747-400 Sim eval for interview
06-25-2015, 05:54 AM
#1
Gets Weekends Off
Thread Starter
Joined APC: Oct 2013
Posts: 175
747-400 Sim eval for interview
I have an interview coming up with a portion of it in a 747-400 sim. Looking for any power settings (rough) and other tips/suggestions as I have never flown the Queen and don't have the $1200 to get some sim time. This is what is going to happen in the eval from the syllabus they sent me:
Takeoff with F/D and A/T, straight out departure, cleans up and accelerates to 280kt, 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)..
Takeoff with F/D and A/T, straight out departure, cleans up and accelerates to 280kt, 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)..
06-25-2015, 06:09 AM
#2
Gets Weekends Off
Joined APC: Aug 2010
Position: 747 CA
Posts: 344
Gross Weight approx = 280 metric tons
Target Thrust on approach
68-70% N1 = 4 ENGINES
77% N1 = 3 Eng
88% N1 = 2 ENG
Steep Turns at 280 kts
1/2 knob of power as you pass 30* of bank
make the square look like a diamond ( 5*pitch line) Split the square on the 5* line to make it look like a diamond.
Target Thrust on approach
68-70% N1 = 4 ENGINES
77% N1 = 3 Eng
88% N1 = 2 ENG
Steep Turns at 280 kts
1/2 knob of power as you pass 30* of bank
make the square look like a diamond ( 5*pitch line) Split the square on the 5* line to make it look like a diamond.
Last edited by Atlas Shrugged; 06-25-2015 at 06:18 AM. Reason: added content
06-25-2015, 10:37 AM
#3
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Joined APC: Feb 2008
Position: Retired
Posts: 651
Power settings are going to depend on the weight and the engines (P&W, GE -- and somewhere there is a RR sim gathering dust), so do not get too hung up on them.
There is a trend vector on the airspeed indication, which is a green arrow showing where the airspeed will be in 10 seconds. That is your best power setting guide when doing maneuvers.
Don't be in a hurry to get airborne after a V1 cut. The airplane needs to be tracking straight when you rotate. As you become airborne it is all about the rudder (if you think that you need aileron what you really need is rudder). For the first few seconds of flight pitch to the 12.5 degree marking, nail the heading with the rudder. Be aware that the F/D pitch bar is not any good during the rotation.
When doing the engine out ILS, once established and somewhat stable in the descent make any further power adjustments using just the paired engines (2 & 3 if it is an outboard that is failed, and in the sim it is always an outboard). This cuts the yaw from the equation, at least until you go to idle to land or go missed.
When landing. At the 50' automated call slowly reduce thrust while keeping the same pitch attitude (the airplane will want to pitch down slightly as power comes off). then make the smallest flare that you can imagine. Do nothing after the 30' call except hold that picture.
It is an honest, easy to fly airplane. But you need to be using your feet when making big changes in power with an outboard engine inop.
There is a trend vector on the airspeed indication, which is a green arrow showing where the airspeed will be in 10 seconds. That is your best power setting guide when doing maneuvers.
Don't be in a hurry to get airborne after a V1 cut. The airplane needs to be tracking straight when you rotate. As you become airborne it is all about the rudder (if you think that you need aileron what you really need is rudder). For the first few seconds of flight pitch to the 12.5 degree marking, nail the heading with the rudder. Be aware that the F/D pitch bar is not any good during the rotation.
When doing the engine out ILS, once established and somewhat stable in the descent make any further power adjustments using just the paired engines (2 & 3 if it is an outboard that is failed, and in the sim it is always an outboard). This cuts the yaw from the equation, at least until you go to idle to land or go missed.
When landing. At the 50' automated call slowly reduce thrust while keeping the same pitch attitude (the airplane will want to pitch down slightly as power comes off). then make the smallest flare that you can imagine. Do nothing after the 30' call except hold that picture.
It is an honest, easy to fly airplane. But you need to be using your feet when making big changes in power with an outboard engine inop.
Last edited by 742Dash; 06-25-2015 at 10:57 AM.
06-25-2015, 09:24 PM
#4
Gets Weekends Off
Joined APC: Jun 2008
Posts: 579
Originally Posted by 742Dash
Power settings are going to depend on the weight and the engines (P&W, GE -- and somewhere there is a RR sim gathering dust), so do not get too hung up on them.
There is a trend vector on the airspeed indication, which is a green arrow showing where the airspeed will be in 10 seconds. That is your best power setting guide when doing maneuvers.
Don't be in a hurry to get airborne after a V1 cut. The airplane needs to be tracking straight when you rotate. As you become airborne it is all about the rudder (if you think that you need aileron what you really need is rudder). For the first few seconds of flight pitch to the 12.5 degree marking, nail the heading with the rudder. Be aware that the F/D pitch bar is not any good during the rotation.
When doing the engine out ILS, once established and somewhat stable in the descent make any further power adjustments using just the paired engines (2 & 3 if it is an outboard that is failed, and in the sim it is always an outboard). This cuts the yaw from the equation, at least until you go to idle to land or go missed.
