Hi guys and welcome to another flight deck 2 sim tutorial. Today we're going to be doing a full flight from cold and dark to shut down from Pisa in northwest Italy all the way to Ibiza which is an island in the Mediterranean Ocean. So all the information about the routing we're doing you can find in the description. But it is my first full flight tutorial so I'm going to be as detailed as I possible what we do during the setup and every single phase of the flight. So I'm using live weather it's a bit of a dull day in Pisa it's raining quite hard.
First thing we do is crew get into the flight deck drop off our bags and pilot flight would start his preliminary cockpit inspection the pilot monitoring he'd be wearing his coat today and he'd be doing the walk around checking the exterior parts of the aircraft so the first thing we need to do is provide some electrical power to the aircraft how do we do that we turn on the battery now we have dc power we need a source of ac power to get everything going so that would typically be the gpu which is connected to the aircraft if that wasn't available you'd then turn on the apu and use that next we turn on the electric hydraulic pumps so during the walk around the pilot monitoring we'll be able to see if there's any leaks and then we work on for the other things we check the flap lever meet the up gauge and then we do some other things such as circuit breakers etc but I'll talk about in a second then the first thing we'd actually do is move on to the fire panel we do a fire test so we move this to fault and we look for the fault and APU detector in op lights and master caution and overheat detector and then we do a fire test which is the opposite direction verify that the fire warning bell illuminates cancel it and the light extinguishes and we have all the lights illuminate on the warning the overheat in the wheel well fire warning Then check this squibs on the bottle, check they have green lights both sides. And that's pretty much it. Then moving on to the overhead panel. We'd arm the emergency X lights.
We turn the fasten belt on once refuelling has been complete. So we'll imagine the aircraft was refuelled before we got there, so we can turn that on now. We check the attend button to make sure that's okay.
We then go through here. As I said, we've already checked the flap lever. And then we move on to the cargo fire test. So you simply hold down test. Straight away cancel that bell, make sure the lights are illuminated both sides as well and we want to have these lights illuminated extinguisher squirt bottles forward enough and discharged too.
Then moving to the rest of the ACP panel, we check... all the lights are in the correct place and then we move to the circuit breakers check that they'll have the panel and then the things popped and we also have the fire extinguisher we check that that's in the green gauge which it is there and then we move on to the upper overhead panel yeah Here we do a MAC Airspeed VMOMO test. The stall warning test you have to wait a bit longer for because you need AC power for about 4 minutes.
Check the flight recorder. Make sure the light extinguishes. We then turn on the IRS mode selector to NAV. Verify the ECs are on. There's no warning lights up here either.
And then also we then check the captain's circuit breakers to make sure they're OK. And that's it. That's pretty much the preliminary cockpit inspection complete.
Then jump into your seat. And you move the seat. correct position, move the rudder pedals as well. The first thing you do is go to the oxygen panel, check the oxygen there.
So if you're a little unfamiliar with this system, on here's an EROS mask. Basically you can test it and you can test different modes like 100% emergency oxygen. We then can perform a lights test and we check all the overhead lights that are illuminated down here.
We have some additional lights to check here as well, make sure they flash and the wheel well fly, well, the wheel well fire warning light won't illuminate it but it will would have done during the original fire test as you would have checked and then you can turn that off then you move on to your e-fist panel so what you just basically put is the information you need so we're going to use the vor for the departure and we then set the qnh the local qnh which is 1005 that's now set and then we set something called the mfr8 so i mentioned this in my takeoff oh wrong bug there um i mentioned something here in my takeoff tour about the mfr8 this is called the minimum flat retraction altitude it's typically a thousand feet above the aerodrome and it's the altitude at which in the event of an engine failure after takeoff we climb to this altitude then we accelerate when we reach it to retract the flaps. And I can tell you that the OPT app I use tells me the airmuff rate is 1010 feet which is pretty much 1000 feet above aerodrome level. Once that is set we continue looking round, the captain would check his nose wheel steering, set his lights accordingly, moving on to the ACP panel he's set up the frequencies he'd check the panels too and then he'd go to to the FMC to set up the route.
