P1 UPGRADE on 737NG
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P1 UPGRADE on 737NG
Hi every1... i'll be going for my 737ng P1 upgrade next week.. we got six sim sessions and then the check. though we have a company performa to be carried out.. is there any thing additional that i have to look at or practice keeping in mind its going to be a coomand upgrade.. ??? any points would be of a gr8 help..
happy landings ... GL
happy landings ... GL
Join Date: Aug 2000
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If it is your current type then there should be few problems moving seats. What you need to concentrate on is 'big picture' stuff when in the left seat. You are there to manage the whole operation, so when you go through the failures in the sim you need to be thinking beyond just getting the checklists done efficiently. For instance, say you had a fuel contamination issue during the climb out and an engine ran down (I had this on my 737 command conversion). So, first things first.
1. Fly the aeroplane (or ensure PF is flying the aeroplane adequately).
2. Ensure you are terrain safe.
3. Correctly identify the problem (at that point it would possibly just be an engine failure with no associated damage, or perhaps a Fuel Filter Bypass light with erratic engine operation.)
4. Consider the implications and the possible courses of action. If it is a fuel problem and you have loaded fuel into all three tanks then you could well have a problem with the other engine soon. What if you had only loaded fuel into the centre tank as the wings were already full (unlikely I know)? What about turning the centre tank pumps off and just using the wing tank fuel? Where are you going to go? I would suggest an immediate diversion to the nearest airfield, remember this may be behind you, or the field you have just departed from. Are you going to ask for delaying vectors? Personally I would want to hold in a position from which I could glide to the field and I would try to gain as much height as possible whilst heading to this hold.
5. At an appropriate point carry out the associated QRH drill(s) and declare an emergency to ATC.
6. Consider your decision and seek as much input as you can get. Perhaps include ATC to contact the fueller to see if there is any known problem (but don't wait for this) Outline your plan to your F/O and ask for ideas, concerns or for anything you may have overlooked. I would personally try an engine re-start in this scenario. Consider things like landing configuration (do you want to do a normal flap setting for a two engine landing? What if you lose an engine on the approach? Have you got the landing performance for a flap 15 landing? Would this be a better option?) Decide on your plan of action and brief it. Think about time management as you do not want to spend ages doing everything thoroughly only to find that both engines fail on you, so a sense of urgency may be appropriate.
7. Brief the cabin crew and advise of what the problem is, how long they have before you will be on the ground and any special actions that may be required (emergency landing?). Set up for the approach, complete the brief and start the approach. Consider a PA to the passengers to calm and re-assure, but don't let this distract from the primary task of getting on the ground.
8. Don't forget to think about what is going to happen once you are on the ground, as this is an area that is often overlooked. Are you going to stop on the runway? Taxi clear? Taxi to stand? It depends on the failure and seriousness, but other things to consider are requirement for a tug, steps, are you going to evacuate using slides? Will the touchdown be normal or will the pitch attitude and picture be 'strange', how limiting is the runway length (and width if directional control problems), what are the runoff areas like? What fire category is the airfield? If you have a heart attack patient needing you to divert, would an airfield slightly further away from your current position be a more 'suitable' diversion due to better location to a suitable hospital? What facilities are available on the ground? Think about pax handling facilities. Do your company have representation at the airfield, which may make things easier. For non-emergency diversions, is maintenance/ fuel available? Perhaps a different airfield not too far away may be a better choice than your original thoughts, stay open-minded. Have you been to the airfield before? A familiar airfield can make your life much easier. Know your route knowledge to prevent you picking an airfiled to divert to enroute which has serious terrain and difficult/ limiting approaches. Opening up the airfield chart booklet is not the time to find it is cat C and likely to make your workload increase significantly.
