Fokker Tutorial LOWI-EDDH

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    FOKKER 70/100 TUTORIAL FLIGHTLOWI (Innsbruck) to EDDH (Hamburg)

    The following charts are reproduced by kind permission of Navigraph.Updates to these charts and additional charts are available at www.navigraph.com

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    FOKKER 70/100FIRST FLIGHT TUTORIAL.

    This tutorial is taken from the printed manual that

    ships with the boxed version of the Fokker 70/100.

    First of all, my apologies for the narrow column measure ofthis tutorial. This has been copied and pasted from a PDFof the printed manual and unfortunately retained the linelength set in the artwork. It would be too much work tomanually alter each line break.

    Copyright remains the property of Flight One Software inc.This document may NOT be circulated to non-registeredusers of the Fokker forum.

    At the time of production, tutorials one and two mentioned in the

    PDF manuals were not available, so this boxed edition tutorialcovers all aspects of tutorials one and two. Tutorials three andfour are included as PDF files which can be accessed from thestartmenu location. Print out the PDFs if possible as it will makeflying the other tutorials easier to follow.

    To get you started, we will be making a flight from Innsbruck inAustria, to Hamburg in Germany. As this is an advanced cockpitsimulation, we will assume that you already know how to createflights in FSX (or FS2004) and have experience of flying eitherdefault or complex third party airliner add-ons including using ILSprocedures. If you are unfamiliar with any aspects, refer to theFlying School within Microsoft Flight Simulator. This tutorial has

    been written for FSX and you may find a few minor variations inflight simulator menu names and interface etc if you choose to flythis in FS2004. Hopefully, you will find this easy to follow.

    No doubt, you will be impatient and try flying this tutorial beforereading the PDF manuals, so we will try to explain roughly whereto look for a switch or gauge on a panel. This tutorial is writtenslightly out of the normal procedures and running order of thechecklists to help you to concentrate on major aspects of thecockpit preparation. For example in real procedures, initialisingthe FMC and entry of flight plan is carried out in stages ratherthan all in one.

    Loading passengers and fuel planningBefore starting FSX, run the Configuration Managerto workout the loading for passengers and fuel. From thestart/Programs//Digital Aviation menu, right click ConfigurationManagerand select Run as Administratorif using Vista orsimply left click and Run if using XP.

    When the manager opens, select F70 for the model in the dropdown menu along the top, Kg for the weight units, then click theLoadeditortab. Click the Random Load button to load thepassengers, luggage and cargo.

    Next, we will work out the fuel requirement for the flight. Open

    the Fuel Plannertab. Make sure that you keep the F70 and Kgselected at the top. Our flight from LOWI to EDDH is a distanceof 459 miles so we will set 500nm by moving the Distanceslider. You will notice the fuel quantity changing as you move the

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    slider. OurAlternate airport will be EDHL which is 27nm awayfrom EDDH. Leave the slider set on the minimum of100nm.OurTaxi, Holding and Landing fuel settings we can leave asdefault, which should be 100 Kg, 500 Kg and 300 Kgrespectively.

    Change the Cruise Level to 31,000 feet (FL310) which we will

    assume is our assigned Flight Level for this flight. As you movethis slider, you will see the fuel requirement change dependingon the Flight Level. This should give a Block Fuel requirementof4248 Kg.

    No need to make a note of these figures unless you prefer, as allof this information will be available inside the simulator from theKneeboard / Reference tab. Make sure that you click the Savebutton or these figures will not be sent to the Flight Simulator.We can now open FSX and create a flight as follows:

    Ideally, create the flight described in this section using a defaultCessna, switch to 2D panel once in the simulator, then load the

    Fokker from within the simulator once the rest of the flightsettings have been created. This solves most complications andstrange behaviour with switches and panel issues and preventsfrustration. If you decide to load the Fokker directly when youcreate the flight, some of the potential issues are mentioned inthe instructions.

    Select the Fokker F-70 Austrian Arrows aircraft. This can befound from the Aircraft menu underPublisher DigitalAviation. If the Austrian Arrows F-70 is not visible in the list,make sure that the Show all variations box is ticked. Be carefulnot to select the version ending in F/O or this will load the FirstOfficers panel version.

    Set the Airport as LOWI (Austria, Innsbruck) and parked atGate 3.

    We will set the weather using User Defined Weather Customize Advanced Weather. Make sure that All WeatherStations is checked. Clouds can be set to your ownpreference, and as this is a tricky visual takeoff at an airportsurrounded by mountains, we suggest you start with clear or fewclouds and increase the difficulty level as you get used to theaircraft. Set Icing to Light and Turbulence to None.

