Old QF sim rides
Thread Starter
Join Date: Jul 2003
Location: the red planet
Posts: 17
Likes: 0
Received 0 Likes
on
0 Posts
Old QF sim rides
Does anyone have information about the QF sim profile that used the Melbourne charts? I understand the Perth charts were for the 24 ILS and the 21 VOR DME.
Thanks
Thanks
Join Date: Aug 1998
Location: australia
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
The Sim ride is conducted the day before your final interview. No matter how you perform in your sim ride, you will still do the final interview. There is no pass or fail for the sim ride. Capt Greenop is looking to realistically assess your flying skills, your ability to learn, and your IF scan.
A comprehensive briefing is given prior to the ride…Capt Greenop makes you feel pretty much at ease, and he is quite friendly and approachable. The operation is designed to be flown as a single pilot operation. He will give you all the speeds and power settings for the operation (also listed below). For GA
pilots, the major difference is the fact that the power lever is very important in controlling the speed in cruise. Remember this and try and fly the figures that are given to you accurately. It is prudent to write the figures on the side of your charts to reference them in flight if required. You will not really have a chance to look at your charts much, so learn them [as] well.
You will be flying either the 744 sim or the 767 sim, depending on availability. The 744 is flown at min fuel weight - about 4 tonnes, and only the 2 inboard engines are used, the outer are at idle. PEC is not required.
As outlined earlier, it is all flown as a single pilot operation, except that you call "gear", "flaps" and the radio aids to be set up.
The settings for the 744 as given to you by Capt Greenop are as follows:
TAKEOFF:
Full power, rotate 120 kts
10 deg nose up, accelerate to 140 kts.
Call gear and flap (20) (the whole flight is flown at flap 20, except approach at flap 30).
CRUISE:
140 kts 6.5 deg nose up 1.25 EPR
180 kts 2.5 deg nose up 1.37 EPR
ILS
One dot high, gear down
On glide slope, flaps 30
2.5 deg nose up, 120 kts, 1.22 EPR
TWIN LOC
14 nm Gear down
Flap 30 leaving 4000'
2.5 deg nose up, 120 kts, 1.22 EPR
GO-AROUND
Full power
Flap 20
Rotate 12 deg
Gear up
140 kts
For the Melbourne approach, the flight was as follows:
Take off and climb on rwy heading to 4000'. Level off at 140 Kts (about 1.25 epr).
Climb at 1000fpm to 6000', turn right onto 270. Descend at 500fpm, turn onto another heading. He calls all the headings to turn and bugs them.
You will be vectored towards Bolinda, and told to intercept the 040 inbound. You will have to call the heading bug, and enter the holding pattern (usually a sector entry) halfway thru the sector entry he will call
cancel the hold, clear ILS or Twin Loc approach. Fly the approach.
He will call go-around somewhere before minima. Full power climb to 6000, maybe some turning etc, and then will track you to the east towards Epping. Intercepting the 360 inbound radial to Epping, then the 030
outbound radial. Shortly afterwards he will order a steep turn to the left or right. Then a parallel entry into the Twin loc or ILS approach (whichever you did not do first).
You will have to call for the appropriate navaid to be called up on the relative instrument (left or right).
Fly the approach, again somewhere near minima, he will terminate the approach, end of sim ride, and you will be wanting a drink.
During the approaches although it is a single pilot operation basically (although you call flaps and gear and he sets them for you) it would be prudent to give a good briefing before launching into the approach - if you have time!
Failing that, help yourself by calling out heights above minima - ie "1000 above minima, 500 above minima" etc. It is the QF SOP so show that you can do it now.
A few pointers: If the aircraft feels like it is going through turbulence and you cannot 'catch it', you are over controlling so let go of the control column and it will settle.
The thumb trim is not like GA electic trims. When you trim, it does not relieve any control column force, you have to relax your pressure and see how that has changed the force required. Due to this fact, you need to
trim in 1 second spurts.
He knows that you have never flown a 744 before, and that is why it is given a performance decrease to look like a big GA twin. You are being assessed on your scan, your knowledge of IF skills and you ability to learn and improve in a short space of time. When you have finished, think about how you went, give yourself a score out of 10, and write down all of your mistakes that you made. You will be asked about it
tomorrow....