So always on the FMC we start on the first page here which is ident and we check the model the engine rating which is £26,000 for us in the current nav database I think my one's about a month out of date now I update it about every three months or so from the Navigraph website it's about two or three pounds it's quite worth doing and then we go to the POS in it We put in our route information which I had already done beforehand which is PISA and then we need to put the NRS position so we don't use the last position just in case the aircraft was moved whilst it was shut down by a tug. We go to the POSREF page on page 2 and select one of the GPS coordinates and we bring that up. IRS is aligned our position will be updated.
Next we go to PISA on the route page and then we put in our destination which is Ibiza. Put the code in there, Lima, Echo, India, Bravo and then we do the rest of the setup. So we put all the routing information in as well.
Oh, and I just completely forgot. We would put in our call sign. So we're going to be the flight deck to sim today.
And we'll put that in the flight number. Important that you get that correct. Because if you don't, basically, ATC, when they see you on radar, will have the incorrect call sign to your aircraft. So it's important to get that updated. Good.
And then you put the routing information in. So I'm not going to bore you here, guys. Most of you can do that.
So I'm going to put the routing in for my destination. And then you can meet me when I've completed putting the routing information in. And there we go, all I've simply done whilst I was gone is put the waypoints in with the airways we're going to use for departure. Once that's done, just before we click activate, we go to the departure arrivals, click departures, so based on the weather today and because I know Pisa, we're going to be departing on runway 04R and the current wind conditions, there we go, bring it up here anyway, 108 at 8 knots, okay so 04R for departure and the actual SID we're going to be doing is a spezzy 7 hours.
alpha so there we go spec c7 alpha and if you remember that was our first waypoint when we put the route in there so there shouldn't be any discontinuities and into our ibifa it's quite a strong southwesterly wind today it's 240 at 25 knots and that's straight down the runway for runway 24 so select ils we also set the star we could expect so we're going to be expecting a ricksock to november which is this one and then you'd also put a transition so a transition you wouldn't necessarily need to do, but I know we're going to be going via Bebez. Then we just step through, make sure there's no discontinuities which there aren't, and then we activate it and we execute. Now I'll talk a little bit about later how we cross check this in a multi-crew environment, but this is what you do pilot flying during the preliminary setup.
Then go to init ref page and then you put the estimated zero fuel weight which you get off your flight plan. Now the PMDG have got the beauty of actually having the correct zero fuel weight always programmed, so all you have to do is click it twice. Then you put the reserves, so off the flight plan.
plan today it says we need 2.2 tons now this is the amount of fuel it takes to do a go around from your destination do the full missed approach and then divert to an alternate airfield and then land with 30 minutes of fuel remaining so that's put in the fmc that way if you get into that fuel it will say using reserve fuel cost index we're going to use is six which is used by a major european operator and the cruise level we're going to use today is flight level 370 which also got off the flight plan cruise wind you then put in there as well which is off the OFP. So the cruise wind at flight level 370 today is 250 at 63. You then put the top of climb isodeviation. So isodeviation is the temperature from the standard, what we call international temperature.
So standard isotemperature and pressure on the ground is 15 degrees and 1013, and then you put deviation from that flight level 370, which is minus five. Transition altitude you can get off the departure plate, which is you can find on line of specs of 7 alpha this page we leave blank at the moment because we need to wait until the other crew members back from this walk around to do the pre-flight performance check and takeoff page we can put the estimated flap we're going to use as well but we don't put in any speeds yet now this CG trim I'm familiar with I know some aircraft Boeing 737s you can actually set the trip using the COG but we don't have this option or aircraft we set the trim using a load sheet which I'll talk about a bit later excellent so once the FMC set up we then do our panel scale So we ensure all the flight control, spoiler and alternate switches are closed. Turn on the yaw damper. We make sure that all the navigation display switches are on auto or normal. We turn on the fuel pumps, so we don't need to turn the sensor pumps on because there's no fuel there.
And then we check the crossfeed valve, we make sure it goes from bright to dim, then bright to off. Camutuity and iFeed galley power, we make sure that's on and we actually leave it on as part of our checklist. The IDG generator switches, we confirm they're closed. Standby power, light is not illuminated.
