where computer is located) and press Enter
3.
On the “Work Hard, Fly Right” screen enter your 5-digit employee ID in the logon box. Enter your 5-digit employee ID for your password. Press OK.
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4.
The MD-80 Day 2 course will be available for your selection if you are
due.
5.
When finished, press the “Quit” button, then select the “Sign Off” button (Your progress will only be recorded if you press the “Quit” button then the “Sign Off” button).
There is an inline volume control located on the headset. Report any computer problems to the Chief Pilot’s office, and/or contact the PC Help Desk (there should be Help Desk phone numbers posted in the CBT labs).
You must complete both segments of Day II in the 90-day window before you will receive credit. Should you not complete Day II in your early or due month, you will be scheduled by training scheduling to complete both segments of Day II in your grace month.
Day II completion can be verified in CCS by selecting Pilot Qualification from the Main Menu. The Pilot Qualification Summary Screen will display Pilot Qualifications data based on earliest expiration date. Should you not complete both segments of Day II in the 90-day window you will be placed in a lost qualification status.
The following MD-80 Training Bulletins are current and should be retained. Any specific MD-80 Bulletin not listed below should be discarded.
MD-80-99-08, 99-10, 00-01, 00-03, 00-06, 00-07, 01-01, 01-02 and 01-03.
Captain H.J. Fruchtnicht MD-80 Fleet Manager
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Continental Airlines TRAINING BULLETIN Issued by FLIGHT STANDARDS
MD-80-01-04 June 13, 2001 NON-PRECISION APPROACH WITH NO DEPICTED FAF
Some non-precision approaches do not have a final approach fix depicted. See the Fort Lauderdale VOR 27R, or Nassau, Bahamas VOR Rwy 09 for example. These approaches have an on-airport VOR with no DME, and require a procedure turn.
The Final Approach Point (FAP) is the point where the aircraft is established inbound on the final approach course from the procedure turn. The FAP serves as the FAF and identifies where the final approach descent may be commenced.
These approaches require a standardized technique to make use of our constant rate descent procedures. The following guidelines should be used when flying a non-precision approach with no depicted FAF.
.
Cross the VOR outbound for the procedure turn with gear down, flaps 28., and speed at 140 KIAS. Descend as required to the procedure turn minimum altitude. Time for 2 minutes outbound.
.
After two minutes are up, perform the procedure turn with a 45 second leg outbound. The aircraft should remain within 10 NM from the VOR.
.
Intercept the final approach course inbound. As soon as the aircraft is established inbound on the final approach course, select flaps 40., slow to target airspeed, and set vertical speed to 700 FPM down. (On approaches with a procedure turn minimum altitude HAT of 2000 feet AGL or higher, use 1000 FPM down.)
.
The aircraft should arrive at DDA at a point short of a normal glidepath to the runway.
.
Descent below DDA requires visual conditions. If visual conditions do not exist at DDA (no visual contact with the surface), accomplish missed approach.
.
If visual conditions exist at DDA (visual contact with the surface), continue the approach for landing. If below a normal glidepath to the runway, level off by setting vertical speed to zero or using ALT HLD. The aircraft may be flown level (no more than 50 feet below DDA) until intercepting a normal glidepath to the runway.
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. Execute a missed approach at the MAP if adequate visual reference is not attained, or the aircraft is not in a position to make a safe landing.
The following MD-80 Training Bulletins are current and should be retained. Any specific MD-80 Bulletin not listed below should be discarded.
MD-80-99-08, 99-10, 00-01, 00-06, 00-07, 01-01, 01-02, 01-03 and 01-04.
Captain H.J. Fruchtnicht MD-80 Fleet Manager
Page 2 of 2
Continental Airlines TRAINING BULLETIN Issued by FLIGHT STANDARDS
MD-80-01-05 June 15, 2001
JEPP BRICK
A Jeppesen Alternate Airport Chart Manual (brick) will be placed in the flight deck gear pin stowage compartment of all MD-80’s. The brick will contain approach plates for seldom-used alternate airports.
The airports contained in the brick will be listed on the brick cover, and on a page in the pilot’s Jeppesen manual. Spare bricks will be available in EWR, CLE, and IAH. Use the following procedures with the brick:
1. If your flight is diverted to an alternate airport:
.
Check your pilot Jeppesen Manual for the appropriate charts.
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