Flight Crew B737-300 Simulator Assessment Briefing

FC_B737-300_ Simulator_ Briefing_REV00Applicant

Rev. No. 00 / April 04, 2017

Flight Crew B737-300

Simulator Assessment Briefing

SunExpress Deutschland GmbH

SIMULATOR ASSESSMENT BRIEFING Page 2 of 13

Flight Crew Boeing 737-300 Simulator Assessment Briefing SunExpress Deutschland GmbH

Rev. No. 00 / April 04, 2017

Table of Contents

0 General Information 1 SXD Simulator Assessment Objectives 2 Detailed Information 3 SXD Simulator Assessment Part 1 4 SXD Simulator Assessment Part 2 5 Limitations / Pitch and Power Tables / Bug Settings 6 Cockpit Layouts and Charts



Rev. No. 00 / April 04, 2017

0 General Information

After a positive result of the SXD Psychometric Assessment you are invited to participate in a SXD Simulator Assessment. This assessment will be conducted in a B737 Full Flight Simulator.

Prior the simulator session you will receive a detailed briefing in German language (30 min). You are welcome to ask questions during the briefing at any time.

The simulator will be operated by a SXD Training Captain. Another SXD Training Captain will perform the duties of the Pilot Monitoring (PM). You may choose the right or left hand seat.

The purpose of the attached navigation charts is to familiarize yourself with the LIDO chart layout. Different German airports may be used at the discretion of the SXD Training Captain.

Please read and study the following information in preparation for this event.

1 SXD Simulator Assessment Objectives

Evaluation of the applicants Basic Performance/Competence

Technical

Manual Aircraft Control: Applicants are able to control the aircraft during all manoeuvers. They endeavor to make the flight as accurate and smooth as possible.

Basic Knowledge of Systems: Applicants know the given limits of the screening aircraft well.

Procedural

Knowledge and Adherence: Applicants are thoroughly familiar with the given procedures (e.g. call outs, Flap Retraction/ Extension Schedule) and with basic IFR procedures (e.g. radial interceptions, holding entry).

Interpersonal

Communication: Applicants share information, and assure reception and understanding. Ambiguities and uncertainties are announced.

Leadership and Teamwork: Applicants shows high level of social interaction skills and are acting as a constructive part of the team.

Workload Management: Applicants are able to plan ahead and to minimize negative effects of stress.

Situational Awareness and Decision Making: Applicants recognize and anticipate factors affecting the flight. After these factors are evaluated, they choose the appropriate course of action. To achieve a favorable outcome, the applicants monitor execution and development of the situation.



Rev. No. 00 / April 04, 2017

2 Detailed Information

Your simulator assessment consists of two parts:

Raw Data T/O, SID, Airwork, Navigation Exercises and Raw Data ILS Approach (optional G/A if unstable)

Line Orientated Flight Scenario (LOFT)

As Pilot Flying (PF) it is expected to initiate all checklists, briefings and communications.

It is expected to be familiar with the given procedures. Beyond that use your own procedures.

The PM will not call out parameter deviations and will not initiate any actions unless instructed to do so (e.g. “Set HDG xyz”, “SPEED xyz”, “ALT xyz”,…). Even if your PM is acting passive, keep your PM in the loop (see Interpersonal-Communication). The PM is able to take over controls for a short period of time (e.g. chart preparation, approach setup and approach briefing).

Simulator Setup

Autopilot, Flight Director, Autothrottle and Flight Management Computer are not available

NAV Display in VOR CTR / APP CTR Mode (=Full Rose Mode) or Expanded VOR/APP Mode (=ARC Mode)

Aircraft is parked on the runway; engines running and Flaps 5 set

PF performs COM Setup / NAV Setup / Speed Bug Setting (refer to Section 5)

PF performs Departure Briefing (Emergency Briefing not required)