    Wind 260 @ 5 kt, Temp 2C, Pressure 1025mb and Visibility

    again to your own preference. Visibility setting to 20 miles up toa tops of 40,000 gives a realistic haze. This also helpsperformance. Next, set Time and Season to Winter and 8amfor a crisp, fresh, morning flight.

    It will also be best to turn your traffic sliders to minimum to avoidany conflicts with other aircraft as this is a training flight. TCAS iscovered in another tutorial, so we will not be using the TCASsystem at this stage.

    Click Fly Now and dont forget, if this is the first time you haveloaded the aircraft, you will see the calibration screen when theaircraft loads, or when you switch to the 2D panel view. FSX by

    default loads with a 3D panel view. This aircraft does notfeature a 3D panel, so you may be sitting in the Captains seatlooking at an outside view without panel. If the panel is notvisible, or you are in an external view of the aircraft, right click on

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    PWR should be saying ON. All other switches should be blank.Now switch off the EXT PWR switch and the BATTERIESSwitch. The only light you should see illuminated, is the EXTPWR AVAIL light. We will save our cold and dark panel withexternal power already available and doors open.

    Close the overhead and open the FMC again so that we can save

    this panel state. Press REF/MAINT then type COLD-DARK intothe scratchpad. Click 2L next to SAVE PANEL STATE to savethe panel. If you now press REF/MAINT keys, you will see thatthe panel has been added to the list of panel states.

    On the lower overhead panel, we can now begin preparing forthe flight. We know that we have no failures set and the panel isin a perfect start condition, so we can skip the normal tests andchecklist items and only concentrate on the essentials to get usflying. Turn the BATTERIES ON, and press the EXT PWRswitch to change the light from AVAIL to ON. Ignore the TCAStest warning at this stage. The only lights that should beilluminated on the overhead are the FUEL PUMP switches and

    the PROBE HEAT switches stating OFF, the EXT PWR ON andBEACON OFF lights. All other switches should be dark. Turn theSEATBELT switch to ON.

    Close the overhead panel and open the DOORS & GROUNDSERVICES panel to turn on BLEED air so that we can supplyair to the air conditioning packs.

    Move to the upper overhead panel using the top click spot orSHIFT 5. Look for the IRS MODE SELECT panel (InertialReference system) on the top middle/right. As the aircraft may

    have moved since the last alignment before switching to cold &

    dark, we will need to align the IRS. In the real aircraft, to movefrom the NAV to the ALN (align) position requires a pull of theknob and then a turn anti-clockwise to the left. To move our knobto ALN, we need to right click on the left hand side of bothknobs to move them from NAV to ALN positions.

    To fully align the IRS with our current gate information rather thanthe last known position, we need make a start on programmingthe FMC. Close the overhead and open the FMC. Press INIT toenter the Initialisation page, then type our departure anddestination ICAO codes into the scratchpad separated by "/" -.LOWI/EDDH. Press 1R to enter it into FROM/TO position. If wehad already saved a company flight plan, it would automatically

    select the saved plan for the route, or offer a choice if there weremore than one route option. As we are making our first flight, wehave an option given to return us to the previous page. Click 6Rnext to RETURN>. We now see at positions 3L and 3R the LAT(Latitude) and LONG (Longitude) co-ordinates for the airport.

    To enter our exact gate co-ordinates, we can either find themfrom airport parking charts if we have them, or using FlightSimulator by pressing SHIFT Z. At the top of the screen in red,you should now see LAT: N47 15.49 LON: E11 21.00. Yourposition and FMC readings may be slightly different to thisdepending on your exact position. Looking at position 3L, itcurrently states we are at latitude 4715.6N, so by clicking button

    3L, we can activate the scroll arrows. You will see two little upand down arrows appear in the display next to the LAT position.To change the display to read 4715.5N (the last two digitsrounded up to the nearest whole unit), we use the up and down

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    arrow keys on the FMC keypad. Perform the same action for thelongitude. When you have checked both figures, press 4R toALIGN IRS*. Alignment time can be altered using page 3 of theMAINT pages on the FMC, which toggles between 10SECONDS and REAL, which can be up to 15 minutes.

    Return to the upper overhead panel and you will see the flashing

    ALIGN lights have gone out. If they are still flashing, you mayneed to wait longer as you have real-time align set. Once theyhave stopped flashing, left click on both knobs to turn them toNAV mode.