9. Remember the sim is the sim and the real world doesn't stop with the parking brake being set. You will get all sorts of problems directed your way and your initial reaction may well be confusion and uncertainty. Don't panic, find out what the root cause of any problem is, gather as much info as you can and make a 'reasonable' decision based on all this info. All you have to do is apply common sense and you will make a decent commander. Learn from all the situations you experience and you will become a very good commander. It's not rocket science, just a calm manner utilising the time that is available effectively, delegating where appropriate and keeping ahead of the game. Remeber, you are the goalkeeper. It can get passed the rest of your team, but if it gets passed you, then you have a problem.
Enjoy the upgrade, it's a great feeling!
PP
1. Fly the aeroplane (or ensure PF is flying the aeroplane adequately).
2. Ensure you are terrain safe.
3. Correctly identify the problem (at that point it would possibly just be an engine failure with no associated damage, or perhaps a Fuel Filter Bypass light with erratic engine operation.)
4. Consider the implications and the possible courses of action. If it is a fuel problem and you have loaded fuel into all three tanks then you could well have a problem with the other engine soon. What if you had only loaded fuel into the centre tank as the wings were already full (unlikely I know)? What about turning the centre tank pumps off and just using the wing tank fuel? Where are you going to go? I would suggest an immediate diversion to the nearest airfield, remember this may be behind you, or the field you have just departed from. Are you going to ask for delaying vectors? Personally I would want to hold in a position from which I could glide to the field and I would try to gain as much height as possible whilst heading to this hold.
5. At an appropriate point carry out the associated QRH drill(s) and declare an emergency to ATC.
6. Consider your decision and seek as much input as you can get. Perhaps include ATC to contact the fueller to see if there is any known problem (but don't wait for this) Outline your plan to your F/O and ask for ideas, concerns or for anything you may have overlooked. I would personally try an engine re-start in this scenario. Consider things like landing configuration (do you want to do a normal flap setting for a two engine landing? What if you lose an engine on the approach? Have you got the landing performance for a flap 15 landing? Would this be a better option?) Decide on your plan of action and brief it. Think about time management as you do not want to spend ages doing everything thoroughly only to find that both engines fail on you, so a sense of urgency may be appropriate.
7. Brief the cabin crew and advise of what the problem is, how long they have before you will be on the ground and any special actions that may be required (emergency landing?). Set up for the approach, complete the brief and start the approach. Consider a PA to the passengers to calm and re-assure, but don't let this distract from the primary task of getting on the ground.
8. Don't forget to think about what is going to happen once you are on the ground, as this is an area that is often overlooked. Are you going to stop on the runway? Taxi clear? Taxi to stand? It depends on the failure and seriousness, but other things to consider are requirement for a tug, steps, are you going to evacuate using slides? Will the touchdown be normal or will the pitch attitude and picture be 'strange', how limiting is the runway length (and width if directional control problems), what are the runoff areas like? What fire category is the airfield? If you have a heart attack patient needing you to divert, would an airfield slightly further away from your current position be a more 'suitable' diversion due to better location to a suitable hospital? What facilities are available on the ground? Think about pax handling facilities. Do your company have representation at the airfield, which may make things easier. For non-emergency diversions, is maintenance/ fuel available? Perhaps a different airfield not too far away may be a better choice than your original thoughts, stay open-minded. Have you been to the airfield before? A familiar airfield can make your life much easier. Know your route knowledge to prevent you picking an airfiled to divert to enroute which has serious terrain and difficult/ limiting approaches. Opening up the airfield chart booklet is not the time to find it is cat C and likely to make your workload increase significantly.
9. Remember the sim is the sim and the real world doesn't stop with the parking brake being set. You will get all sorts of problems directed your way and your initial reaction may well be confusion and uncertainty. Don't panic, find out what the root cause of any problem is, gather as much info as you can and make a 'reasonable' decision based on all this info. All you have to do is apply common sense and you will make a decent commander. Learn from all the situations you experience and you will become a very good commander. It's not rocket science, just a calm manner utilising the time that is available effectively, delegating where appropriate and keeping ahead of the game. Remeber, you are the goalkeeper. It can get passed the rest of your team, but if it gets passed you, then you have a problem.