All checklists on ground are considered to be completed

ATIS is not required

WX

Wind 50° off RWY HDG with 10 kts, VIS 5000, BKN 005 00/-05 QNH 999

Performance Data

TOW 48.00 tons

T/O Flaps 5,T/O N1 90%, CLB N1 85%,V1/VR/V2=125/127/136

Acceleration Altitude 1500ft AAL

Engine Failure Procedure ( EFP ) depending on airport is given by SXD Training Captain

LDG Vref Flaps 30 =131



Rev. No. 00 / April 04, 2017

3 SXD Simulator Assessment Part 1

T/O

PM sets T/O Thrust (90% N1), CPT ( left hand seat) keeps hands on Thrust Levers until V1

Rotation Rate 2-3°/sec

Target Pitch Attitude 17.5°, Speed V2+15-25 kts

At Acceleration Altitude (1500 ft AAL) PF takes over Thrust Levers and sets CLB Thrust (85% N1) and simultaneously lower Pitch Attitude to 10°

Acceleration to Flaps UP Maneuvering Speed (“Speed 210”) Retract flaps according Flap Retraction Schedule

Follow SID / ATC instructions

Flight Patterns Takeoff (All Engines)

PM manually sets T/O

PM calls “80”

PF calls “CHECKED”

80 kts V1 VR

PM calls “V1”

PM calls “ROTATE”

Positive rate of climb

PF calls “GEAR UP”

Pitch 17.5°

Initial climb speed

V2+15 – 25 kts

Pitch 10°

Set Climb Thrust

ACC. ALT

PF calls “SPEED 210”

Passing V2+15 kts

PF calls “FLAPS 1”

Passing 190 kts

PF calls “FLAPS UP”

Follow SID / ATC Instructions

PF calls “AFTER TAKEOFF CHECKLIST”



Rev. No. 00 / April 04, 2017

Airwork

Steep Turns

Climbing and Descending Turns

Navigation Exercises

Position Report

Terrain Awareness

Radial Interceptions

Holding (published or non-published)

Approach

Radar Vectored ILS Approach

Configure according Flaps Extension Schedule

Intercept Localizer with Flaps 5 / Speed 170

At 1 dot below GS Gear Down/ Flaps 15/ Speed 150

Just prior GS intercept Flaps 30 / Speed Vref+5

Flight Patterns ILS Approach (All Engines)

On Radar Vectors for intercept

PF calls “FLAPS 1, SPEED 190”


Localizer capture

PF calls “FINAL HEADING”

One dot below GS

PF calls “GEAR DOWN, FLAPS 15, SPEED 150”

Prior GS intercept

PF calls “FLAPS 30, SPEED Vref+5”

On GLIDE SLOPE

PF calls “MISSED APPROACH ALTITUDE”

PF calls “LANDING CHECKLIST”



Rev. No. 00 / April 04, 2017

Go Around (if unstable)

Command “GO AROUND, FLAPS 15” G/A pitch attitude 15° and simultaneously set G/A Thrust 90% N1

Command “GEAR UP” at positive rate of climb

At Acceleration Altitude (1500 AAL) set CLB Thrust 85% N1 and simultaneously lower pitch attitude to 10°.

Acceleration to Flaps UP maneuvering speed and flap retraction according schedule.

Follow published missed approach procedure

4 SXD Simulator Assessment Part 2

After completion of part 1 the aircraft is repositioned in T/O position with engines running and Flaps 5. All checklists are considered to be completed. Perform your NAV Setup for the cleared SID.

After V1 an Engine Failure will occur

Single Engine Traffic Pattern

Single Engine Radar Vectored ILS APP

Flight Patterns Takeoff (One Engine Inop.)