    Open the FMC again and we can continue with inputting loaddata into the INIT page.

    Had we been flying a real airline schedule and route, we couldenter our real world flight number in position 1L. For now, letscall this flight 123 and enter/123 into the scratchpad andtransfer it to 1L. Our alternate airport is EDHL, so we can enterthat into ALTN position 2R. OurCOST INDEX at 4L is 80. Cost

    Index is usually dictated by company policy, fuel prices and otherconstraints. Any figure between 1 and 999 with 999 being greaterfuel consumption but quickest time to destination. We will becruising at Flight Level 310, so enter310 at position 5L againstCRZ FL.

    We have a second page in this section indicated by the arrowpointing right at the top of the display. Press NEXT PAGE sothat we can input our loading information. Open the kneeboardby using SHIFT F10 and turn to the Reference tab. OurTakeoff fuel is the figure we need for the BLOCK FUEL at position1R. We loaded 4,248 Kg of fuel, so we enter our nearestrounded figure of4.2 Metric Tonnes into 1R. Our Zero Fuel

    Weight of 30,711 Kg converts to 30.7 and is entered in ZFW at2R. The computer calculates and automatically enters other dataat this point. The CG figure at position 5R is the Centre ofGravity found from our Load Sheet as the MACTOW figure21.4%. Enter21.4 against CG at 5R. Again, your figure will bedifferent, so enter the figure from your load sheet.

    For this tutorial, we will fly a simple flight plan to demonstrateentering waypoints directly into the FMC. Programming a flightusing low or high altitude airways using route numbers with entryand exit points is explained in Tutorials 3 and 4.

    Press F-PLAN and you will see our departure airport followed by

    various system generated climb and descent points. As wehavent been informed of our departure runway or SID yet, wecan begin by entering a few waypoints along the route. TypeKOGOL into the scratchpad and enter it into 2L. If you make anerror in typing, use the CLR key to delete characters. This hasmoved the FPLAN DISCONTINUITY down, as it hasrecalculated the climb levels and restrictions. Next enterMAHinto the position below KOGOL. (5L). As there are variouswaypoints and beacons called MAH, we are offered a choice.

    The nearest is normally at the top of the list, and as we knowthat the VOR we need has a frequency of 108.4, we can select1L to enter the correct waypoint into out flight plan. Next, input

    ERNAS into 6L.

    This doesnt appear to have entered onto the display as we nowhave a top of climb calculation in the bottom line, but fear not

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    Captain... use the up and down arrow scroll keys on the FMCkeypad to scroll up and down the plan. Press the up arrow tomove ERNAS into view. This may seem odd as on a computeryou press the down arrow to scroll down the list. It is how it is onthe real unit, so we must get used to thinking the Fokker way...The bulk of the flight will be direct to give us time to look aroundthe panels and not have to worry about what the aircraft is doing.

    You could always enter further points on the flight plan if youprefer, so we have included a full flight plan PDF document in theTutorialfolder on the disc which also contains the essentialairport charts required. The charts are reproduced by kindpermission of Navigraph. Updates to the charts and additionalcharts are available at www.navigraph.com.

    To speed things up here, we will just enter the last few points inthe plan. You may need to use the up arrow key on the keypadto scroll the list. EnterULSEN and NOLGO afterERNAS. Againyou will see various other entries appear, such as TOD (Top ofDescent) and speed/altitude restrictions and limitationscalculated. We will add an altitude constraint to cross NOLGO at

    above 4000 feet, so type/+4000 into the scratchpad and enterit into the button to the right ofNOLGO.

    We can now tune ATIS on 126.025 for our departure runway. Inthis case we will be instructed to use runway 26. Our SID will beKOGOL 2H.

    Scroll back to see LOWI in the plan (or click the F-PLAN key)and click the key to the left of it. This opens the LAT REV FROMLOWI page. Select 1L to choose ourSID for the plan. Thisopens the SID FROM LOWI page. Select runway 26 on the rightbuttons and KOGO2H on the left. Finally, in position 6L, you willnow see the word INSERT. Click 6L to insert the selections into

    the flight plan.

    Note: You will notice that the NDB waypoint Absam (AB) hastaken on a strange name in the display. It has become ABNB.All NDBs follow the format XXXNB, so to input an NDB calledHOS, we would need to enter it as HOSNB for example.

    We can now close the FPLAN DISCONTINUITY lines using theCLR key. Make sure the scratchpad is blank then press the CLRkey to enter the word CLR into the scratchpad. Transfer this intothe position to be deleted. Do this for any discontinuities you seein the plan. You will also find one between our destination andalternate airport positions.

