a hydraulic system A • ILS approach full stop • Static takeoff followed by RTO + passenger evacuation

OUTLINE FFS - SESSION 5 - Objectives Session The objectives of this session are to: § prepare for a flight from Amsterdam to Heraklion with a diversion to Frankfurt § LNAV/VNAV departure and arrival § Introduce crosswind takeoff and landing § Demonstrate the use of weather radar § Takeoff and landing at maximum weights § Introduce generator drive failure § TCAS § Introduce rapid depressurization and emergency descent procedures § Introduce de-/anti ice failures § Introduce of hydraulic system A & B failures and manual reversion § Practice rejected takeoff and handover of controls § Introduce passenger evacuation procedure - Required standards The trainee should show the ability to: § execute crosswind takeoffs and landings with coaching § execute departures and arrivals with the use of the AFDS (LNAV/VNAV) § handle TCAS TA’s AND RA’s § handle de-/anti ice failures § circumnavigate thunderstorms using the weather radar § handle generator drive failure § handle the pressurization checklists within a reasonable amount of time § execute an emergency descent § plan and execute a diversion § perform hydraulic A & B non normal checklists. Perform a manual reversion approach and landing § perform an RTO § perform pax evacuation with coaching



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- Preparation Before attending the session study these items:

Subject Book Crosswind takeoff SOP, FCTM Crosswind landing SOP, FCTM Weather radar pilots guide B737-800 Cockpit view manuals TCAS QRH maneuvers Drive QRH NNC Emergency descent QRH NNC, FCTM (Rapid Descent) Rapid depressurization QRH NNC Loss of hydraulic system A QRH NNC Loss of hydraulic system B QRH NNC Anti ice / rain QRH NNC Rejected takeoff (RTO) crew coordination & follow up QRH maneuvers Passenger evacuation FCTM, CSM Review items of previous sessions which still require improvement

- Notes for the trainee • Practice the call-outs and touch drills for the rapid depressurization and emergency descent at home

repeatedly! • Do the same for the rejected takeoff and passenger evacuation! - Common errors and tips • Keep in mind that we fly in crowded airspace. In case you have to perform an emergency descent,

inform ATC before initiating the emergency descent if possible. The best way to do this is to make a MAYDAY call and state emergency descent.

• Put on the oxygen masks immediately before you do anything else! Incapacitation due to lack of oxygen at high altitudes occurs very fast.

• Be aware that communicating while wearing an oxygen mask is very difficult. Communication should be brief and clear. Use the push-to-talk switch on the yoke and have the FLT INT receiver switch open at all times.



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FFS 5 – Appendix: Video “Automation asks for monitoring” Automation asks for monitoring, are we suited for this role? - Duration: 28 minutes. - Goal : To be familiar with the advantages and disadvantages of automation concerning a pilots

behaviour. - Short content description: People feel the need for action. The way people arrive at a given action is explained in the video with

the aid of the “action loop”. This “action loop” consists of 3 different phases. All 3 phases interact continually with each other.

1. Perception phase: observations. 2. Judgement phase: what does it mean, what can I do with it. 3. Execution phase: the resulting action, the planning. The results from the execution phase are quite often used as input for the perception phase. The video shows 3 examples how the automated cockpit influences the “action loop” and some of the

possible results. - EXAMPLE A

A near miss between an L-1011 and a B-747 caused by a navigation error.

The example clearly shows how the “action loop” is a very passive mode only because the execution phase is limited to monitoring of information. Another important factor is how the information is presented to the cockpit crew (ergonomics) e.g. analogue (changes easily visible) versus digital (very difficult to see changes) and the location of instruments (centrally on panel versus overhead panel).

- EXAMPLE B

A B-747 enroute from Taipei to San Francisco. The complete cockpit crew is occupied with a problem that developed with engine no. 4. After a long and boring flight the need for action is very high. Even the smallest distraction is a welcome one, resulting in forgetting to fly the aircraft according to the SOPs.

- EXAMPLE C

A relative minor malfunction in one of the systems causes total confusion. The result is a landing with idle power and a touchdown 800-900 meter beyond the threshold. Because crews cannot look inside a system they will always be one step behind. This fact can influence the judgement phase tremendously and result in a totally confused crew. Discipline, following SOPs, rules and regulations, self criticism and criticism of others and speaking up when necessary are the only defenses against the dangers of automated cockpits.