During the LOFT part the primary concerns are:

A/C Handling during One Engine Inoperative

Procedural / Interpersonal according applicants experience

Workflow Management (Sequence of events, Decision Making Model (e.g. FORDEC), Communication/ Information to ATC/ Cabin Crew/Passengers (e.g. NITS)

PM manually sets T/O

PM calls “80”

PF calls “CHECKED”

80 kts V1 VR

PM calls “V1”

PM calls “ROTATE”

Positive rate of climb

PF calls “GEAR UP”

Pitch ~12.5°

Initial climb speed

V2 - V2+20kts

Pitch ~7.5°

ACC. ALT

PF calls “SPEED 210” Passing V2+15 kts

PF calls “FLAPS 1”

Passing 190 kts

PF calls “FLAPS UP”

Follow Engine Failure Procedure (EFP) / ATC Instructions

PF calls “AFTER TAKEOFF CHECKLIST”

PM calls “ENGINE FAILURE”



Rev. No. 00 / April 04, 2017

Flight Patterns ILS Approach (One Engine Inop.)

Please remember that only the given information is expected to be known and used. Beyond that use your own procedures.

On Radar Vectors for intercept



Localizer capture

PF calls “FINAL HEADING” Prior GS intercept

PF calls “GEAR DOWN, FLAPS 15, SPEED Vref+5”

On GLIDE SLOPE

PF calls “MISSED APPROACH ALTITUDE”

PF calls “LANDING CHECKLIST”



Rev. No. 00 / April 04, 2017

5 Limitations / Pitch and Power Tables / Bug Settings

VLO ( EXT ) 270 kts

FLAP PLACARD SPEEDS

Flap Position VFE – KNOTS IAS

1 230

5 225

15 195

30 185

Pitch and Power all Engine Operative

Speed kts Pitch ° N1 %

Flaps Up

Level Flight

210 ~ 6° 59%

Flaps 1

Level Flight

190 ~ 6,5° 61%

Flaps 5

Level Flight

170 ~6° 59%

Gear Down, Flaps 15

Level Flight /

on Glide

150 ~6° / ~ 4,5° 67 % / 51%

Gear Down. Flaps 30

On Glide

136 ~ 3° 56 %

Note: For reference only



Rev. No. 00 / April 04, 2017

Bug Settings

T/O

LDG

ASI

80 kts

V1

VR

V2 +15 kts 210 kts

ASI

80 kts

Vref

Vref +15 kts 210 kts

Bug One: 80 kts

Bug Two: V1

Bug Three: VR

Bug Four: V2+15 kts

Bug Five: 210 kts

Bug One: 80 kts

Bug Two: Vref

Bug Three: Vref

Bug Four: Vref+15 kts

Bug Five: 210 kts



Rev. No. 00 / April 04, 2017

6 Cockpit Layouts and Charts

Full Rose VOR Mode

1 - Reference VOR DME 2 - Current Heading 3 - Selected Heading Mode 4 - Lateral deviation indication 5 - TO / FROM indication 6 - Wind direction and speed 9 - Drift angle pointer 10 - Selected course pointer 12 - TO / FROM indication 13 - Reference VOR freq.

Green needle = ADF pointer



Rev. No. 00 / April 04, 2017

Expanded Rose VOR Mode Full Rose VOR Mode

EADI



Rev. No. 00 / April 04, 2017

Main Instrument Panel

02-MAR-2017

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2017

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SunExpress (SunExpress)

Effective_18-AUG-201611-AUG-2016 SI

DGermany Stuttgart

© L

ido

2016

STR-EDDS SIDs RWY 25 (RNAV Overlay)4-20

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Changes: PROC renamed, MGA, OBST, SUAs


Effective_18-AUG-201611-AUG-2016

SIDP

TGermany Stuttgart

© L

ido

2016

STR-EDDS SIDs RWY 25 (RNAV Overlay)5-30ABTAL 4B / DINKELSBUHL 9B / ETASA 4B / GEBNO 7B / KARLSRUHE 5BRWY 25 (252°)

After take-off, contact Langen RAD.

