Pilot Evaluation Syllabus

B747 SIMULATOR EVALUATION Applicable to:

Pilot Vacancy Candidates
Objective: Prerequisites
To evaluate the basic flying skills and trainability of
candidates seeking a position of Pilot with the Company.
Training Location To be given by:
Briefing room, Full flight simulator Evaluator
Training Aids Programmed hours
FCOM, QRH, FOM, FCTM 1 to 2 hours each pilot

LESSON SUMMARY
ROCAF candidate (joining directly from the ROC Air Force):
- Takeoff with F/D (Flight Director) and A/T (Auto Throttle), straight out departure, clean up and
accelerate to 250kt, climb to and maintain 5,000ft.
- After level off at 5,000ft, make 25˚ bank turn without F/D, both to the left and to the right, of 90˚.
- 1,000 ft fixed rate climb and descent without F/D.
- Steep turn at 5,000ft through 180˚ at 280kt.
- Visual approach to a full stop landing from 12nm, starting on base leg, with ILS but without F/D.
Candidate with no previous airline experience:
- Takeoff with F/D and A/T, straight out departure, cleans up and accelerates to 250kt, climb to and
maintain 5,000ft.
- After level off at 5,000ft, make 25˚ bank turn without F/D, both to the left and to the right, of 90˚.
- 1,000ft fixed rate climb and descent without F/D.
- Steep turn at 5,000ft through 180˚ at 280kt.
- Visual approach to a full stop landing from 12nm, starting on base leg, with ILS but without F/D.
- Manually flown ILS approach and landing with F/D. (Ceiling 500ft, visibility 2000m)
Candidate with airline experience:
- Takeoff with F/D and A/T, straight out departure, cleans up and accelerates to 250kt, climb to and
maintain 5,000ft.
- After level off at 5,000ft, make 25˚ bank turn without F/D, both to the left and to the right, of 90˚.
- 1,000ft fixed rate climb and descent without F/D.
- Steep turn at 5,000ft through 180˚ at 280kt.
- Visual approach to a full stop landing from 12nm, starting on base leg, with ILS but without F/D.
- Manually flown ILS approach and landing with F/D. (Ceiling 500ft, visibility 2000m).
- Takeoff with an outboard engine failure at, or after, V1.
- One-engine inoperative, manually flown ILS approach and landing with F/D (ceiling 500ft, visibility
3km).
Pilot Evaluation Syllabus

Airport Route: Local training area

RCTP – RCTP Altitude 5,000ft
Runway 05
Call sign: EVA 1 Daylight visual scene
Performance Takeoff Reference Data
TOW 258.0T T/O THRUST TO2 64C
FUEL 20.0T FLAP/ACCEL HT 20/1000ft
ZFW 238.0T E/O ACCEL HT 1000ft
RESERVES 10.0T THR REDUCTION FLAP5 CLB2
COST INDEX 100 TRIM/CG 5.6/23%
Weather METAR 050/10 CAVOK 15/10 1013

TAKEOFF

Above 80kt, relax the forward control column pressure to the neutral position. For optimum takeoff and initial
climb performance, initiate a smooth continuous rotation at VR toward 15° pitch attitude. After liftoff use the
flight director as the primary pitch reference cross checking with indicated airspeed and other flight
instruments. The pitch command target speed is between V2+10 to V2 +25.

Rotate smoothly at an average pitch rate of approximately 2.5˚/second. Using the technique above, liftoff
attitude is achieved in approximately 3 to 5 seconds.

NOTE: The flight director pitch command is not used for rotation.

During flap retraction, selection to the next position should be initiated when at, and accelerating above, the
recommended flap speed for the new position. During flap extension, selection of the flaps to the next position
should be made prior to decelerating below the recommended flap speed for the current flap setting. The
maneuver speed for the existing flap position is indicated by the numbered flap maneuvering speed bugs.
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Flap Speed V speed

FLAP UP 226 V2 146
FLAP 1 206 VR 137
FLAP 5 186 V1 129
FLAP 10 166
FLAP 20 156 VAPP 151
FLAP 30 146

PRIMARY FLIGHT DISPLAY

STEEP TURN
During training, 45° of bank is used. It is not intended that the pilot should bank greater than 25 to 30° for
normal or non-normal procedures. If so equipped, the GPWS gives momentary bank angle alerts up to 45°.
NOTE: Stabilizer trim is not recommended during the steep turn maneuver because of increased
workload during roll out.
Entry
Stabilize airspeed at 280kt on heading and attitude. Use a normal turn entry. An increase in pitch is required
as the bank angle is rolled through 30° to maintain constant altitude. An increase in thrust is required to
maintain constant airspeed.
During Turn
Pitch and thrust control are the same as for a normal turn; however, larger pitch adjustments are required for a
given altitude deviation. Trimming during the maneuver is not recommended. Varying the angle of bank while
turning makes pitch control more difficult. If altitude loss becomes excessive, reduce the angle of bank as
necessary to regain positive pitch control.
Smooth and positive control is required. A rapid instrument scan is required to detect deviations early enough
to be corrected by small adjustments.
Attitude Indicator
The attitude indicator is reliable for accurate pitch and bank information throughout the turn. Precession error
does not exist because the IRS is the source of attitude information.
Vertical Speed Indicator
IRS vertical speed indications are reliable during the turn.
Pilot Evaluation Syllabus

Altitude Control
Crosscheck the direction and rate of change, and make smooth minor adjustments to the pitch attitude for
corrections.
Airspeed Control
Airspeed changes very slowly because of small changes in thrust and drag. Anticipate thrust changes and
apply them at the first indication of change on the speed tape. An increase in thrust is required as bank angle
increase.
Rollout
Higher than normal pitch attitude and thrust is used during turn. Roll out at the same rate as used with normal
turns. Normally rollout should begin 15 to 20˚ prior to the desired heading.

