FFS 1 – B737-900

OBJECTIVE
MOST PART OF THE FLIGHT WILL BE FLOWN MANUALLY (no A/T & no A/P)
Some exercises will start with A/P and A/T engaged (TCAS / Stall / Steep Turns)

Objective is to emphasize:
- Handling characteristics
- Acceleration and deceleration from Vmo / Mmo
- Workload management
- Task sharing and crew coordination between pilots

Guidance to trainee for:

- Airplane trimming
- Flaps & Landing gear extension effects
- Scanning
- Autopilot engagement technique
- Autopilot disengagement
- Autothrottle disengagement (caution with misuse of TOGA switches)
- General aircraft handling
- Flight Instrumentation – FCOM Chapter 10

DISCUSSION HIGHLIGHT
1. Takeoff briefing will be done in briefing room
• CAPT BRIEFING – Standard Company Briefing
• PF BRIEFING – T/O Briefing (+ PAVE & NAV AIDS & ROLL / PITCH modes)

2. Flight Characteristics (acceleration & deceleration characteristics / with &

without speedbrakes) (FCTM)

3. Steep Turns (Hands on controls and thrust lever) (FCTM)

4. Approach to Stall Recovery ) (FCTM)

5. TCAS system/display and TCAS Event (OM-A / FCTM / QRH MAN / FCOM)

6. Explain the STAB TRIM changes with FIXED DERATES but not with ATM.
ROUTE OF FLIGHT (WMKK – WMKJ)

ORIGIN Kuala Lumpur International Airport (WMKK)

RWY 32R

DESTINATION Johore Airport (WMKJ)

ROUTE WMKK.BATAR 1C. BATAR.A464.TOPOR.TOPOR2A.WMKJ

(ILS Y RWY 16 with KARTU TRANSITION)

DEPARTURE BATAR 1C

FLIGHT NUMBER MALINDO 001

RUNWAY 32R

PERFORMANCE DATA - B737-900 (MTOW 83,914 kgs - MLW 71,350kgs)

PLAN TAKEOFF FROM INTERSECTION A8

GW 70,000 kgs
FUEL 8,000 kgs
ZFW 62,000 kgs
RESERVE 2,500 kgs
COST INDEX 29
CRZ ALT FL190
CRZ WIND 300°/10 (optional)
ISA DEV +15C
OAT 30C

DISTANCE 193nm
TO FLAPS 5
RTO-??C(N1-??%)
V1 1??
VR 1??
V2 1??
CG 20.4% - ??

WEATHER
WMKK CALM 9999 FEW023 BKN040 30/25 Q1010
WMKJ 020/17KT 4000 TSRA BKN010 24/23 Q1007 TEMPO 2000
ATC CLEARANCE
Malindo 001 is cleared to JOHORE via the BATAR 1C DEPARTURE, A464,
Flight Plan Route, FL 190, squawk 2011

EXERCISE SEQUENCE
• Weather – as per briefing
• Aircraft will be positioned at HOLDING POINT RW32R or A8.
• Fast PREFLIGHT (by Instructor)
• Trainee to set up FMS-CDU
NOTE: - STAB TRIM not accurate until refueling completed – assume completed
• Instructor to copy FMS (for repeat sessions)
• PREFLIGHT / BEFORE START / BEFORE TAXI checklists assume
completed.

BRIEFINGS – completed in briefing room

DEPARTURE REVIEW

CABIN READY SIGNAL

PA TO CABIN CREW

BEFORE TAKEOFF

TAKEOFF PROCEDURE

INITIAL CLIMB PROCEDURE

For FFS 1 – use basic modes (HDG SEL / LVL CHG)
400 feet RA
– Select HDG SEL – ensure HDG SEL displayed n FMA

800 feet AAL (or acceleration altitude)

– Push N1 switch - ensure CLB thrust set
– Push LVL CHG switch - and set speed to FLAPs UP speed (approx 220
knots)
– Retract Flaps on schedule
– On completion of Flaps retraction, call for “AFTER TAKEOFF
CHECKLIST” – procedure followed by checklist
CLIMB TO 10,000 feet

SPEED TRIM SYSTEM (FCOM)

STS operates most frequently during takeoffs, climb and go-arounds. Conditions for
speed trim operation are listed below:
• STS Mach gain is fully enabled between 100 KIAS and Mach 0.60 with a fadeout
to zero by Mach 0.68
• 10 seconds after takeoff
• 5 seconds following release of trim switches
• Autopilot not engaged
• Sensing of trim requirement

MANUAL FD FLYING SKILL EXERCISES

MAINTAIN 5,000 feet INITIALLY - DISCONNECT AUTOTHROTTLE.

- Once maintaining 5000ft, precise altitude and speed manually, trim until aircraft
steady.

