Hi All,

I have an upcoming interview for a corporate company which uses a B737-800(not sure what weight) sim for their sim eval. I've never flown anything of this size. Could someone give me some advice on typical TP altitude (1,500 correct?) or power settings/pitch attitudes/airspeeds, ect.

Thanks!

 

Not without the model and weight. It varies greatly.

 

I'm pretty sure it will be the 737-800. As far as weight I'm not sure.

 

TP is what? Traffic Pattern? 1,500 feet AGL is standard for a jet VFR traffic pattern, but rarely used in the real world ... and would be an unusually difficult hold hold down, if assigned to a new pilot in a jet.*** From VNAV T/O power you would need to get into LVL CHG and over ride the speed as soon as you could to keep from blowing through your speeds. I do not know how detailed your eval will be, or what they expect you to know. The NG has so many good tools to help you that a little systems knowledge would go a long way. As much as Flight Simulator is considered a "toy," the team that designed this 737 sim creates training programs in the real world and I've heard great things about it's integrity.

PMDG Simulations

Other than that, I'm writing this more to the "get in the box and go" mentality than anything for a real check ride. There are a million good books on the 737 on Amazon, depending on how serious you are about your endeavor.

The typical sim eval will have your initial level off around 5,000, with a turn so they can check the box for an instrument departure procedure.

It seems like about 55% N1 will hold 250 KIAS down low. The 737NG has speed trend vectors on the PFD, so it is very easy to nail speeds. Single engine (which I wrote down the gouge for) takes about 80% N1 and 5 units of trim into the good engine. Approach, flaps 15, takes about 70% N1. Ask your sim partner to "set your rudder trim," and anything else you need. Clear communications across cockpit are a sign of good CRM and the 737 isn't designed for single pilot operations.

Like most Boeings, 15 degrees and full power is your friend. Windshear, terrain, low energy go-around, etc ... Single engine, aim for 11 degrees.

If you are new to jets, and the 737 in particular, the amount of pitch trim the airplane needs with power adjustments might catch you off guard. The airplane will auto trim to help you, but you will also need to stay on the electric trim as needed. It will seem like the airplane wants to go anywhere but its assigned altitude, but you get used to it very quickly. Most of the 737N sims are newer and "fly" pretty well. Not like some of the older sims which lagged.

Good luck and have fun. The 737 will feel a bit like a really fast dog if your coming off something without turbines. If you are coming off the 757 or 767 it will feel like your chubby, dimwitted, younger cousin ... I mean, everything's there but you sure wouldn't have any desire to kiss it. Kind of a shame they don't have a 757 for you to fly, because it is a very easy airplane with perfect control coordination (just remember to flare when your butt is about 170 feet in the air)

In the sim, close the throttles somewhere around 20 to 30 feet above touchdown to avoid landing long. Do not milk the pitch for a smooth landing. Anything above about 8 degrees will hit the tail and that's a crash. Idle and increase pitch 1.5 to 2 degrees will get you what you need in the sim. In other words, firmly on the ground in the right place is much better than pillowy soft while running off the end of the imaginary runway.

If they will let you use autobrakes, use at least 2. Consider 3. In most sims you can push the brakes through the floor without a whole lot of effect. Think about how you stopped your last aircraft, double that amount of force on the brake pedals. Of course, as you brake, the nose of the airplane will be pushed towards the ground by its momentum. "Fly" the nose wheel down to the pavement (depending on trim you'll probably have to pull back on the yoke with aggressive braking). The nose wheel is the "second landing" and up front you and the FC passengers feel that more than they do the mains touching down.

And a note about ANY full motion sim ... pilots tend to over control because the sim still lacks the motion and sound cues from the real airplane. I have to fight over pitching on takeoff with both engines running every time I go in. In fact, it is a bit of a relief when one engine fails because for some reason that slows the sim down a bit and makes it more like the "real thing."

*** Got an old video of British Airways doing IOE in the Concorde. They gave 11,000 hour Captains a 1,500 foot level off from a full power takeoff ... most levelled off around six to seven thousand feet and over sped the thing while the instructors all laughed themselves silly. For some reason it's a hard maneuver ...

 

I feel like I owe you a beer. Thank you so much for the great write up!

 

Would it be more like a Husky - semi fast but good endurance - or like a Greyhound - all out sprint and then exhaustion?

Sorry, could not resist the dog plug

 

Hopefully, they will give you a pattern profile, power/flap settings. Every time I've had to fly a sim in an interview I was given that info and at least 30 minutes to study it.

Maybe call them and ask for it?

 

If this job is something you really want to land (sts), I would consider investing some $$ in a 737 sim session.

Even if it's not an -800, just getting the feel of a jet transport, the basics of pitch/power, glidepath control, etc. would probably be worth it. Having your first jet sim experience be in an actual interview eval seems unrealistic.

With all the type rating mills out there catering to SWA wannabees, I can't imagine it would be too difficult to find some 737 sim time for a reasonable price. You may want to try Albie at Emerald Coast Consulting. He does sim and interview prep.

 

Don't stress to much over the sim. They know you don't have any turbine experience, let alone experience in the 73, so they aren't expecting you to fly it like you got 5000 hours in the thing. What they are probably looking for is basic handling techniques, crew resource mgmt skills, and how you deal with emergencies. They will more than likely have a company pilot (or the interviewer) in the other seat flying with you. USE THAT PERSON FOR EVERYTHING!!!!! In a crew airplane, the flying pilot flies. He/she does nothing else. So, act as the PIC and tell the other pilot what you want....i.e.- bug speeds, headings, and altitudes. Call out minimums, rollout for steep turns, etc. Use the other pilot! When an emergency happens, fly the airplane! Remember aviate, navigate, communicate. You aviate, you and the other pilot both help navigate, and let him communicate. Dictate what you want done. Call for the emergency checklist and the other pilot will run it. You just fly the airplane. Since you have no jet experience, keep your instrument scan up and try to stay ahead of the airplane. Don't let "ATC" rush you into anything you're not ready for (i.e.- Single-engine ILS down to mins). If you need more time, request a box pattern. You should've declared an emergency when the shat hit the fan so ATC is all yours. Use them. More than likely, they will brief you on the basic autopilot functions and how to use them (that is if they let you use it) and also some other basic stuff. Again, they know you don't have jet experience, so the aren't expecting perfection.

Most importantly, they wouldn't interview you unless they were interested and thought you could get through it. Just do your best and you'll be fine. Good luck!!

 

LOL

You do owe him a beer.....

Good luck on your interview, investing in some practice sim, never hurt anyone.