Enjoy the upgrade, it's a great feeling!
PP
Join Date: Sep 2005
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Originally Posted by Pilot Pete
If it is your current type then there should be few problems moving seats. What you need to concentrate on is 'big picture' stuff when in the left seat. You are there to manage the whole operation, so when you go through the failures in the sim you need to be thinking beyond just getting the checklists done efficiently. For instance, say you had a fuel contamination issue during the climb out and an engine ran down (I had this on my 737 command conversion). So, first things first.
1. Fly the aeroplane (or ensure PF is flying the aeroplane adequately).
2. Ensure you are terrain safe.
3. Correctly identify the problem (at that point it would possibly just be an engine failure with no associated damage, or perhaps a Fuel Filter Bypass light with erratic engine operation.)
4. Consider the implications and the possible courses of action. If it is a fuel problem and you have loaded fuel into all three tanks then you could well have a problem with the other engine soon. What if you had only loaded fuel into the centre tank as the wings were already full (unlikely I know)? What about turning the centre tank pumps off and just using the wing tank fuel? Where are you going to go? I would suggest an immediate diversion to the nearest airfield, remember this may be behind you, or the field you have just departed from. Are you going to ask for delaying vectors? Personally I would want to hold in a position from which I could glide to the field and I would try to gain as much height as possible whilst heading to this hold.
5. At an appropriate point carry out the associated QRH drill(s) and declare an emergency to ATC.
6. Consider your decision and seek as much input as you can get. Perhaps include ATC to contact the fueller to see if there is any known problem (but don't wait for this) Outline your plan to your F/O and ask for ideas, concerns or for anything you may have overlooked. I would personally try an engine re-start in this scenario. Consider things like landing configuration (do you want to do a normal flap setting for a two engine landing? What if you lose an engine on the approach? Have you got the landing performance for a flap 15 landing? Would this be a better option?) Decide on your plan of action and brief it. Think about time management as you do not want to spend ages doing everything thoroughly only to find that both engines fail on you, so a sense of urgency may be appropriate.
7. Brief the cabin crew and advise of what the problem is, how long they have before you will be on the ground and any special actions that may be required (emergency landing?). Set up for the approach, complete the brief and start the approach. Consider a PA to the passengers to calm and re-assure, but don't let this distract from the primary task of getting on the ground.
8. Don't forget to think about what is going to happen once you are on the ground, as this is an area that is often overlooked. Are you going to stop on the runway? Taxi clear? Taxi to stand? It depends on the failure and seriousness, but other things to consider are requirement for a tug, steps, are you going to evacuate using slides? Will the touchdown be normal or will the pitch attitude and picture be 'strange', how limiting is the runway length (and width if directional control problems), what are the runoff areas like? What fire category is the airfield? If you have a heart attack patient needing you to divert, would an airfield slightly further away from your current position be a more 'suitable' diversion due to better location to a suitable hospital? What facilities are available on the ground? Think about pax handling facilities. Do your company have representation at the airfield, which may make things easier. For non-emergency diversions, is maintenance/ fuel available? Perhaps a different airfield not too far away may be a better choice than your original thoughts, stay open-minded. Have you been to the airfield before? A familiar airfield can make your life much easier. Know your route knowledge to prevent you picking an airfiled to divert to enroute which has serious terrain and difficult/ limiting approaches. Opening up the airfield chart booklet is not the time to find it is cat C and likely to make your workload increase significantly.
9. Remember the sim is the sim and the real world doesn't stop with the parking brake being set. You will get all sorts of problems directed your way and your initial reaction may well be confusion and uncertainty. Don't panic, find out what the root cause of any problem is, gather as much info as you can and make a 'reasonable' decision based on all this info. All you have to do is apply common sense and you will make a decent commander. Learn from all the situations you experience and you will become a very good commander. It's not rocket science, just a calm manner utilising the time that is available effectively, delegating where appropriate and keeping ahead of the game. Remeber, you are the goalkeeper. It can get passed the rest of your team, but if it gets passed you, then you have a problem.