- ATC instruction for V/S climb to 6000 ft (@ Fup speed), until level off.

- ATC instruction for LVLCH climb to 10,000 ft, until climb level off.

Repeat maneuver if necessary

CMD/CWS & CWS modes demonstration

ACCELERATION AND DECELERATION FROM Vmo/Mmo

(Vmo = 340 knots / Mmo = M.82)
(FCTM) – FOR DEMONSTRATION ONLY

This maneuver is performed in the full flight simulator and is for demonstration purposes
only. It is normally performed at 10,000 to 15,000 feet, simulating slowdown to 250 knots
due to speed restrictions.

VMO is a structural limitation and is the maximum operating indicated airspeed. It is a

constant airspeed from sea level to the altitude where VMO and MMO coincide. MMO is
the structural limitation above this altitude.

Sufficient thrust is available to exceed VMO in level flight at lower altitudes.

Failure to reduce to cruise thrust in level flight can result in excessive airspeed.

EXERCISE
a. Maintain 10,000 feet / 250 KIAS
 b. Track towards a station with DME

c. Begin the maneuver at 250 KIAS with the AUTOTHROTTLE CONNECTED AND
THE AUTOPILOT DISENGAGED.

d. Set command speed to VMO. As speed increases observe:

! Nose down trim required to keep airplane in trim and maintain level flight
! Handling qualities during acceleration.
! Autothrottle protection at VMO.

e. At a stabilized speed just below VMO execute turns at high speed while
maintaining altitude.

f. Next, accelerate above VMO by disconnecting the AUTOTHROTTLE and

increasing thrust.

g. When the overspeed warning occurs, fly WINGS LEVEL, reduce thrust levers to
idle, set command speed to 250 knots, and decelerate to command speed. (Thrust
must be at idle - since the airplane is aerodynamically clean, any residual thrust
results in a longer deceleration time).

h. Note DME and start TIME

As airspeed decreases observe that nose up trim is required to keep airplane in
trim and maintain level flight. During deceleration note the time and distance
traveled from when the overspeed warning stops until reaching 250 KIAS.

i. Approaching 250 KIAS, set command speed to FLAPS UP maneuver speed and
decelerate to command speed, again noting the time and distance traveled
during deceleration. Observe the handling qualities of the airplane during
deceleration.

j. This maneuver may be repeated using SPEEDBRAKES extended to compare

deceleration times and distances.

STEEP TURNS: (FCTM)

Steep turn exercise will begin from an in-trim condition 250 KIAS at 10,000
feet (A/P and ATused to stabilize)
Note:
- AUTOPILOT & AUTOTHROTTLE may be used to stabilize the airplane
- Stabilizer trim is not recommended during the steep turn maneuver because
of increased workload during roll out.
- FPV should be OFF to improve Instrument scan
EXERCISE
a. Use a normal turn entry.
 b. A slight increase in pitch is required as the bank angle is increased beyond 25
degrees of bank (more back pressure).

c. Simultaneously a slight increase in thrust of about 5% N1 is required to maintain

constant airspeed of 250 KIAS.

d. Ignore “BANK ANGLE” GPWS warning

e. Varying the angle of bank while turning makes pitch control more difficult. If altitude
gain/loss becomes excessive.

f. Altitude loss during the turn is normally due to unnoticed increase in bank and
(beyond 45) and conversely, altitude gain during the turn is normally due to a
decrease in bank angle during the turn.
For large altitude deviations, bank angle may be adjusted to regain positive pitch
control. Rapid instrument scan should help detect deviations early enough to be
corrected by smaller adjustments.

NOTE:
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.

Altimeter
Crosscheck the direction and rate of change, and make smooth minor adjustments to
the pitch attitude for corrections.

Airspeed Indicator
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
airspeed indicator or speed tape (as installed). An increase in thrust is required as
bank angle increases

UPSET RECOVERY & PREVENTION TRAINING:

(FCTM &QRH)
Historically, an upset has been defined as unintentionally exceeding any one or more of
the following conditions:
! Pitch attitude greater than 25° nose up
! Pitch attitude greater than 10° nose down
! Bank angle greater than 45°
 ! Less than the above parameters but flying at an airspeed inappropriate
for the conditions.

The ADI (PFD) should be used as the primary reference in assessing airplane attitude.
The pitch scales and color coding above/below the horizon (blue/brown) should be used
when making the pitch assessment.

For any pitch attitude, the bank pointer (sky pointer) stays perpendicular to the
horizon (actual not artificial). When completing the upset recovery maneuver, roll the
shortest direction to wings level (toward the bank pointer).

Should an upset situation be encountered, understanding how to apply aerodynamic

fundamentals in such a situation helps them control the airplane.