GS 120 150 180 210 240 270

4.0% ft/MIN 500 700 800 900 1000 1100

5.0% ft/MIN 700 800 1000 1100 1300 1400

5.1% ft/MIN 700 800 1000 1100 1300 1400

DESIGNATOR ROUTING ALTITUDES

Runway 25

ABTAL 4B4.0% to 19005.1% to 4000

125.050 1

R252 STG - at D5.9 STG LT (25? bank, MAX 230KT) - crossingR231 STG LT 084? to TEDGO - LT 065? to ABTAL

FMS[A1700+] - DS046 [L] - DS048 [K230-] - TEDGO [L] - ABTAL initial climb 5000

DINKELSBUHL 9BDKB 9B

4.0% to 19005.0% to 4000

125.050 2

R252 STG - at D5.6 STG RT 339° (25? bank, MAX 230KT)intercept R233 LBU to LBU - R066 LBU to DKB

FMS[A1700+] - DS050 [R] - DS040 [K230-] - DS041 [R] - LBU [R] -DKB initial climb 5000

ETASA 4B4.0% to 19005.0% to 4000

125.050 2

R252 STG - at D5.6 STG RT 339° (25? bank, MAX 230KT) -crossing R238 LBU RT 029? to KOVAN - ETASA

FMS[A1700+] - DS050 [R] - DS040 [K230-] - DS043 [R] - KOVAN [L]- ETASA initial climb 5000

GEBNO 7B4.0% to 19005.0% to 4000

125.050 2

R252 STG - at D5.6 STG RT 339° (25? bank, MAX 230KT) -intercept R233 LBU to LBU - R066 LBU - at D15.2 DKB LT 359°to GEBNO

FMS[A1700+] - DS050 [R] - DS040 [K230-] - DS041 [R] - LBU [R] -DS051 [L] - GEBNO initial climb 5000

KARLSRUHE 5BKRH 5B

4.0% to 19005.0% to 4000

125.050 2

R252 STG - at D5.6 STG RT 339° (25? bank, MAX 230KT) -crossing R238 LBU LT 337° to ABGAN - KRH

FMS[A1700+] - DS050 [R] - DS040 [K230-] - DS042 [L] - ABGAN [L]- KRH

initial climb 5000

1 Climb gradient 4.0% due to obstacles, 5.1% due to airspace structure. If unable to comply, inform ATC.2 Climb gradient 4.0% due to obstacles, 5.0% due to airspace structure. If unable to comply, inform ATC.

Changes: Track


16-MAR-2017 IACGermany Stuttgart

© L

ido

2017

STR-EDDS ILS or LOC 257-40

IAC

ILS or LOC 25

Stuttgart Germany

33

34

424693

225°

300°

065°

165°

15STG

STG25

20TG

S

3GT

S0

GTS

04

E008°30' E009°00' E009°30' E010°20'

N48°

40'

N48°

30'

R233

R174 D 115.95 KRH

R166

R088 STGR277

R223

Stuttgart

VAR 2° EMAG UP

AD ELEV 1276

0

2

4

6

8

10 NM

e

d

d

d

268°

088°6000

174°

354°7000

346°

166°5000

177°

357°5000(6000)

US

US

US

STGD 116.85 STG

D 109.2 LBULBU

LUBURG

SGD? 115.45 SGD

UI

ED

ED

ED

ED

EDED

ED

ED

ED

EDED

ED

ED

ED

ED

ED

EDED

ED

EDED

ED

EDED

TRL ATCTA 5000

ILS or LOC25

D 109.9 ISTWISTW

? 115.45 SGD

R307R207A

R307R207B

R207C

R307

MTA ADEXA SOUTH E

R207D

MTA ADEXA SOUTH B

MTA ADEXA SOUTH A

MTA ADEXA SOUTH C

MTA ADEXA SOUTH D

R307 N

MTA LANIA 3

R150 JD1-JD2

R150 JD2-KD2

R150 JD1-KD2

R150 KD2-KD3R150 KD3-KD6

R150 JE1-JD1 R150 LD1-KD6

AARA ANGIE

AARA GRETCHEN AARA GRETCHEN LOW

Caution

ALTs in brackets are operational

DME required

Use of transition proceduresonly when cleared by ATC

On downwind expect vectors to final

Turbulence must be expectedduring moderate WX conditions,wind 6KT or less, on extended

