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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

Dear Colleagues!
Welcome to this season's Additional Training scenario.

The training includes following topics:

 Engines
 Electrical System
 Anti- and De-icing System, glare shield heating
 Radios, navigation equipment, Instruments, Flight Management System
 ILS Manually, without flight director
 UPRT elements
 RNP AR approaches
 OTS approaches
To get the most out of the training please study these topics in the relevant company manuals and
the UPRT Pilot Study Guide.
Simulator session
What follows is a review of the different parts of the simulator session, including a few hints
regarding what to consider during the various parts. Your instructor will of course be happy to help
you sorting out the finer details. Get well prepared for the best exchange of the training!
Departure airport ESSA/ARN STOCKHOLM/ARLANDA
SA ddhhmm 30010KT 9999 OVC027 M2/M6 Q1010= ; RWY DRY
Manoeuvre part
Objective
 Train and build confidents in visual approaches with help from the instructor.
 Non-normal scenarios with QRH work with help from the instructor.
 Go-around scenarios with help from the instructor.
o Below 1000 ft AFE stabilized – fully configured.
o Above go-around altitude – not fully configured.
o With OEI.
 Aircraft handling during engine failure and OEI with help from the instructor.
 Raw data ILS approach down to minimum with help from the instructor.
Exercise
 The scenario starts with engine running at RWY01L ESSA
 LP/PF
ESSA RWY01L take off with take-off flap 5. Left hand visual traffic pattern for visual
approach RWY01L. On downwind some malfunctions. Continue the visual approach.
Prepare for different go-around scenarios, engine malfunction and raw data ILS
approach.
 RP/PF
ESSA RWY01L take off with take-off flap 5. Right hand visual traffic pattern for RWY01R.
On downwind some malfunctions. Continue the visual approach.
Prepare for different go-around scenarios, engine malfunction and raw data ILS
approach.
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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

UPRT part
Objective
 Build experience and knowledge regarding Upset Prevention and Recovery Techniques
according to ORO.FC.220 & 230 with help from the Instructor.
Exercise
The UPRT training during the ADT 2 contains the following…
 Prevention Exercises
o Vs depends on G-load and Vs is independent from bank angle
o Vs / Stall is independent from attitude
o Buffet margin and stall prevention
Note: The prevention exercises may be performed in either seat.
 Recovery Exercises
o Stall recovery in take-off configuration.
o Landing configuration during approach
Note: Upset recovery training requires in the seat the pilot is to be qualified in.
 Manoeuvre Exercises
o Steep turns
o Overspeed scenario
o Mistrimmed stabilizer
Note: The manoeuvre exercises may be performed in either seat.

RNP AR part
Exercise
 ESSA RNP Z RWY01R (AR)
RP/PF Take off – approach – go-around – change controls
 Electrical malfunction
 LP/PF – approach – landing

OTS part
Exercise
 LP/PF
OTS Cat II approach ESPA RWY 32
The instructor will provide aircraft weight and performance figures.
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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

Theory
Engines
Take-Off 2-engines
Initiating Take-off Roll, Rotation and Lift Off – All engines (FCTM 3)
Light forward pressure is held on the control column. Keep the airplane on centerline with rudder
pedal steering and rudder. The rudder becomes effective between 40 and 60 knots. Maximum nose
wheel steering effectiveness is available when above taxi speeds by using rudder pedal steering.
Above 80 knots, relax the forward control column pressure to the neutral position. For optimum
takeoff and initial climb performance, initiate a smooth continuous rotation at VR toward 15° of pitch
attitude. The use of stabilizer trim during rotation is not recommended.
Normal rates during rotation vary from 2° to 3° per second. With the B737-800/-8, aim for 2° per
second. Even if it is a simulator, do not accept over rotation! The behaviour should be correct
even during training. An over rotation may end up in a tail strike.
Note: The flight director pitch command is not used for rotation.
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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

Engine Failure
General
Differences between normal and engine out profiles are few. One engine out controllability is
excellent during take-off roll and after lift-off. Minimum control speed in the air is below VR and VREF.
Under instrument conditions, the instrument scan is centered around the attitude indicator. Roll is
usually the first indication of an asymmetric condition. Roll control (ailerons) should be used to hold
the wings level or maintain the desired bank angle. Stop the yaw by smoothly applying rudder at the
same rate that thrust changes. When the rudder input is correct, very little control wheel
displacement is necessary. Refine the rudder input as required and trim the rudder so the control
wheel remains approximately level. When the rudder is trimmed to level the control wheel, the
airplane maintains heading. A small amount of bank toward the operating engine may be noticeable
on the bank indicator. The slip/skid indicator is displaced slightly toward the operating engine.
If the airplane is trimmed with too much control wheel displacement, full lateral control is not
available and spoilers on one wing may be raised, increasing drag. Make turns at a constant
airspeed and hold the rudder displacement constant. Do not attempt to coordinate rudder and lateral
control in turns. Rudder pedal inputs produce roll due to yaw and induce the pilot to counter rudder
oscillations with opposite control wheel.
Rudder input
The following figure shows correct and incorrect use of the rudder.
If an engine failure occurs with the autopilot engaged, manually position the rudder to approximately
centre the control wheel and add thrust. Trim the rudder to relieve rudder pedal pressure.
Remember that the most correct way is to have the heels on the floor. This will optimize the
possibility to get the correct amount of rudder feeling and avoids accidently to push the brakes. The
following figure shows correct and incorrect use of the rudder input.