    We can check through our plan visually on the NavigationDisplay screen to make sure we havent made any errors. On theEFIS panel on the Glareshield, turn the Mode Selector switchto PLAN. The waypoint in the centre of the screen is the secondpoint down on the FMC display. Scrolling through the points onthe FMC moves the map display on the ND. Pressing F-PLANkey on the FMC always takes us back to the first waypoint. TurnPLAN mode back to MAP on the EFIS.

    The passengers are on board, and the cabin staff are workinghard getting everyone settled into their seats, so time to plan ourtakeoff. On the FMC, press TO/APPR key to set up the TAKEOFF

    page. We will use a full thrust rather than a de-rated thrust take offto keep things simple. To calculate the V-speeds, open thekneeboard using SHIFT F10 and you will find the speed charts onthe bottom of the checklist page (on the Reference page in

    http://www.navigraph.com/http://www.navigraph.com/
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    FS2004). We will be using a Flaps 0 takeoff, which is normal for aFokker. Our takeoff weight is 34,859 Kg. (This figure can be foundon the reference page of the kneeboard or on the second INITpage of the FMC.) Round the figure to the nearest thousand, sowe look for 35 along the top of the chart. We have to interpolatebetween the figures in column 34 and 36 to arrive at our speeds of128 for V1 and VR and 134 for V2. On the FMC, enter128 into V1

    position at 1L. ForVR, simply click the button at 2L and it willautomatically enter the same figure as V1. Enter134 at 3L forV2.

    We are finished setting up the FMC now, so close the pop-upand look at the glareshield Mode Control Panel. Right clickboth FD switches once to turn on both Flight Directors. Set V2 +10 in the IAS window (134 +10 = 144). Place your mouse overthe window and rotate the mousewheel. There are different clickpositions for large and fine adjustment, which you can easilyfind. Your V2 speed may be different depending on the V2 speedyou arrived at from the chart. HDG set as 260 which is our initialheading on takeoff. Finally, we have an altitude constraint at RTTof 9500 ft altitude so we set 9500 in the ALT window. Again,

    there are various mouse spots in the altitude display window forcoarse and fine settings.

    Make sure that the EFIS mode control panel is set to display MAPmode and press the CSTR button on the EFIS panel to displayconstraints (altitude restrictions along the path etc.) in the PFD.Turn FLIGHT CONTROL LOCK ON at the very bottom left onthe Aft Pedestal (SHIFT 8).

    Normally, the VORs would be tuned manually as a back up incase we lose FMC navigation. The frequencies can only be inputmanually using the FMC or by leaving PLAN orMAP mode onthe EFIS Mode panel. This is covered in further detail in Tutorial

    3. For this flight we will let the FMC handle automatic tuningcompletely as we know we will not have any failures or problemswith the transmitters.

    On the overhead panel, look for the cabin pressurisation panel atthe bottom centre. Below and left of the large LDG ALT gauge,we rotate the knob to set our landing altitude as 0 for the fieldelevation of Hamburg.

    To keep this flight simple, we will not be using ATC services ortraffic, so we will leave the TCAS system and XPNDR set toOFF. Planning is now complete so we will assume that we haveclearance to get under way.

    Before pushback, we need to establish APU power so that wecan disconnect the ground power and bleed air. Make sure thatthe Throttle Levers are idle and the FUEL VALVES are closed.On the bottom right of the lower overhead, turn the APU starterknob to ON. Do not turn it further. If you have First Officercallouts enabled (default setting), wait until he tells you APU isready to start. If you have callouts disabled, look at theCaptains panel and open the dual MFDU display panel by usingthe click spot on the right of the primary MFDU display frame.The right hand display will show the APU spooling up andannunciate APU STARTING, then APU POWER AVAILABLE.

    Once APU power is available, switch off the EXT PWR button onthe overhead. We are automatically connected to the APU bus.We still cant pushback at this stage as bleed air from the APUtakes about two minutes to come on-line. Your First Officer will

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    call APU bleed air available, or you will see the BLEEDPRESS window on the overhead change from around 20 PSI to55 PSI. Once we have APU bleed air, we can open the DOORS& GROUND SERVICES panel and turn off the external powerand bleed air buttons. BLEED PRESS displayed on theoverhead will drop to 30 PSI.