Name trainee


Signature trainee



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6.6 FFS – SESSION 6 Details : Flight BRU-AMS diversion BRU Battery start X-bleed start Inflight engine start DDP handling Pitot / static failures N-1 non precision approach + N-1 G/A Flight : AVION005 BRU-AMS diversion BRU T/O RWY 25R LDG RWY 25L Weather : 16015KT 3000 OVC005 18/08 Q1021 Clearance : HELEN ___ dep., climb FL 70, transponder 2126 Pos : Gate Aircraft : ZFW: 56.0 T; FUEL: 7.0 T; MAC: 22% Status : APU U/S Lesson plan part one:

• Cockpit setup for battery start • Engine start – battery start followed by cross bleed start • Taxi out • Rolling takeoff – full use of AFDS • Climb – FL 070, in-flight engine start • Cruise • Descent – radar vectors & approach briefing • Approach – AFDS N-1 ILS 25L • Go-around – AFDS N-1 G/A • Radar vectors + approach briefing • Approach and landing – AFDS N-1 LOC 25L


• Cockpit setup – engines running / takeoff position • Takeoff configuration warning demonstration • Static takeoff – full use of AFDS • Climb – FL 050 • Descent – radar vectors & approach briefing • Approach and landing – AFDS N-1 ILS 25L • Go-around – AFDS N-1 G/A • Radar vectors + approach briefing • Approach and landing – AFDS N-1 LOC 25L • Taxi in. After landing, shut down and secure procedures



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OUTLINE FFS - SESSION 6 - Objectives Session The objectives of this session are to: § introduce battery and cross bleed start procedures § practice DDP handling § practice engine failure after V1 § introduce in-flight engine start procedures § practice pitot/static failures § practice N-1 precision approach § introduce N-1 go-around § introduce N-1 AFDS non precision approach § demonstrate the takeoff configuration warning § practice crosswind takeoff and landing - Required standards The trainee should show the ability to: § perform battery and cross bleed start procedures § handle DDP items with coaching § handle engine failure after V1 within limits § handle pitot/static failures § perform in-flight engine start procedures with coaching § perform N-1 precision approach § perform N-1 go-around with coaching § perform N-1 AFDS non precision approach with coaching § perform N-1 landing § perform crosswind takeoff and landing - Preparation Before attending the session study these items|:

Subject Book Battery start SP Engine cross SP MCP selections SOP Pitot/static system FCOM, QRH NNC In-flight engine start QRH NNC N-1 go-around SOP, FCTM N-1 non precision approach SOP Takeoff configuration warning FCOM

- Notes for the trainee • Battery and crossbleed start procedures have to be performed with reference to the Supplementary

Procedures. • Remember how to work with the DDP. - Common Errors and Tips It is important to understand that the autopilot will only be able to handle N-1 flight if the aircraft is properly trimmed! Rudder must always be in trim before autopilot is selected. During N-1 flight with autopilot on whenever there are thrust, speed and/or configuration changes, adjust rudder trim accordingly. When the autopilot cannot cope with a rudder out of trim condition it will revert to CWS ROLL or disengage. Trim it well and it will fly well!



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6.7 FFS – SESSION 7 Details : 1. AMS-CGN 2. CGN-AMS Flight control failures X wind takeoffs and takeoffs with different flap settings DDP handling IRS failure Pax evacuation No bleeds takeoff Video : De-/anti-icing Flight : AVION007 AMS-CGN T/O AMS RWY 24 LDG CGN RWY 32R AVION107 CGN-AMS T/O CGN RWY 32R LDG AMS RWY 18R Weather : AMS: 28015KT 2500-DZ OVC003 04/03 Q0999 CGN: 25015KT 1000-DZ OVC003 03/02 Q1000 Clearance : 1. Flt plan, transponder 2127 2. Flt plan, transponder 2127 Pos : Holding point Aircraft : ZFW: 61.7 T; FUEL: Lido; MAC: 22% Lesson plan part one:

• Cockpit setup / holding position • Engine start • Taxi to takeoff position • Static takeoff – flaps 15, full use of AFDS • Climb – FL 130, use heading / speed / altitude changes • Cruise • Descent – direct COL prepare ILS 32R, hold over COL • Approach and landing – radar vectors ILS 32R • Static takeoff – RWY 32R – RWY heading, climb 3000 ft • Approach and landing – radar vectors N-1 ILS 32R