Verify how the electrical panel is set as we need it Then turn on all the window heats Leave the probe heat at this moment in stage Verify how the electric hydraulic pump is set I've just got the forward door open with the air stairs Turn on the trim air Turn the air conditioning packs to auto Leave the isolation valve open We set flight level 370 Which is our cruise altitude and the land altitude for our destination which is Ibiza This is very important, this is the pressurisation mode selector You make sure that's in auto If it's in manual you won't have the aircraft pressurising automatically verifies that we have the lights correct and we select the right igniter for the first flight of the day for a reason which is not worth explaining at this moment, it's quite complicated. Good, so moving on to the MCP panel, we set up everything which we need for departure. So the Spezi 7 Alpha initially, well eventually has us going outbound on the radial from Pisa 279 which is what I've set there.
The runway heading which I've set 25 degrees angular bank and the cleared flight level for departure. So ATC typical on this departure, cleared flight level 120. set 1 to 1 reason being we have to wait for the actual clearance to set the higher level so at the order break to RTO reset the fuel figures so we're on the new flight have accurate fuel readings moving down there that is pretty much it you've already set up the basics of the FMC check the hydraulics as well which I forgot to mention we want to have 2800 or more and quantity of at least over 86% there we go the IRS's have just finished aligning as well so you can then set some things up on the ethos panel like terrain and airports what we have on my default as well so we can set that now and then we've got to this airport uh that was waypoint so i'm having a lot of finger trouble today guys apologies about that there we go and then we'll check the panel again to make sure it's all set and that is pretty much the pre-flight flow okay Excellent. Right, next thing we do, so the pilot monitoring would come back from the walk around, he'd be shaking his coat because he'd be soaking wet today, and then you'd wait until he was ready doing his setup, so he'd adjust his seat, put his things in the FMC, set the audio control panel, and then we do this check to make sure that everything is set up correctly. So first thing we do we check the routing in the FMC using the flight plan so we step through all the points to confirm the call sign, all the airways in fact, and then we verify that the distance equals the that on the flight plan so the distance that i'd be for is 521 miles a few miles difference is fine and then we check the landing field as well which is 3.6 tons which is sufficient for the flight then you would execute the route so you activate i've already done it already you would then execute then we do an instrument cross check so we check the time make sure we had utc check we have the mfra set both sides the q and h do an altimetry cross check that the standby instruments are set then do a takeoff briefing so we'd say today it's going to be a left-hand seat takeoff because it's a of captive fire flying.
I'm going to use flap 5 and it's NADP 2 so I talked about my takeoff tutorial about noise abatement departure procedures. We'll be using NADP 2 today which means you engage your autopilot a thousand feet and then accelerate and retract the flaps. Then we do an emergency briefing where you basically explain what you do in the event of an engine failure and how we'd reject the takeoff. We do that on every single first sector of the day and then every first flight of the day. brief the taxi routing off the plate so we'd route the uh tell us where we're going to be going and then we brief the brief the sid the standard instrument departure so i have provided a link in the description uh to the sid and basically would step through it in detail so we go to plan page and then to legs on the fmc good so uh you can see here it's a bit of a conditional waypoint this is what it does look like roughly in the fmc so the departure straight ahead to three miles and then we make a left turn to be a 3,000 feet or above so sometimes in the FMC it doesn't load correctly so you look on the plate it does say 3,000 feet or above so we modify that restriction as so okay I don't know why but that's an invalid entry should be able to accept it and know why that's not done that basically we'll just delete that altitude restraint we then have the next point which is track on 220 and what we do from 220 we intercept the 279 radial from Pisa VOR and we'll all the way outbound to Spezi.
So there we go. There's the interceptor and then it is a 279 radial outbound and that's what we have to do when we get to Spezi we then do the route. I've got the PISA VOR tuned and then also for backup it's 279, 279 which we can use in case of an FMC failure to use traditional navigation. And that's it.
Oh yeah one other thing as I mentioned in my take off briefing you would modify any of the departure to make sure that you could make an inshore turn. So the initial turn we're going to go conditionally wait. way 0.3 miles and then a left turn to intercept we just want to bring the speed back to about 220 knots or aid in the roll control and we'll just put that in here at marley and then we can delete the speed restriction once the turn is complete we'd also put the cleared flight level for the clearance which is going to be 120 is hard altitude as well which i'll put in at sodry and then as soon as we cleared above it we can get rid of that restriction and that's it that's pretty much the um checklist all complete we would then do the before start check checklist to ensure that the aircraft was all in the correct configuration.