STGover power plant cooling tower.RWY centerline (D4.6 )

67

54

47

70

39

43

BADSO 25

LBU 25

REUTL 25

ARSU

T 25

TEKSI 25IBIRU 25 (ATC)

252°

17

6000

012°

1660

00

020°

44

166000

346°

12

6000

7

6000261°

4 253°

4343°

97000158°

22

6000

072°

5

76000R156

073°

56000163°

070°

073°

46000343°

6

6000253°

4

R252

339°

053°

6000

6000

4

6000

6000

60004

6

4

6000

5500

4500

4000

6000

UNSER4000

5000

ARSUT

DS520

DS522

DS525

DS515DS514DS513

DS512

FL100

FL8065005500

4500

REUTL

IBIRU

FL100

TEKSI

DS545

DS542

FL100

FL90

BADSO

D10.4 KRH

DS529

DS531

DS535

FL100FL100

D20.1 STG

D4.6 SGD

DS532DS533

DS534

DS523DS524

DS530

D32.3 STGDS543

DS544D3.9 ISTW

D8.8 ISTWD9.5 SGD

D5.6 STG orD4.2 SGD

WH

WH

FL100

D0.7 ISTWD1.4 SGD

3339

2500 ?

2000 ?

2011

2040

2070

2096

2214

2503

2588

a

a

aa

a

a

a

a

a

a

a

b

b

a

a

b

b

b

a

b

b

b

2844

2648

2897

2803

2297

2117

2635

2008

2825

2305

1727

2400

2692

2780

2763

2858

2678

2254

2597

3191

2773

3339Ü

60006000

4

6

7

6000

Clearance Limit

Clearance Limit

Clearance Limit

6000

3

60004

HP STGHP REUTL

d d346°

166°5000

346°

166°6000

US

D 116.85 STGSTG

ED REUTLD20.1 STG

WH Clearance LimitR060 STG

R033

STG

Stuttgart

0

2

4

6

8

10 NM

d177°

357°5000(6000)

US

US

US

D 116.85 STGSTG

D 109.2 LBULUBURG

LBU

SGD? 115.45 SGD

UI


R307 N

DME required

5

5000R139

54000

5

9

5000

R052

4000

252°

D5 LBUD10.1 LBU

UNSER

D9.2 STG

D3.9 ISTWD4.6 SGD

D10.6 SGD

D8.8 ISTWD9.5 SGD

WH

WH

D0.7 ISTWD1.4 SGD

Non-FMS ACFT

D-ATIS 126.125DIR 119.850TWR 118.800 119.050GND 118.600

3.80.5 DIST to THR0 5

R252 STGat D4.2 SGD (D5.6 STG) or MNM5000, whichever is later, RT 339 ° - when crossing R277 STG(R223 LBU) RT intercept R233 LBUto LBUmaintain 5000

2410MDA50

D8.8 ISTWD9.5 SGD

UNSERD3.9D4.6

2410

D0.7D1.4

STGISTW

SGD

GS 120 140 160D3.9 ISTW

-MAPt640NA

740NA

850NA

4000 252 °

GP 3.00°LILJ

25

HL-P2F+0.8%

3.0 ° TDZ --- (+0.8%) / THR 1181 (42hPa)

45 x 334515 H60 H 2

1820

3

2140

4

2460

5

2780

7

3410

8.8

4000

3.00 ° LOCD ISTW

25 Cat 3b DME Cat 2 DMEACFT MAX 65/7

Cat 2 DMELTSCat 1 DME

1)Cat 1 DME

1)Circling

C ft - m/kmft

0 - 75R Company

100 - 300R 108 RA

110 - 300R 115 RA

200 - 4001390

200 - 5501390 Not published

D ft - m/kmft

0 - 75R Company

110 - 300R 115 RA 2)

110 - 300R 115 RA 2)

200 - 4001390

200 - 5501390 Not published

1) With EVS 350m 2) If not conducting autoland RVR 350m required

Changes: Nil


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