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Starting a turn prior to reaching the missed approach point.
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Misunderstanding of the missed approach procedures.
For takeoffs or Missed Approaches when the altitude change is less than 3,000 feet, the 1000’ AGL callout should be “SPEED TOP BUG (or SPEED 170).” This will preclude canceling an ALT CAP.
Engine Out Procedures
Review the text in Section 2. Refresh yourself on the flight guidance callouts necessary to climb to obstacle clearance altitude, accelerate, and cleanup. Be aware of any unique obstacle/climb gradient requirements, and departure considerations on the 10-7 Jepp Page. If you are making a takeoff at reduced power (T.O. FLEX), call for “CHECK MAX POWER” when the gear is up to increase available thrust. The key to the maneuver is to set 13 degrees of nose-up pitch and maintain your airspeed (V2) by reference to the airspeed indicator rather than the command bars. Attempt to avoid the following:
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Over-rotation and/or abrupt rotation.
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Chasing the command bars resulting in pumping the elevators and bleeding off airspeed.
.
Over-controlling the ailerons resulting in spoiler deflection that aggravates roll control and kills airspeed.
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Exceeding the five (5) minute maximum power setting.
.
Misprogramming the Thrust Rating Indicator resulting in NO MODE indications and reduced power.
The autothrottles will be off during single engine training. Do not rely on their normal, automatic use. Be careful to manually set the power on the good engine to the thrust rating displayed on the TRI. Checklist execution is a critical item on V1 cuts. The following checklists should be conducted in the order shown below:
.
Engine Failure/Fire Checklist.
.
After Takeoff Check.
.
One Engine Inoperative Approach and Landing Checklist.
Flight Guidance
It is very easy, and certainly common on the line, to operate the aircraft in PMS modes. Please prepare yourself to demonstrate your proficiency on Flight Guidance in the departure, arrival, precision approach, non-precision approach, and engine out modes. One non-precision approach will be hand flown using the flight guidance system. The engine out precision approach (and missed approach) will be hand flown using the flight guidance system. Good Flight Guidance proficiency can prevent:
.
Failure to cross reference the FMA display after each DFGS panel change.
.
Re-programming the DFGS while in the ALT CAP mode.
.
Not being able to communicate to the pilot not flying your flight guidance requests/changes.
It is Continental policy on MD-80 aircraft that, when the autopilot is disengaged, the pilot flying will call for all changes to the flight guidance control panel and all configuration changes. Please study the Jeppesen charts with that in mind.
Crew Coordination
We put a great deal of emphasis on how well both crew members work together in normal, abnormal, and emergency situations. A takeoff briefing, conducted by the Captain, prior to each takeoff is essential. A thorough approach briefing conducted by the pilot flying is imperative. Allow the monitoring pilot to fly while you review approach plates, recheck abnormal procedures, or set altimeter and airspeed bugs. If you are the pilot flying, fly the aircraft and command/delegate the work. Don’t enter holding incorrectly or misinterpret an approach chart; ask the other pilot. Use all the equipment, material, and crew members available to you when managing the cockpit. This very important part of your line flying and PC/RT can help eliminate:
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Abbreviated approach briefings resulting in confusion and mismanagement of vertical navigation and configuration changes.
.
Excessive airspeed and incorrect holding entries.
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Both pilots troubleshooting the abnormal/emergency procedures and no one flying the aircraft.
.
Use of non-standard altitude callouts and procedures. This results in misunderstandings and confusion of the non-flying pilot.
Performance Goals
Crew members are expected to use good judgement in the selection of configurations and speeds and in the execution of procedures. This includes the use of other crew members to perform functions that would divert attention from maintaining proper aircraft control.
The aircraft should be flown with precision at all times. Desired tolerances (other than on approach) are:
1.
Altitude -+ 100 feet
2.
Airspeed -+ 5 knots
3.
Heading -+ 5°
During simulated emergencies, first consideration should be given to maintaining aircraft control. Be deliberate, fly the aircraft, and then take care of the emergency. Although emergency procedures should be accomplished within a reasonable period of time, no time limit is placed on any particular item.
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