• Cockpit setup – engines running / takeoff position – no engine bleed takeoff • Static takeoff – flaps 15, full use of AFDS • Climb FL 120 – use heading / speeds / altitude changes • Cruise – IRS fault • Descent – radar vectors ILS 18R • Approach and landing – ILS 18R • Static takeoff – RWY 24 RWY heading, 3000 ft • Approach and landing – radar vectors N-1 ILS 18R • N-1 go-around

NOTES:



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OUTLINE FFS - SESSION 7 - Objectives Session The objectives of this session are to: § introduce winter operation § practice wet V1 takeoff § introduce flight control failures § practice non normal engine starts § practice handling of DDP items § practice crosswind takeoff and landing § practice takeoffs with different flap settings § practice the use of different AFDS modes § introduce IRS fault § introduce no engine bleed takeoff procedure § practice engine fire / seizure after V1 § practice pax evacuation procedure § practice N-1 go-around - Required Standards By the end of the session the trainee should show the ability to: § Calculate wet V1 performance § Handle DDP items according to failure § Use different modes of the AFDS § Handle takeoffs with different flap settings § Handle flight control failures with coaching § Handle engine fire / seizure after V1 § Perform no engine bleed takeoff with coaching § Handle IRS failure § Perform N-1 go-around procedure - Preparation Before attending the session study these items:

Subject Book Takeoff on wet or contaminated runway PM, FCTM Trailing edge flaps up landing QRH NNC No engine bleed takeoff and landing SP IRS fault QRH NNC Asymmetrical trailing edge flaps QRH NNC Non-normal configuration landing distance QRH PI Takeoffs with different flap settings FCTM Asymmetrical trailing edge flaps landing FCTM

- Notes for the trainee • For training purposes the takeoffs are to be performed with bleeds off and flaps 15, regardless of the

outcome of the runway analysis. • When facing a failure during taxi, stop the aircraft and set the parking brake. This way both pilots can

deal with the problem. Advise ATC accordingly. When setting the parking brake area of responsibility will change: PF-PM => Captain-F/O!

• When reading the DDP it is important to read all the available information. Knowing if the item is required for dispatch is not enough to find the best solution to your problem.

• After DDP is checked call T/D if available.



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- Common Errors and Tips • There are several different checklists in the QRH regarding flap problems. If the analysis of the failure is

not properly conducted it could easily happen that the wrong checklist is used. Use Basic Failure Management to maintain structured handling of the failure(s). Good communication and exchange of information between the pilots is essential in order to analyze the failure and to decide which checklist is the proper one to use. Take your time, do not rush into a quick solution. Also, read the condition stated in the non normal checklist before going to the items themselves.

• If you are landing using non-standard flap configuration (less than the normal landing flaps) remember that the airplane attitude for approach and landing will be more than the usual 2½ degrees nose up. It is a good idea to sit higher than usual to compensate for the higher nose up attitude. Discuss this during your briefing and approach preparation. Also think of the consequences of an approach and landing flown at a higher than normal speed: e.g. informing ATC of the higher approach speed; hot brakes; longer landing distance (using longest runway available) etc.



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6.8 FFS – SESSION 8 Details : AMS-LGW return AMS Winter operations De-icing + slush procedures FMC fail Smoke removal Autopilot failure Loss of thrust on both engines Flight control failures Video : Stress management Flight : AVION007 AMS-LGW T/O RWY 24 LDG RWY 18R/27 Weather : AMS: 28010KT 5000 SN OVC008 M04/M03 Q1031 88690493 Taxiways covered with slush Clearance : Flt plan, RWY 24, transponder 2128 Pos : At gate if available Aircraft : ZFW: 50.7 T; FUEL: 6.4 T; MAC: 22% Lesson plan part one:

• Cockpit setup • Engine start • Taxi out – flaps up until on the RWY due to slush • Static takeoff – full use of AFDS • Climb – FL 230 • Cruise – at FL 230 – electrical smoke/fire (uncontrollable) • Descent – smoke removal procedure – radar vectors ILS 18R • Approach and landing – ILS 18R followed by pax evacuation • Static takeoff – RWY 24 – RWY heading, climb 3000 ft • Approach and landing – radar vectors ILS 27


• Cockpit setup – engines running / takeoff position • Static takeoff – full use of AFDS • Climb FL 230 • Cruise – At FL 230 loss of thrust on both engines, return to AMS • Descent – radar vectors ILS 27 • Approach and landing – radar vectors ILS 27 • Advanced maneuvers training