    To the right of the Primary Flight Display is the Standby AttitudeIndicator which is off at the moment. Click the button to thebottom right of it to enable it. Moving slightly further right is theStandby Engine Indicator panel (SEI). Turn this on using theswitch at the top left of the SEI panel. This displays accuratedigital readouts ofEPR, TGT, N1 and N2 which we will use forstarting the engines.

    Open the lower overhead and turn on the BEACON light, FUELPUMPS and PROBE HEAT switches. All switch lights on theoverhead should now be blank. Make sure that pressure is atleast 30 PSI in the BLEED PRESS window towards the topright. If it isnt, it means the APU bleed isnt on-line yet.

    Release the parking brake and commence pushback usingSHIFT P. You may have your own preference for determining thepushback turn point, but if not, switch to external view and watchfor the rear of the aircraft to reach the beginning of the curve inthe yellow taxi line. Press 2 on the keyboard to activate the turn.Switch back to inside view and when the aircraft is straightenedfrom the turn, press SHIFT P to stop. Apply the parking brake.Check that IGNITION is set to NORM, press the ENGINEbutton to illuminate ON, then right click the START switch below.First Officer will call Starting number two. Close the overheadand watch the N2 figure on the SEI. When N2 reaches 20%,open the right FUEL VALVE using your mixture control if using

    hardware, right click the valve lever on the centre pedestal, oruse keyboard shortcuts E + engine numberto select theengine (E 2 orE 1 as appropriate) followed by CTRL SHIFT F4.Without selecting an engine first, the keyboard shortcut will turnon BOTH fuel valves, in which case, once the right engine hasstarted, make sure that you click the left valve to turn it off beforestarting the left engine.

    You should see a rapid increase in the SEI displays and the F/Owill call Engine stabilised.

    We would normally taxi on one engine plus leave the APUrunning, but as this is a short taxi to the runway, we will repeat

    this procedure and start the left engine now. Once both enginesare running and stabilised, we can turn the APU switch on theoverhead to OFF and turn on the TAXI light which is the centralswitch of the three light switches. Right click twice to EXTENDthen turn ON.

    The engines are now providing hydraulic power, so we can setthe STAB TRIM. On the middle pedestal, rotate the large trimwheel using your mouse scroll wheel or click spots to set 21.4(ourCG% MACTOW figure) in the STAB AND TO CFGwindow to the left of the wheel. Use your CG figure not ours ifdifferent.

    If you are not familiar with the airport layout, contact ground on120.10 for directions to the runway.

    Advance the throttle the smallest amount needed to get the

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    aircraft rolling and as you start to taxi, the First Officer willperform the taxi procedures. He will turn on the STROBE light,ENGAGE the Auto-Thrust System (ATS), ARM the Lift Dump(LIFTD) just below the throttle levers on the centre pedestal andturn the FLIGHT CONTROL LOCK OFF on the aft pedestal.If you have F/O actions disabled, you will need to perform thesesteps yourself.

    During the Taxi, the cabin crew will contact you. This will sound awarbling alarm and also a blue CALL will annunciate on theoverhead CALLS panel. To hear the message from the cabin,DO NOT PRESS that button as it will only cancel theannunciation, press the CALL button on the audio panel on theforward pedestal instead (SHIFT 5). You will hear the cabininform you that the cabin is secure.

    As you arrive at the runway holding point, turn the AUTOBRAKEswitch to RTO. The aircraft must be stationary to do this or it willannunciate FAULT above the switch. Open the RADIO & TRPmini panel from the glareshield click spot above the vertical

    speed and altitude selection windows. Press TOGA if it is notalready activated.

    We also want to warn the cabin crew to prepare for takeoff bypressing the ALL ATTEND button on the lower overheadCALLS panel. While the overhead is open, extend the LandingLights by right clicking the two switches next to the Taxi Lightswitch. Do not turn them on at this stage.

    Runway 26 at Innsbruck has a mid-runway entry point whichrequires a right turn at the entry point, taxi to the end of therunway and then turn around in the turning area on the right. Aswe line up and stop, press the TO CFG button on the centre

    pedestal to the left of the throttle levers, and then look at theMFDU to see TO CONFIG NORMAL annunciated on thedisplay. The First Officer will turn the landing and strobe lightsON at this point.

    We will perform a manual takeoff and fly visually before engagingthe Autoflight system, but this aircraft is capable of a fullautopilot assisted takeoff which you will use in Tutorial 3.On the MCP, press the NAV and PROF buttons to arm the FMClateral navigation and vertical profile modes. Right click the ALTselector knob to ARM the altitude capture mode. Make surethat EFIS mode is set to MAP and the range is set to 15 or30so that you can see your flight plan displayed on the ND. You

    may prefer to use 15B or30B to alter the display to show a littleof what is behind the aircraft at this stage. Our flight pathrequires us to fly a visual left turn to head in the oppositedirection from our takeoff.