Several techniques are available for recovering from an upset. In most situations, if a
technique is effective, it is not recommended that pilots use additional techniques.
Several of these techniques are discussed in the example scenarios below:
! STALL RECOVERY
! NOSE HIGH, WINGS LEVEL
 ! NOSE HIGH, HIGH BANK ANGLES
! NOSE LOW, WINGS LEVEL
! NOSE LOW, HIGH BANK ANGLES
! HIGH BANK ANGLES

(Refer to QRH MAN 1.8 for RECOVERY TECHNIQUE)

NOSE HIGH RECOVERY

DISENGAGE AUTOPILOT
DISENGAGE AUTOTHROTTLE

Recovery:
" Apply nose down elevator (‘unload’)
" Apply as much elevator as needed to obtain a nose down pitch rate
" Apply appropriate nose down stabilizer trim
" Reduce thrust
" Roll (adjust bank angle) to obtain a nose down pitch rate

Complete the recovery:

" When approaching the horizon, roll to wings level (towards Bank Pointer)
" Check airspeed and adjust thrust
" Establish pitch attitude

NOSE LOW RECOVERY

DISENGAGE AUTOPILOT
DISENGAGE AUTOTHROTTLE

Recovery:
" Recover from stall, if needed
" Roll in the shortest direction to wings level (towards Bank Pointer).
" If bank angle is more than 90 degrees, unload and roll

Complete the recovery:

" Apply nose up elevator
" Apply nose up trim, if needed
" Adjust thrust and drag, if needed.

APPROACH TO STALL RECOVERY:

(FCTM & QRH)
Emphasis has shifted from a recovery with minimum loss of altitude to reducing the angle
of attack below the wing stalling angle of attack to complete a positive and efficient
recovery.
IGNORE THE “AIRSPEED LOW” AURAL WARNING DURING STALL
TRAINING
FLAPS UP STALL For FLAPs UP stall, the PITCH LIMIT INDICATOR (PLI) is
only displayed when airspeed decreases below Min Man Speed (into yellow band)
Recover at Min Man speed

FLAPS 5 + 25 BANK STALL (FCTM)

Recover at Min Man speed

GEARS DOWN FLAPS 30 STALL (FCTM)

Recover at Min Man speed
CARRY OUT GO-AROUND AFTER STALL RECOVERY

TCAS MANEUVER (FCTM & FCOM)

TFC switch on EFIS PANEL – ON (FCOM)

◊ (Unfilled) - HOLLOW DIAMOND - OTHER TRAFFIC – beyond 6 miles OR

beyond 1,200 feet

(White) - FILLED DIAMOND - PROXIMATE TRAFFIC - <6

miles or < 1,200 feet but not expected to cause a TA or RA

(Amber) TA - FILLED AMBER CIRCLE – approx. 40 seconds

(Red) RA – FILLED RED SQUARE – approx. 25 seconds

INHIBITS
# INCREASE DESCENT RAs are inhibited below approx. 1,500 feet RA
# DESCENT RAs are inhibited below approx. 1,100 feet RA
# All RAs are inhibited below 1,000 feet RA. (Even if TA/RA selected, TA only
mode is enabled and TCAS message displayed will be ‘TA ONLY’
# All VOICE annunciations are inhibited below 500 feet RA.
# All TCAS alerts inhibited by WINDSHEAR warnings
NOTE
WINDSHEAR and GPWS and STALL WARNINGS has priority over TCAS.
STICK SHAKER TAKES PRIORITY AT ALL TIMES

TCAS CALLOUTS
TCAS callouts – refer to OM-A

TCAS CBT NOTES

1. On EFIS control panel TCAS displayed on the following pages only:
EXP NAV
 EXP VOR / ILS
MAP
EXP MAP

2. If transponder mode selector selected to TA only, RA will be displayed as TA.

3. TCAS test on ground only

4. Vertical arrow only displayed when ROC or ROD is > 500fpm

5. Amber TRAFFIC is for TA – displayed on the EHSI irrespective of whether TFC

is selected on the EFIS control panel.

6. Red TRAFFIC is for RA– displayed on the EHSI irrespective of whether TFC is
selected on the EFIS control panel

7. TA – “SEEK and SCAN” - displayed when intruder is approximately 40 secs before

intruder aircraft will reach closet point to your aircraft

8. RA – displayed when intruder is approximately 25 secs before intruder aircraft will

reach closet point to your aircraft

9. No need to alter lateral flight paths – if RA during turns, continue turn.

10. If other traffic has transponder with no altitude reporting, TCAS can issue a TA but
not an RA.

11. RA maneuvers require only small pitch attitude changes that should be
accomplished smoothly and without delay.

12. Smoothly and expeditiously return to appropriate altitudes and speeds when clear
of conflict.

13. On airplanes equipped with TCAS 7.0 and earlier, there have been reports of some
flight crews responding incorrectly to the RA “ADJUST VERTICAL SPEED
ADJUST” (AVSA) by increasing rather than decreasing vertical speed. Flight
crews should be aware that an AVSA always requires a reduction in vertical
speed.