Excellent. So you'd eventually get to a point where we were forced I'll check this where we were holding on the FMC CDU because we still need to do performance. So we get a load sheet from the dispatcher and then we'd use that information to calculate performance for takeoff.
So I'll bring up the FMC here, we'd verify the zero fuel weight and input it again. We'd do something like that. We'd verify that the gross weight would match what it said on the load sheet, give or take a 200 or 300 kilos, and then we execute.
And then we go to the L1 limit page. So the aircraft always defaults to full 26,000 pounds of thrust now. That's great.
Good. good performance so if we did that every single day the EGT would be quite high and the engines won't last for long and it's also very noisy so we always reduce the thrust as much as possible but not so low to ensure that in the event of an engine failure at V1 we can still climb away safely and it's absolutely fine to do that. Now guys I know you don't have the luxury of the OPT app which my company does but I know there are some free software there but basically on the app you can put all the external conditions so the wind, runway condition, the temperature, the Q&H. basically it will give you the thrust setting for 26k initially. Well because we have no APU bleed available at the moment this pressure is subtracted by 800 kilos so what you'd also do at this point when you get the load sheet is start the APU and I'll show you the difference of this thrust setting.
So 26k it says we can take but obviously we like to reduce it. We always take a fixed D-rate first so we select 22k and then we can say that's 91.8 minus 700.7 actual frustrating is 91.1 so I know that might sound a bit confusing as soon as I get the APU bleed on the APU running I'll explain what it is also then we take assumed temperature reduction so basically we're sending the engines is a bit hotter than it is and it reduces thrust on that setting there are restrictions with guards doing a shooting reduction for us for example in my operator if the crosswinds more than 10 knots we can only take a fixed D rate for the reduction the opt app is saying I can take an assumed temperature reduction of 45 degrees I put 45 slash and there we go it's reduced it now to 22k assuming of 45 and that's absolutely fine the OPT app confirms that we can take that performance so what I want to show is when you get the APU running and turn on the APU bleed this figure changes see how it went from 86.0 86.8 turn it back on there you go so this figure changes based on load on the air conditioning packs you can actually do something called a no engine bleeds takeoff it's a bit like turning the air conditioning off on your car you get a little bit more performance out of the the engines if you needed it so most takeoffs would actually have the air conditioning packs on so that's why we have to subtract that figure with the abu belugas off good next we then do the takeoff performance of the opt app we confirm the speeds match they do so we take speeds of 138 139 and 142 so v1 is the rejected maximum reject takeoff speed that's the speed at which we rotate v2 is the the best uh climb out speed in the event of an engine failure and then we set v2 and the MCP window. And that is pretty much it. The aircraft is now ready for push and start.
So you call for the appropriate checklist. So you call for the safety inspection and before start checklist to make sure that everything is in the correct place. That's it.
We're pretty much now ready for push and start. So also another thing which I mentioned, you get your ATC clearance at some point as well. So you call up, so say flight deck to sim, we're on stand 28 PISA.
We've copied the information of the ATIS and do say the QNH, which is 1005 departure clearance to IB first. they say flight link sim you're cleared to ibifa uh on the spexy 5 alpha 7 alpha departure sorry climb flight level 120 which is set there squawk um is in let's just give us a generic one three one one zero and you read that back and then you verify that you have one two zero set twice at the fmc which it has been squawk as well and that the spexy 7 alpha is in the departure page that's it we're now ready for push and start so for push and start Get everything ready, ensure the doors are closed, cabin crew will give us cabin secure. If I can remember where and how to do that now.
I think it's that one, yep, doors, close door. There we go. And also we've closed the air step, there we go. Excellent and then before we do any checks we verify that the stairs is closed and the door Was shut as well. So go back to the captain's seat.
That's what we're doing and then we would request a push and start So flight date to sim we'd say on stand date request push and start hopefully so yeah push start approved and say face west or east or whatever direction. So we have a little flow to do during the checklist here so what we do is the overhead panel and we used to turn off the A pumps we don't actually have to do that because we've got the bypass installed. We turn off the air conditioning packs because we need the pressure to start the engine, turn on the anti-collision light and then we turn the transponder to out off that way if they had ground radar they'll be able to see us moving.