    Take a deep breath, say your prayers and advance the throttlesto 1.30 on the digital SEI EPR reading. On reaching 1.30, clickthe hidden TOGA shortcut. This is the screw head just belowthe left FD switch.

    As the aircraft accelerates, the First Officer will call 80 knots declutch,V1 and Rotate. Lift the nose to an 8 pitch, increasingthe pitch to maintain V2+10 (144). Your F/O will then raise the

    landing gear and turn off the taxi light. Keep close to themountain on your right and fly a heading of 270 until themountain starts to move away to the right. Look at the InitialClimb chart for Innsbruck to get a visual impression of the point

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    to begin the left turn. Follow the vertical profile Flight Directorbars on the PFD, but not the lateral bar.

    At this point, manually perform a left turn at normal bank angle toturn to a heading of 068. Although this looks like a tricky turnbetween mountains, you will have climbed considerably by thetime you are half way through the turn. As you see the flight plan

    come into line on the ND and you straighten up, press theautopilot AP1 button below ATS ENGAGE on the MCP.As we are expecting icing conditions, we can also turn ON all ofthe ENGINE, WING and TAIL ANTI ICING buttons. If we fail todo this, the MFDU will alert ICING to remind us. We can leavethem turned ON until a TAT of-18 is displayed on the MFDUand we will be clear of icing conditions. Icing will only form andadhere to the surfaces between +3C and -18C.

    The aircraft will now continue to follow the lateral and verticalpath. The navigation data in the FMC will differ slightly from thecharts provided for this tutorial, so for simplicity, we will allow theaircraft to follow the FMC data and commence the turn in

    advance of the RTT NDB. The other tutorials will build yourunderstanding of how to fly the correct path using other modesof the AFCAS.

    As you cross transition altitude (5000 feet), your F/O will changehis altimeter setting to standard (1013). Open the RADIO & TRPmini panel again and left click the STD button to change thedisplay from QNH to PRESET. You will not see the figure of 1013displayed, this will remain at 1025 QNH ready for switching backlater. The PFD will display STD in blue on the lower right of thedisplay. Also, change the Standby Altimeterreading to 1013.We will easily achieve the minimum 9500 ft before we reach RTT,and begin our turn for KOLGO, so once the aircraft has captured

    and settled at FL95, we will assume we have been givenclearance to climb to our cruise altitude of FL310. Mouse overthe ALT window and alter the display to read 310.oo. Right clickthe ALT selector knob to capture the profile and the aircraft willclimb. The passengers can be released from their seats once weare safely into the climb and no turbulence is expected, so turnoff the seatbelt sign. We can also turn off the SEI as we nolonger require it.

    The climb can be interrupted very easily if ATC request that wehold altitude during climb. Left click the ALT selector knob andthe aircraft will begin to level off. It will capture the level offaltitude shown in the PFD altitude tape. To continue with the

    climb, right click the knob again and the climb will resume. Oncewe have settled at our cruise altitude, change the TRP settingfrom CLB to CRZ using the RADIO & TRP mini panel switches.We have around thirty minutes free time to explore the panelsbefore we plan the descent, so this is a a good time to startfamiliarising yourself with the locations of the systems. Open thechecklist using SHIFT F10 and work out the panel that each ofthe checklist items refers to. Once you have done this a fewtimes, you will soon be instinctively flipping through the clickspots opening panels as you need to access a switch.The Top of Descent point (TOD) can be seen on the display nearULSEN, so we should start to plan for the descent around 50miles before ULSEN. The distance to ULSEN will be displayed in

    the top right hand corner of the PFD after we have passed theprevious waypoint. As a rule of thumb, to work out the distancerequired for the descent, multiply the difference in altitude (inthousands) by three to give distance in nautical miles. In this

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    case, to descend from 31,000 to 4,000 = 27,000 ft. 27 x 3 = 81miles from NOLGO. If you have entered waypoints for the fullflight plan, you will need to start entering the descent andlanding data by the LASTO waypoint.