14. On airplanes equipped with TCAS 7.1 and later, the “ADJUST VERTICAL SPEED
ADJUST” RA has been changed to “LEVEL-OFF, LEVEL-OFF”.

15. Pilots should maintain situational awareness since TCAS may issue RAs in conflict
with terrain considerations, such as during approaches into rising terrain or during
an obstacle limited climb
DIRECT TO MUNOV / RADAR VECTORS

DESCENT PREPARATION – Autopilot may be engaged for descent

preparation
PF hands over controls

Check latest ATIS – Runway in use / STAR and approach type

FMC

CRAMPS

PAVE

DESCENT PROCEDURE (SOP 2.14)

DESCENT CHECKLIST

APPROACH PROCEDURE

APPROACH CHECKLIST

HOLDING (if required)

APPROACH PROFILES

ILS APPROACH
During the approach, adjust the map display and range to provide a scaled plan view of
the area. When on an intercept heading and cleared for the approach, select the APP
mode and observe the VOR/LOC and G/S flight mode annunciations are armed.
APP mode should not be selected until:
! Clearance for the approach has been received.
! The ILS is tuned and identified
! The airplane is on an inbound intercept heading
! Both localizer and glide slope pointers appear on the attitude display in the
proper position.

The glide slope may be captured before the localizer in some airplanes. The glide slope
may be captured from either above or below. To avoid unwanted glide slope capture,
LOC mode may be selected initially, followed by the APP mode.

When using LNAV to intercept the final approach course, ensure raw data indicates
localizer interception to avoid descending on the glide slope with LOC not captured. If
needed, use HDG SEL to establish an intercept heading to the final approach course.

From above recommendations, HDG SEL is the preferred mode for localizer
intercept and APP mode should only be armed after capture of localizer.

Note:
Localizer is useable up to 25nm and Glide Slope is useable up to 17nm.

FLAPS 40 – 15 knot Crosswind

PA to CC – “CABIN CREW BE SEATED FOR LANDING”

- WIND CORRECTION discussion

- Descend to 4000 ft using LVL CHG function
- Reduce to FLAPS UP speed (Vref40+70)
- Maintain Altitude (4000 feet) – ALT HOLD
- Ensure ILS frequency tuned with correct Inbound Course set
- ILS identified and correct sensing – the Arm VOR/LOC mode to capture
LOCALIZER.
- When LOC capture (FMA) – set HDG bug to runway heading with 15 deg
bank angle selected.
- Arm APP mode.
- 3 to 5nm to Glide Slope Capture – FLAPs 1 – reduce to Vref40+50
- Glide Slope Alive – FLAPs 5 – reduce speed to Vref40+30
- 1 ½ dots below glide slope - GEARS DOWN / FLAPS 15 – reduce to
Vref40+20
Extend Flaps to 15 AFTER all gears indicate down (3 greens)
Arm SPEEDBRAKES & set IGNITION switches to CONT position.
- At G/S capture (FMA) – LANDING FLAPS (30 or 40) – reduce to target
speed +5 knots
Ensure below Max extension speed for Flaps 40 is 162kts on
B737-800 and 170kts for B737-900. If speed exceeds this, Flaps
may be extended to 30 degrees and when below limit speed,
extend to Flaps 40
- Set miss approach altitude (MCP)
- LANDING CHECKLIST
- Ensure Landing Clearance received (Taxi and Wheel well lights ON)
- Standard CALLOUTS
LANDING PROCEDURE
MXD CALLOUTS – refer to SOP manual

LANDING PROCEDURE - ILS RW 32L

LANDING CHECKLIST

LANDING ROLL PROCEDURE

- On Speedbrake extension, call “SPEEDBRAKES UP”

- When ‘GREEN’ REV is displayed above N1 gauges, call “REVERSERS
NORMAL”
- Call “SIXTY KNOTS”
- Cancel reverse thrust to reach IDLE reverse by taxi speed.
- Cancel reversers

AFTER LANDING PROCEDURE (no checklist)

- When clear of ALL active runways
PROCEDURE (no checklist - scan)

- START APU3 minutes prior to gate (Ammeter to BATT, Voltmeter to APU GEN)

- START TIME FOR ENGINE COOLING - 3 MINUTES

SHUT DOWN PROCEDURE

SHUTDOWN CHECKLIST

SECURE PROCEDURE

SECURE CHECKLIST