A comprehensive briefing is given prior to the ride…Capt Greenop makes you feel pretty much at ease, and he is quite friendly and approachable. The operation is designed to be flown as a single pilot operation. He will give you all the speeds and power settings for the operation (also listed below). For GA
pilots, the major difference is the fact that the power lever is very important in controlling the speed in cruise. Remember this and try and fly the figures that are given to you accurately. It is prudent to write the figures on the side of your charts to reference them in flight if required. You will not really have a chance to look at your charts much, so learn them [as] well.
You will be flying either the 744 sim or the 767 sim, depending on availability. The 744 is flown at min fuel weight - about 4 tonnes, and only the 2 inboard engines are used, the outer are at idle. PEC is not required.
As outlined earlier, it is all flown as a single pilot operation, except that you call "gear", "flaps" and the radio aids to be set up.
The settings for the 744 as given to you by Capt Greenop are as follows:
TAKEOFF:
Full power, rotate 120 kts
10 deg nose up, accelerate to 140 kts.
Call gear and flap (20) (the whole flight is flown at flap 20, except approach at flap 30).
CRUISE:
140 kts 6.5 deg nose up 1.25 EPR
180 kts 2.5 deg nose up 1.37 EPR
ILS
One dot high, gear down
On glide slope, flaps 30
2.5 deg nose up, 120 kts, 1.22 EPR
TWIN LOC
14 nm Gear down
Flap 30 leaving 4000'
2.5 deg nose up, 120 kts, 1.22 EPR
GO-AROUND
Full power
Flap 20
Rotate 12 deg
Gear up
140 kts
For the Melbourne approach, the flight was as follows:
Take off and climb on rwy heading to 4000'. Level off at 140 Kts (about 1.25 epr).
Climb at 1000fpm to 6000', turn right onto 270. Descend at 500fpm, turn onto another heading. He calls all the headings to turn and bugs them.
You will be vectored towards Bolinda, and told to intercept the 040 inbound. You will have to call the heading bug, and enter the holding pattern (usually a sector entry) halfway thru the sector entry he will call
cancel the hold, clear ILS or Twin Loc approach. Fly the approach.
He will call go-around somewhere before minima. Full power climb to 6000, maybe some turning etc, and then will track you to the east towards Epping. Intercepting the 360 inbound radial to Epping, then the 030
outbound radial. Shortly afterwards he will order a steep turn to the left or right. Then a parallel entry into the Twin loc or ILS approach (whichever you did not do first).
You will have to call for the appropriate navaid to be called up on the relative instrument (left or right).
Fly the approach, again somewhere near minima, he will terminate the approach, end of sim ride, and you will be wanting a drink.
During the approaches although it is a single pilot operation basically (although you call flaps and gear and he sets them for you) it would be prudent to give a good briefing before launching into the approach - if you have time!
Failing that, help yourself by calling out heights above minima - ie "1000 above minima, 500 above minima" etc. It is the QF SOP so show that you can do it now.
A few pointers: If the aircraft feels like it is going through turbulence and you cannot 'catch it', you are over controlling so let go of the control column and it will settle.
The thumb trim is not like GA electic trims. When you trim, it does not relieve any control column force, you have to relax your pressure and see how that has changed the force required. Due to this fact, you need to
trim in 1 second spurts.
He knows that you have never flown a 744 before, and that is why it is given a performance decrease to look like a big GA twin. You are being assessed on your scan, your knowledge of IF skills and you ability to learn and improve in a short space of time. When you have finished, think about how you went, give yourself a score out of 10, and write down all of your mistakes that you made. You will be asked about it
tomorrow....
Join Date: Jan 2003
Location: more East than usual
Posts: 51
Likes: 0
Received 0 Likes
on
0 Posts
MC123,
did mine in early 03 in the 743. Did the MML 16 twin locator and 16 ILS. Bit of general handling, steep turn, intercepts etc. Had all four engines but they put a bar across that limits it to about 1.40 EPR (from memory). That was enough anyway for me!! Full power and i'd have been about 10 mins behind !!
Not wishing to knock Downwinds post but i read that info ages ago so its a bit outdated. I think most of the recent sims have been in the classic, 400 too busy. Chris Lennon did mine, good bloke.
Cheers
WRW
did mine in early 03 in the 743. Did the MML 16 twin locator and 16 ILS. Bit of general handling, steep turn, intercepts etc. Had all four engines but they put a bar across that limits it to about 1.40 EPR (from memory). That was enough anyway for me!! Full power and i'd have been about 10 mins behind !!
Not wishing to knock Downwinds post but i read that info ages ago so its a bit outdated. I think most of the recent sims have been in the classic, 400 too busy. Chris Lennon did mine, good bloke.
Cheers
WRW