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OUTLINE FFS - SESSION 8 - Objectives Session The objectives of this session are to: § practice winter operations including de-icing procedures and hold over tables § practice FMC failure § introduce electrical smoke/fumes or fire procedure § introduce smoke removal procedure § practice pax evacuation procedure § practice autopilot failures § introduce jammed stabilizer procedure § introduce loss of thrust on both engines procedure § introduce advanced maneuvers training - Required standards By the end of the session the trainee should show the ability to: § demonstrate knowledge of winter operation procedures § handle FMC failure § perform electrical smoke/fumes or fire procedures with coaching § perform smoke removal procedure with coaching § handle autopilot failures § perform pax evacuation procedure § handle flight with jammed stabilizer § perform loss of thrust on both engines procedure with coaching § perform the advanced maneuvers training with coaching - Preparation Before attending the session study these items:

Subject Book Adverse weather SP Hold over tables BOM Runway state message BOM Thrust during takeoff SOP, FCTM Contaminated runway BOM, FCTM Slush/standing water takeoff table QRH PI FMC fail QRH NNC, SP Electrical smoke/fumes or fire QRH NNC Smoke/fumes removal QRH NNC Jammed stabilizer QRH NNC, FCTM Autopilot failure QRH NNC Loss of thrust on both engines QRH NNC, FCTM Unusual attitude familiarization FCTM, QRH

- Notes for the trainee • Questions and doubts regarding winter operations should be addressed during the briefing. Do not be shy, ask your instructor! Good knowledge of the use and limitations of engine and wing anti-

ice is essential. • Note that the electrical smoke fire or fumes checklist and the smoke/fumes removal checklist can be

found in the QRH NNC.



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- Common Errors and Tips • It is evident that fire on board is one the most serious emergencies you will ever encounter. Timely execution of the appropriate procedures and accomplishing a safe landing without wasting

unnecessary time may be the difference between survival and disaster. It is very important to organize task division and keep the other pilot in the loop. Remember to advise ATC properly with a MAYDAY call so that they are well aware of how serious your situation is and are able to offer you the best possible help.

• Flying while the FMC is operating is easy; flight without FMC is also very easy provided that you revert

to conventional navigation. Advise ATC of limitations. • Keeping in-trim speed until the start of the approach influences the necessary control column forces

during flight with jammed stabilizer. In some cases it maybe necessary for the PNF to help PF with control column force during final approach.



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FFS 8 – Appendix: Video: “Stress management” Recognizing and dealing with stress. Ability to recover'. - Duration: 18 minutes. - Goal: to understand that: • stress is “an adaptive response by the body to our individual interpretations of changes in the

environment”. - Short content description STRESS is “an adaptive response by the body to our individual interpretations of changes in the

environment”. Stress can be positive - it gives us the additional kick necessary to deal with anything that happens - but it can also be negative. Too little as well as too much stress is dangerous in our work.

Stress is additive. Therefore we need to work off earlier stress to avoid a rate of build up that is greater

than the rate of dispersal by managing our lifestyle and by positive thinking.

The stress curve has 3 phases: 1. AROUSAL: positive stress, essential for effective performance. 2. PEAK PERFORMANCE: performance is at its best but there is nothing left to cope with additional

difficulties. 3. DISTRESS: a phase of loss of control, distortion of our perception, difficulty in setting priorities /

making decisions, etc. - Where does stress come from? The control of stress starts in the brain. It is a combination of mental and hormonal control which

produces muscular activity, a feeling of calmness, anger, fear, etc. It depends on 3 things: our individual perceptions, interpretations and decisions. If the rate of build up of stress is greater than the rate of dispersal, the net effect is increasing stress. For our purpose we can divide causes of stress into 3 area's: domestic, company and situation.

- What can we do about it? Domestic + company stress must leave room available to cover for situational stress. Long term stress effects (depression, excessive drinking / smoking, frequent forgetfulness, chest and

back pains, headaches, etc.) call for professional help. If we have to deal with short term situational stress, pull the brakes:

1. Fly the aircraft and take your time. 2. Ask open questions (facts, consequences, goal, priorities, solutions) and use SOPs. 3. Check the information with your colleague and seek for real confirmation. 4. Monitor your own and your colleague's performance. 5. Be prepared to accept a caution from a colleague, and 6. Speak up whenever you think is necessary.