    Open the FMC and click the left button next to any of the mainwaypoints. This now offers access keys to the STAR (Standard

    Terminal Arrival Procedure) pages. Click 1L next to STAR andthe display will then list the STARS and runways available atEDDH. We will be landing on runway 23 using the NOLGO 1ASTAR. Select 26 and NOLG1A using the buttons to the left andright as appropriate. Click INSERT at 6L to enter the selectioninto the flight plan. We can now see in F-PLAN mode that theHAM and LBE waypoints have now been added with variousaltitude and speed constraints.

    From LBE we will be flying the approach using a HOLD entry,then a VOR/radial/distance entry in the FMC followed by amanual hand flown ILS landing. Click the button to the left ofLBE and then from the next page select HOLD from the 2R

    button. This opens the HOLD page where we type 112 andenter against INB CRS (inbound course) using 1L, then type Rinto the scratchpad and enter against TURN at 2L to change toa right turn hold.

    Click 6L to INSERT the hold into the flight plan, then RETURNusing 6R on the next page to return to the plan. You will see ithas inserted an entry after LBE called HOLD R and a repeat ofLBE after the hold.

    When we reach LBE, the aircraft will turn into the hold patternand back towards the LBE waypoint. The chart states we shouldhold at 4000 ft, so type/4000 and enter it using the button to the

    right of the first LBE. From LBE we want to fly outbound on the068 radial to a distance of 22.1 DME before beginning the turntowards the runway. Type this in the format waypointname/radial/distance as LBE/068/22.1 and enter this after thesecond LBE waypoint. You will then see this displayed as PBD01. The number after PBD may change. Against PBD, set analtitude restriction of/3000 using the right hand button.We have another altitude constraint at the end of the turn atPISAS, so we enterPISAS after the PBD 01 entry, and/3000using the button to the right ofPISAS.

    Tune the the ILS to 111.50 and a course of229. Also tunethe ADF 1 to HOS on 339. Turn on the ADF1 switch on the

    bottom left of the main panel. This will display the NDB onthe ND.

    Hopefully, you will be nearing the Top of Descent point (TOD)displayed on the ND screen, so set 40.oo in the ALT windowon the MCP and right click the ALT Selector knob to arm thedescent. Check the Cabin Pressurisation panel on the overheadto make sure that ourLDG ALT is set to 0. Turn ON theSEATBELT sign.

    To give our passengers a more comfortable rate of descent, wewill begin our descent about 50 miles before the TOD point toreduce the de-pressurisation rate a little. Set the EFIS range to

    60 miles and when the TOD is displayed in the ND between the40 and 60 range rings, open the FMC F-PLAN page and youwill see 1R position shows IMM DES meaning immediatedescent. Click 1R and the aircraft will descend at around 1000

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    feet per minute. We can alter the rate of descent using the same1R button by typing a minus figure such as 1100 for example,and entering it into 1R. The aircraft will descend at this rate untilit intercepts and captures the main FMC profile.

    Keep an eye on the SAT temperature and use the ANTI ICE asrequired in case ofICING warnings.

    Passing FL100, the First Officer will turn on the Landing Lights.Continue the descent, remembering to change the altimetersfrom STD back to QNH of 1025 when crossing 5000 ft. Dontforget to change the Standby Altimeter as well.

    After we have entered the hold and the aircraft has turned backtowards LBE, we can exit the HOLD by pressing 1R against IMMEXIT (Immediate Exit), then use the CLR key to remove theHOLD R entry. The aircraft will continue towards LBE then turn tofollow radial 068.

    As we leave the HOLD, warn the cabin crew to take their seats

    for landing by pressing the ALL ATTEND button on theoverhead.

    Set 3000 in the ALT window and arm the capture using a rightclick on the Alt Selector knob.

    Read through the next few paragraphs in advance of theturn towards PISAS as the next stages happen quickly.To work out our approach and flap settings, open the TO/APPRpage of the FMC and click the 3L button next to 42 to select aflaps 42 landing. You will notice the 42 is larger than the 25 onthe row above this. The buttons 2L and 3L toggle the choice offlaps 25 and 42. Whichever has the larger type size is the

    selected setting.

    The VAPPR speed is displayed below the flap settings and is 123in our case.

    Note: We can apply a wind correction of 2 kt. This is found fromthe chart on the next page. Taking the wind direction of 260 andheading of 229 gives an angle of 31. Looking at the chart andknowing we have a 260@5 kt wind at the runway, we caninterpolate a headwind of around 4 kt. The correction is half ofthe headwind component + any Gust Factor. Gust Factor is thedifference between steady headwind wind and reported gustheadwind in this case 0 kt. For example, if we had gusts of

    260@10 kt, the gust factor would be 5 kt giving a headwindgust of around 2 kt, to make a wind correction of 7 kt.