When landing. At the 50' automated call slowly reduce thrust while keeping the same pitch attitude (the airplane will want to pitch down slightly as power comes off). then make the smallest flare that you can imagine. Do nothing after the 30' call except hold that picture.
It is an honest, easy to fly airplane. But you need to be using your feet when making big changes in power with an outboard engine inop.
There is a trend vector on the airspeed indication, which is a green arrow showing where the airspeed will be in 10 seconds. That is your best power setting guide when doing maneuvers.
Don't be in a hurry to get airborne after a V1 cut. The airplane needs to be tracking straight when you rotate. As you become airborne it is all about the rudder (if you think that you need aileron what you really need is rudder). For the first few seconds of flight pitch to the 12.5 degree marking, nail the heading with the rudder. Be aware that the F/D pitch bar is not any good during the rotation.
When doing the engine out ILS, once established and somewhat stable in the descent make any further power adjustments using just the paired engines (2 & 3 if it is an outboard that is failed, and in the sim it is always an outboard). This cuts the yaw from the equation, at least until you go to idle to land or go missed.
When landing. At the 50' automated call slowly reduce thrust while keeping the same pitch attitude (the airplane will want to pitch down slightly as power comes off). then make the smallest flare that you can imagine. Do nothing after the 30' call except hold that picture.
It is an honest, easy to fly airplane. But you need to be using your feet when making big changes in power with an outboard engine inop.
06-25-2015, 11:26 PM
#5
Layover Master
Joined APC: Jan 2013
Position: Seated
Posts: 4,310
It's an easy airplane to fly. I just had my recurrent sim check in it this week and I couldn't tell you a single power setting.
Add 3% during your steep turn as you roll through 30 degrees. Adjust as necessary.
V1 cut... Slam the rudder TO THE FLOOR. Then slowly back out about an inch. Seriously, put it to the floor initially. Slow rotation. Keep the plane slightly below the command bars and you won't go below V2.
I believe it's about 75% N1 on approach with one engine inop.
Be very slow and deliberate with all control inputs. It's a heavy, sluggish beast. Manage it and be slightly ahead of it. It gets tough if you overshoot the centerline and are trying to make quick corrections.
Overall just enjoy flying it.
I flew a classic 747 sim with no clue and made it through.
Good luck.
Add 3% during your steep turn as you roll through 30 degrees. Adjust as necessary.
V1 cut... Slam the rudder TO THE FLOOR. Then slowly back out about an inch. Seriously, put it to the floor initially. Slow rotation. Keep the plane slightly below the command bars and you won't go below V2.
I believe it's about 75% N1 on approach with one engine inop.
Be very slow and deliberate with all control inputs. It's a heavy, sluggish beast. Manage it and be slightly ahead of it. It gets tough if you overshoot the centerline and are trying to make quick corrections.
Overall just enjoy flying it.
I flew a classic 747 sim with no clue and made it through.
Good luck.
06-26-2015, 08:01 AM
#7
Gets Weekends Off
Joined APC: Dec 2008
Posts: 351
A V1 cut when it's light (500,000lbs) is nothing. When it's heavy (800,000lbs) you have to stomp the rudder to the floor and then back off about an inch. It all depends what weight they put you at. If they keep you light, you're going to get to 5000ft right quick. It'll be a rocket!
06-28-2015, 05:59 PM
#8
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Joined APC: Jun 2011
Position: A320
Posts: 137
Easy-Peasy.. Use your basic instrument skills(pitch vs power) and heed 742Dash's advice on symmetrical power (2/3 engines) and you'll be Chuck Yeager.. The first time you look for a specific N1/EPR setting, you're going to blow through your altitude.. Don't make any harder than it has to be! Good luck.. Cheers.. Now go kill it!
06-28-2015, 07:56 PM
#9
Gets Weekends Off
Joined APC: Jul 2008
Position: Gear Handle supervisor
Posts: 1,035
Get the FSX queen of the skies, give you a rough reference for instrumentation. Buy a paper tiger, most foreign airline interviews give you a guide, chair fly, work some flows and call outs out of their guide.
07-11-2015, 09:15 AM
#10
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Joined APC: Jul 2008
Position: 747 Captain (Ret,)
Posts: 804
As 742 said, there are different engines out there, and they have different instrumentation.
On glide slope for a thirty flap mid-weight landing, try starting at 6,000 lb fuel flow per engine, (24,000 total). Flaps 25 would take about 5,000, (20,000 total).
For less that all engines, use the same total fuel flow for the flap setting, so, flaps 30 three engine approach would use 8,000/engine, again 24,000 total.
Joe
On glide slope for a thirty flap mid-weight landing, try starting at 6,000 lb fuel flow per engine, (24,000 total). Flaps 25 would take about 5,000, (20,000 total).
For less that all engines, use the same total fuel flow for the flap setting, so, flaps 30 three engine approach would use 8,000/engine, again 24,000 total.
Joe
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