LANDING TECHNIQUE
Visual Aim Point
During visual approaches many techniques and methods are used to ensure main landing gear touchdown at
the desired point on the runway. One of the most common methods used is to aim at the desired gear
touchdown point on the runway, then adjust the final approach glide path until the selected point appears
stationary in relation to the aircraft (the point does not move up or down in the pilot’s field of view during the
approach).
Flare distance accounts for the small difference in paths. Gear touchdown occurs very near the visual aim
point. However, in a large aircraft, the difference in gear path and eye-level path is increased due to the
longer wheel base and the increased flight deck height. Consequently, the main gear do not touchdown on the
runway at the selected visual aim point.
Visual aim points versus gear touchdown point differences increase as glide path angle decreases as in a flat
approach. For a particular visual approach, the difference between gear path and eye level path must be
accounted for by the pilot.

Flare and Touchdown

These techniques discussed are applicable to all landings including one engine inoperative landing, crosswind
landings and slippery runway conditions. Unless an unexpected or sudden event occurs, such as windshear
or collision avoidance situation, it is not appropriate to use sudden, violent or abrupt control inputs during
landing. Begin with a stabilized approach on speed, in trim and on glide path. When the threshold passes
under the aircraft nose and out of sight, shift the visual sighting point to the far end of the runway. Shifting the
visual sighting point assists in controlling the pitch attitude during the flare. Maintaining a constant airspeed
and descent rate assists in determining the flare point. Initiate the flare when the main gear is approximately
30ft above the runway by increasing pitch attitude approximately 2 to 3°; this slows the rate of descent.
Pilot Evaluation Syllabus
After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments
to maintain the desired descent rate to the runway. Ideally, main gear touchdown should occur simultaneously
with thrust levers reaching idle. A smooth power reduction to idle also assists in controlling the natural nose-
down pitch change associated with thrust reduction. Hold sufficient back pressure on the control column to
keep the pitch attitude constant. A touchdown attitude, as shown in the figure below, is normal with airspeed of
approximately VREF plus any gust correction.
NOTE: Do not trim during the flare or after touchdown. Trimming in the flare increases the possibility
of a tail strike.

Landing Flare Profile

The following diagrams use these conditions:
• 3° approach glide path;
• Flare distance is approximately 1,000 to 2,000ft beyond the threshold;
• Typical landing-flare times range from 4 to 8 seconds and are a function of the approach speed;
• Aircraft body attitudes are based upon typical landing weights, flaps 30, VREF 30 + 5 (approach) and
VREF 30 + 0 (landing), and should be reduced by 1° for each 5kt above this speed.

Typically, the pitch attitude increases slightly during the actual landing, but avoid over-rotating. Do not
increase the pitch attitude after touchdown; this could lead to a tail strike.
Shifting the visual sighting point down the runway assists in controlling the pitch attitude during the flare. A
smooth power reduction to idle also assists in controlling the natural nose down pitch change associated with
thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant.
Avoid rapid control column movements during the flare. Do not use the pitch trim during flare or after
touchdown. Such actions are likely to cause the pitch attitude to increase at touchdown and increase the
potential for a tail strike. Do not allow the aircraft to float; fly the aircraft onto the runway. Do not attempt to
extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. Do not
attempt to hold the nose wheel off the runway.
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After Touchdown and Landing Roll

Avoid touching down with thrust above idle since this may establish an aircraft nose-up pitch tendency and
increases the landing distance. After main gear touchdown, initiate the landing roll procedure. If the speed
brakes do not extend automatically move the speed brake lever to the UP position without delay. Fly the nose
wheel onto the runway smoothly by relaxing aft control column pressure. Control column movement forward of
neutral should not be required. Do not attempt to hold the nose wheel off the runway. Holding the nose up
after touchdown for aerodynamic braking is not an effective deceleration technique.
CAUTION: To avoid the risk of possible aircraft structural damage, do not make large nose down
control column movements prior to nose wheel touchdown.
CAUTION: To avoid the risk of tail strike, do not allow the pitch attitude to increase after touchdown.
However, applying excessive nose down elevator during landing can result in substantial forward
fuselage damage. Do not use full down elevator.
Use an appropriate auto brake setting or manually apply wheel brakes smoothly with steadily increasing pedal
pressure as required for runway condition and runway length available. Maintain deceleration rate with
constant or increasing brake pressure as required until stopped or desired taxi speed is reached.

MANEUVER TOLERANCES
Steep Turns: Bank ±5°;
Speed ±10kt;
Heading ±10°;
Altitude ±100ft
Approach: Speed VAPP + 10/-0kt;
Vertical Speed <1,200 ft/min below 1,000 ft;
Less than full deflection on VASI during visual approach;
Less than half dot deviation on LOC and G/S during instrument approach.