Enjoy the upgrade, it's a great feeling!
PP
1. Fly the aeroplane (or ensure PF is flying the aeroplane adequately).
2. Ensure you are terrain safe.
3. Correctly identify the problem (at that point it would possibly just be an engine failure with no associated damage, or perhaps a Fuel Filter Bypass light with erratic engine operation.)
4. Consider the implications and the possible courses of action. If it is a fuel problem and you have loaded fuel into all three tanks then you could well have a problem with the other engine soon. What if you had only loaded fuel into the centre tank as the wings were already full (unlikely I know)? What about turning the centre tank pumps off and just using the wing tank fuel? Where are you going to go? I would suggest an immediate diversion to the nearest airfield, remember this may be behind you, or the field you have just departed from. Are you going to ask for delaying vectors? Personally I would want to hold in a position from which I could glide to the field and I would try to gain as much height as possible whilst heading to this hold.
5. At an appropriate point carry out the associated QRH drill(s) and declare an emergency to ATC.
6. Consider your decision and seek as much input as you can get. Perhaps include ATC to contact the fueller to see if there is any known problem (but don't wait for this) Outline your plan to your F/O and ask for ideas, concerns or for anything you may have overlooked. I would personally try an engine re-start in this scenario. Consider things like landing configuration (do you want to do a normal flap setting for a two engine landing? What if you lose an engine on the approach? Have you got the landing performance for a flap 15 landing? Would this be a better option?) Decide on your plan of action and brief it. Think about time management as you do not want to spend ages doing everything thoroughly only to find that both engines fail on you, so a sense of urgency may be appropriate.
7. Brief the cabin crew and advise of what the problem is, how long they have before you will be on the ground and any special actions that may be required (emergency landing?). Set up for the approach, complete the brief and start the approach. Consider a PA to the passengers to calm and re-assure, but don't let this distract from the primary task of getting on the ground.
8. Don't forget to think about what is going to happen once you are on the ground, as this is an area that is often overlooked. Are you going to stop on the runway? Taxi clear? Taxi to stand? It depends on the failure and seriousness, but other things to consider are requirement for a tug, steps, are you going to evacuate using slides? Will the touchdown be normal or will the pitch attitude and picture be 'strange', how limiting is the runway length (and width if directional control problems), what are the runoff areas like? What fire category is the airfield? If you have a heart attack patient needing you to divert, would an airfield slightly further away from your current position be a more 'suitable' diversion due to better location to a suitable hospital? What facilities are available on the ground? Think about pax handling facilities. Do your company have representation at the airfield, which may make things easier. For non-emergency diversions, is maintenance/ fuel available? Perhaps a different airfield not too far away may be a better choice than your original thoughts, stay open-minded. Have you been to the airfield before? A familiar airfield can make your life much easier. Know your route knowledge to prevent you picking an airfiled to divert to enroute which has serious terrain and difficult/ limiting approaches. Opening up the airfield chart booklet is not the time to find it is cat C and likely to make your workload increase significantly.
9. Remember the sim is the sim and the real world doesn't stop with the parking brake being set. You will get all sorts of problems directed your way and your initial reaction may well be confusion and uncertainty. Don't panic, find out what the root cause of any problem is, gather as much info as you can and make a 'reasonable' decision based on all this info. All you have to do is apply common sense and you will make a decent commander. Learn from all the situations you experience and you will become a very good commander. It's not rocket science, just a calm manner utilising the time that is available effectively, delegating where appropriate and keeping ahead of the game. Remeber, you are the goalkeeper. It can get passed the rest of your team, but if it gets passed you, then you have a problem.
Enjoy the upgrade, it's a great feeling!
PP