And then we do the before start check that's below the line so we can see air conditioning packs off, fire sedation valve is on or not open, verify the anti-conditioning light was on, we had the parking brake set and the transponder is out and then we start the push back clearance. Good, so now we are ready for push and start, and we can release the parking brake, which is here. Oh, I remember now, I think I have to remove the chocks if I remember rightly.
So, yes, ground connections. Yes, so, yeah, before we... remove the ground power would verify the ground crew that we have the APU connected, which we can do, and then we can remove the wheel chops, and then we get push start clearance, and yes, you have been cleared to push start, so you can release the parking brake, and then the captain would talk to the ground crew, you have been cleared to push start, parking brake speed is set.
then to remove it and then we can put it into the push and that's it. We can do that by pushing shift P. Excellent, so now we've been cleared push to start and we've done the checks below the line we're pretty much all ready to go. So how do we start the engine?
So very simply, we just move the start switch to ground. So we clear right start switch engine number 2, we need to bring the engine display up as well. Clear any master cautions at the moment because they're associated with the motor turned off for the push and then we check on the gauge here that we have N2 rotating, N1 rotation and then we can start the engine.
oil pressure is increasing as well. We simply move the start lever to idle at 25% N2 then the check spar valve goes from dim to bright and then we monitor the EGT increase. So yeah, jet engine guys is basically just a big barbecue.
We essentially introduce gas or fuel to an ignition source that starts, switches and then it fires and then that spins right into place. Good, so N2 56% Start switch moves from ground to off. Any problems will be notified by the ground crew during the start if they saw anything we didn't like. Good. As they start to cut out monitor engine number 2, we have this really nice sequence of 246302. For the N2, check 400 EGT approximately.
2 is about 60 and fuel flow is about 3. I have no idea where we're going guys so I'm just going to end the pushback there and then set the parking brake. So the ground crew would say pushback complete, set parking brake and then the captain would ask them to disconnect the tow bar, bypass pin and advise when you're clear, starting engine number one. Move that to ground so EC is started and then we've got N2 rotation, N1 rotation.
Verify that we have all pressure increasing as well and then exactly the same with engine number two. We move the start lever to idle at 25%. Good, so there's 25% and verify the spar valve goes from dim to bright off.
And then we're monitoring the engine start so that the pilot flying would keep their hand on the start lever through the entire start procedure in case you had to do an aborted engine start. For example if you had a hung start or a hot start or any other condition which would involve turning it off straight away. Good. So the tug would hopefully be away at that point maybe forward and then the dispatcher or the pushback crew, one of them would be on the headset still. And start of cutouts, monster engine number one and then we say one is stable.
Then tell the guy, yeah we've had two good starts. we can disconnect the headset hand signal straight away with that bypass pin we need to ensure that headset is in his hand. And that's it, he would disconnect and then he would be there waving at us, telling us to do. And then we can start our before taxi flow. So every operator does this a bit differently.
I'm just going to show you the way we do it. So we turn the generator on on the engines. APU is no longer needed so we can turn it off. Turn on the probe.
If we needed the engine and wing anti-ice we would turn the start switches on first but it's not required today. Air conditioning, power, auto, isolation, power, auto, APU will even go off. Start switches will move to continuous.
We then select the flaps. And then check start leaves, make sure we have the stab trim set. So I missed that earlier on in my flow.
We set the stab trim when we get the load sheet for the performance, when we put the zero fuel load. So I forgot about that. That's why we have checklists to make sure that we don't forget.
So that was 6.2 units off the load sheet. We'd blank the lower DU and then we'd check the flight controls. So how do we do that? Simply go forward, back, forward, forward, right, centre, left, centre. Then the captain would hold the tiller to make sure the nose wheel didn't move and then he would say forward, right, neutral, forward, left, neutral.
We then push RECALL and before for the before taxi checklist. And that is pretty much it. Once the before taxi checklist is complete you can obviously commence your taxi.
So that's it, that's the first part of the tutorial complete from cold start to engine start. You can meet me in part 2, I'll provide a link in the description at the bottom. And if I can work out how to do it on the YouTube video so you can watch part 2, which will be the taxi to Top of Climb.
Once again, thanks for watching. If you have any questions about the setup, please feel free to leave it in the comments section. And I'll see you again in a second.