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6.9 FFS – SESSION 9 Details : Local flight AMS Non Normal engine start Windshear Turbulence penetration Circling approach Rejected landing Engine failure during G/A Flight : AVION123 AMS-AMS T/O RWY 24 LDG RWY 18C/27 Weather : AMS: 25025KT 9999 OVC009 17/15 Q1001 Windshear reported Clearance : Runway heading climb FL 100 transponder 2129 Pos : Holding RWY 24 Aircraft : ZFW: 50.0 T; FUEL: 7.1 T; MAC: 18% Lesson plan part one:

• Cockpit setup • Non normal engine start • Taxi out • Rolling takeoff – full use of AFDS • Climb – wind shear – Climb FL 100 turbulence during climb • Cruise – steep turns, stalls (3 types) • Descent – prepare VOR/DME 27 circle to land 18C • Approach – go-around after touchdown 18C, engine flame out during G/A • 2nd approach – wind shear - radar vectors N-1 NDB/DME 18C • Landing – N-1 crosswind landing


• Cockpit setup – engines running / takeoff position • Static takeoff – full use of AFDS • Climb – wind shear – climb FL 100 turbulence during climb • Cruise – steep turns, stalls (3 types) • Descent – prepare VOR/DME 27 circle to land 18C • Approach – go-around after touchdown 18C, engine flame out during G/A • 2nd Approach – wind shear - radar vectors N-1 NDB/DME 18C • Landing – N-1 crosswind landing



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OUTLINE FFS - SESSION 9 - Objectives session The objectives of this session are to: • introduce wind shear recovery procedures • introduce turbulence penetration procedures • practice aborted engine start • practice steep turns • practice stalls • practice non precision and circling approach • practice engine failure during G/A • practice N-1 flying and N-1 landing • practice crosswind landing - Required standards The trainee should show the ability to: • perform wind shear recovery procedures with coaching • perform turbulence penetration procedures • perform aborted engine starts • perform steep turns within limits (see assessment standards) • perform stalls according to procedures • execute non precision and circling approach • perform engine failure during G/A • perform N-1 crosswind landing - Preparation Before attending the session study these items:

Subject Book Wind shear QRH Maneuvers Turbulence (Turbulent Air Penetration) SOP, SP, FCTM Circling Approach FCTM Go-around after Touchdown SOP, FCTM Engine failure during go-around and missed approach SOP, FCTM

- Common Errors and Tips § During windshear recovery, attitude and thrust are the most important! The recommended procedures

are very clear. During severe windshear conditions a dramatic drop in speed may be experienced. Do not lower the nose to try to recover lost speed! Respect stick shaker at all times!

§ When experiencing an engine failure during G/A and the TO/GA switches were pressed only one time the thrust will be set to reduced go-around thrust. Should full go-around thrust be desired press TO/GA switches one more time and verify full go-around thrust.



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6.10 FFS – SESSION 10 Details : Local flight AMS Pilot incapacitation Non normal engine start RTO Auto relight N-1 procedures Engine failure on final Dual channel approach with manual landing & autoland Flight : AVION123 AMS-AMS T/O RWY 24 LDG RWY 18C/27 Weather : 29010KT 8000 RASH OVC006 14/12 Q1008 Clearance : Runway heading climb FL 100 transponder 2130 Pos : Holding RWY 24 Aircraft : ZFW: 59.0 T; FUEL: 7.1 T; MAC: 21% Lesson plan part one:

• Cockpit setup • Non normal engine start • Taxi out • Rolling takeoff followed by RTO • 2nd takeoff – full AFDS • Descent – prepare NDB/DME approach 18C – radar vectors • Approach – engine flame out on final followed by N-1 G/A • 2nd approach – radar vectors N-1 LOC 18C • Landing – N-1 full stop landing • Static 3rd takeoff – full AFDS, climb 3000 ft • Approach and landing – radar vectors ILS 27 autoland • Approach and landing – radar vectors ILS 27 dual channel with manual landing


• Cockpit setup – engines running / takeoff position • Static takeoff followed by RTO • 2nd takeoff – Full AFDS • Climb 3000 ft • Descent – prepare VOR/DME approach 27 – radar vectors • Approach – engine flame out on final followed by N-1 G/A • 2nd approach – radar vectors N-1 LOC 27 • Landing – N-1 full stop landing • Static 3rd takeoff – Full AFDS, climb 3000 ft • Approach and landing – radar vectors ILS 18C (auto land) • Approach and landing – radar vectors ILS 27 dual channel with manual landing