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    Entering 2 kt wind correction at 5L changes the VAPPR speed to125.

    To work out our flap settings:

    Flaps 8 VAPPR + 60 = 185Flaps 15 VAPPR + 40 = 165Flaps 25 VAPPR + 20 = 145Flaps 42 VAPPR = 125

    The PFD speed tape will display an orange line. The top of whichis the VAPPR speed.

    Set AUTOBRAKE to LO, and arm the Lift Dumpers using LIFTDon the centre pedestal below the throttle levers. Change the thrustsetting from CRZ to TOGA on the RADIO & TRP mini Panel.

    When we reach 22.1 miles from LBE, the aircraft will turn towardsPISAS and we can then change to LOC mode on the EFIS. Wedo this by selecting ROSE mode and tuning VOR 1 and 2 toALF on 115.8. and pressing the VOR/LOC button to the right ofit so it annunciates LOC. The ND will now display the VORalignment indicators in the compass rose. Press V/L button onthe MCP panel to change from NAV mode and the aircraft willcapture the localiser. As it captures, change the EFIS VOR/LOCbutton to display APPR. The ND display and the PFD will showthe ILS glideslope and localiser indicators. Set a VAPPR + 60speed of185 in the IAS window and right click the SpeedSelector Knob below it. At PISAS (ALF 9.3 DME reading onDME 2), the glideslope will be centred and we can begin thedescent at 900 feet per minute by setting 900 in the verticalspeed window. Lower the landing gear at this point. Adjust thevertical speed as required to keep the glideslope centred.A visual aid we can use is to right click the FD/FPV switch totoggle the FPV target view on the PFD. Keeping the targetcentred is far easier to visualise.

    Use the speedbrake as necessary to lower the speed to 185

    knots then extend flaps 8, drop the IAS speed down to 165 andextend flaps 15 and continue reducing speed and extendingflaps as scheduled.

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    When you feel in control of the descent, right click the AP DISCbutton to disconnect the autopilot and either use the AutoThrustand the IAS setting to control speed until touchdown or rightclick the ENGAGE button to take manual power control asyou prefer.

    Aim to extend flaps 42 and achieve speed 125 on short final.

    On touchdown, disengage the AutoThrust, if you havent alreadydone so, and use reverse thrust by pressing and holding F2.At 60 kts, move the throttle levers to disengage reverse thrustand apply manual braking. Exit the runway when speed hasreduced to around 15 kts.

    As you exit the runway, the First Officer will retract flaps, turn onthe Flight Control Lock, disarm the Lift Dumpers and turn off thelanding lights and strobe.

    You can now obtain clearance to taxi to the gate, turn ON theTAXI LIGHT, start the APU (wait forAPU READY TO STARTannunciation or F/O callout) and when the APU is available, shut

    down the left engine by closing the left FUEL VALVE. Turn OFFthe left FUEL PUMPS and taxi to the gate using just the rightengine.

    Once the aircraft is parked at the gate, apply the parking brake,shut down the right engine and turn OFF all FUEL PUMP andPROBE HEAT switches. Also, turn OFF the TAXI LIGHT andSEATBELT sign. Open the DOORS & GROUND SERVICESpanel and connect ground power and bleed air, then open thedoors to allow the cabin crew to disembark the passengers.On the overhead, turn ON the EXT PWR switch and turn OFFthe APU.

    We hope that you have enjoyed your flight and are ready toincrease your knowledge and move on to the next tutorial.This tutorial has used only a few of the procedures and systemsthat are functional in this simulation and each tutorial expands onthe amount of systems used. You can fly the next tutorial byreading the PDF from the start/All Programs/Digital Aviationmenu. Continue with Tutorial 3

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    Flight Plan

    LOWI (Innsbruck) to EDDH (Hamburg)

    CODE NAME FREQ COURSE DISTANCE

    LOWI Innsbruck 126.025

    KOGOL Kogol 003/001 22 NM

    MAH Maisach 108.400 357/355 39 NM

    ERNAS Ernas 354/352 35 NM

    ALB Allersberg 111.200 000/358 22 NM

    LASGA Lasga 000/358 69 NM

    LASTO Lasto 355/353 46 NM

    BIRKA Birka 336/334 16 NM

    HLZ Hehlingen 117.300 355/354 59 NM

    ULSEN Ulsen 345/344 30 NM

    NOLGO Nolgo 334/333 37 NM

    EDDH Hamburg 123.125 336/334 15 NM

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