NOTES



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OUTLINE FFS - SESSION 10

- Objectives session The objectives of this session are to: • practice non normal engine starts • practice RTO • practice wet V1 takeoff • practice engine fire procedure • demonstrate auto relight feature • practice non precision approach • introduce engine failure during approach • practice N-1 go-around • practice pilot incapacitation procedures • practice autoland and dual channel approach followed by manual landing (trim bias!). - Required standards The trainee should show the ability to: • execute non normal engine start procedures • perform RTO procedures • perform engine fire procedures • demonstrate knowledge of the auto relight feature • perform non precision approach • handle engine failure during approach • perform N-1 go-around • handle pilot incapacitation during flight • handle autoland • handle dual channel approach followed by manual landing (with trim bias!). - Preparation Before attending the session study these items:

Subject Book Start valve open QRH NNC Engine failure during approach SOP (approach-non normal operation) Incapacitation of crew members BOM, SEP Automatic approach and landing NP, FCOM

- Notes for the trainee • When experiencing an engine failure during approach; decision to continue or to make a go-around

should be made immediately. If decision is made to continue: with sufficient thrust available: continue with landing flaps; without sufficient thrust available: retract flaps to 15 and increase Vref by 20 kts. If a go-around is made later during the approach the flaps should go to 15 or remain at 15.

• Use of SOP’s and adherence to standard call outs are a tool for early recognition of pilot incapacitation. Remember: every call out or challenge requires a response from the other pilot! Lack of response could be a sign of pilot incapacitation.

• When faced with pilot incapacitation, declare an emergency and, conditions permitting use autoland if it is available. Advise cabin crew and restrain incapacitated crew member.

• Trainees are expected to know how to operate the autoland feature. Feel free to discuss this feature with your instructor, it may be very useful when faced with pilot incapacitation.



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- Common Errors and Tips When experiencing an engine failure during approach, disconnect auto throttle (if engaged), advance both thrust levers and apply rudder to maintain directional control. While the autopilot is on, be prepared to disconnect it and to fly manually if necessary! In case of go-around, thrust must be adjusted manually! Session 10 completed (date)


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6.11 FFS - ZERO FLIGHT TIME TRAINING (OPTIONAL) For the Zero Flight Time Training (ZFTT) requirements refer to TM type ratings. For the content of the ZFTT training refer to document 061, appendix D. ZFTT completed (date)


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6.12 FFS –SKILL TEST Skill Test Skill test standards, contents and the conduct of the skill test are published in Appendix 9 of Part-FCL. The form used to report the skill test results is the skill test and proficiency check report form. Session 11 completed (date)

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6.13 VISUAL CIRCUITS (OPTIONAL) Flight : MST Weather : Start with CAVOK wind calm Train also with 15 to 20 kts x-wind, vis. 5 km, OVC1600 ft. Aircraft : ZFW: 45.0 T Fuel: 15.0 T MAC: 20% Training Event : Train landings with flaps 30, 40 and 15 (N-1) Train normal and n-1 go-arounds Train go-around after touchdown (at 50 ft call go-around) Lesson plan : To be determined by the instructor OUTLINE VISUAL CIRCUITS Objectives session The objectives of this session are to:

• get a feel for the aircraft during visual circuits. This session will be flown raw-data, no A/T, FPV is allowed

• Get accustomed to the procedures for visual circuits as part of the type rating • Increase the trainees ability and confidence in handling the aircraft

Required standard by the end of the session The trainee should show the ability to:

• execute the visual circuits within limits (ALT. +/- 100 ft, SPD +/- 5 kts, HDG +/- 5º • master the procedures and call-outs for visual circuit flying

Preparation Before attending the session study these items: - Touch & Go landings / Visual Traffic Pattern - Visual circuit - Visual circuit training / procedures & patterns Visual Circuits completed (date)


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6.14 LOVIS (OPTIONAL) Objectives session The objectives of this session are to: • practice Low Visibility takeoffs and CAT II/III approaches, go-arounds and landings; • get familiar with LOVIS procedures and call-outs; • train and check performance of trainee to a standard required by Avion Training. Low Visibility completed (date)


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