Engines thoughts…
1. What is the initial pitch angle after a normal take-off or engine failure take-off respectively?

……………………………………………………………………………………………………………..

2. What is the position of the control wheel when the aircraft is correct trimmed during OEI?

……………………………………………………………………………………………………………..
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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

Anti- and De-icing System, glare shield heating

Thermal anti-icing (TAI), electrical anti-icing, and windshield wipers are the systems provided for ice
and rain protection.
The anti-ice and rain systems include:
 Flight Deck Window Heat
 Windshield Wipers
 Probe and Sensor Heat
 Engine Anti-Ice System
 Wing Anti-Ice System
Anti- and De-icing System, glare shield heating thoughts…

3. What is the main purpose of a temperature controlled window?

……………………………………………………………………………………………………………..

4. What is the benefit with the AUTO-function on the Probe Heat Switches?

……………………………………………………………………………………………………………..

Radios, navigation equipment, Instruments, Flight Management System

The communication system includes:
 radio communication system
 interphone communication system
 cockpit voice recorder system
 communication crew alerting system
Navigation systems include the flight management system (FMS); global positioning system (GPS);
air data inertial reference system (ADIRS); radio navigation systems (ADF, DME, ILS, marker
beacons, and VOR); transponder; and weather radar.

Global Positioning System (GPS)

Two GPS receivers receive GPS satellite positioning signals. The left and right GPS receivers are
independent and each provides an accurate airplane geographical position to the FMC and other
aircraft systems. GPS operation is automatic.
GPS Displays
POS REF page 2/3 shows the left and right GPS latitude and longitude position. POS SHIFT page
3/3 shows the left and right GPS position relative to the FMC position. NAV STATUS page 1/2
shows the GPS currently in use by the FMC for position calculation.
When the POS (position) switch on the EFIS control panel is selected, the navigation display shows
the left and right GPS symbols. The GPS symbols are identical and show as a single symbol when
the GPS receivers calculate the same position.
An amber GPS light illuminates to indicate a failure of both GPS sensor units.
Failure of a single GPS sensor causes the light to illuminate when either system
annunciator panel is pushed.
GPS Data
FMC logic selects the position from one of the GPS sensor units as the primary update to the FMC
position. When GPS position data is available, radio updating can also occur. If all GPS data
becomes unavailable, the FMC position will be determined by radio or inertial (IRS) updating.
GPS navigational information can be manually deselected on the NAV OPTIONS page 2/2. No other
controls are provided because the operation of the GPS is completely automatic.
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Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

Radios, navigation equipment, Instruments, Flight Management System thoughts…

5. What does the following abbreviations stands for? GPS ; IRS ; A/T ; AFDS ; FMCS ; FMS ; CDU

……………………………………………………………………………………………………………..

6. If the GPS illuminates what kind of malfunction has occurred?

……………………………………………………………………………………………………………..

UPRT Aircraft handling

Objective: Build experience and knowledge regarding Upset Prevention and Recovery
Techniques according to ORO.FC.220 & 230 with help from the Instructor.

The Upset Prevention and Recovery Training is incorporated in the ADT-training. The training
should, in the same way as the aircraft systems, be revisited during a 3-years cycle. The training will
enhance a pilot’s ability to handle events outside the normal operating envelope such as upsets and
stalls. A focus on manual handling and raw data flying is also included in the training. Each operator
has to develop their own program and seek acceptance for the program with the respective CAA.
NAA, NAI, NAN, NAS and NSE are implementing the same program for all Norwegian pilots.
Some of the topics are covered by reading relevant company manuals and the UPRT Pilot Study
Guide others are incorporated into the training topics.
Mistrimmed stabilizer
Objective: Understand the threats of a mistrimmed stabilizer following a runaway, pilot input or
technical malfunction.
Understand the high aerodynamically load of the stabilizer, which can make it
impossible to trim the stabilizer without unloading the wing.
If manual stabilizer trim is necessary, ensure both stabilizer trim cutout switches are in CUTOUT
prior to extending the manual trim wheel handles.
Excessive airloads on the stabilizer may require effort by both pilots to correct the mis-trim. In
extreme cases it may be necessary to aerodynamically relieve the airloads to allow manual
trimming. Accelerate or decelerate towards the in-trim speed while attempting to trim manually.
Anticipate the trim changes required for the approach. Configure the airplane early in the approach.
When reaching the landing configuration, maintain as constant a trim setting as possible. If a go-
around is required, anticipate the trim changes as airspeed increases. (FCTM 8.19)
Overspeed
When correcting an overspeed during cruise at high altitude, avoid reducing thrust to idle which
results in slow engine acceleration back to cruise thrust and may result in over-controlling the
airspeed or a loss of altitude. If autothrottle corrections are not satisfactory, deploy partial
speedbrakes slowly until a noticeable reduction in airspeed is achieved. When the airspeed is below
VMO/MMO, retract the speedbrakes at the same rate as they were deployed. The thrust levers can
be expected to advance slowly to achieve cruise airspeed; if not, they should be pushed up more
rapidly. (FCTM 8.32 – 8.33)

UPRT thoughts…
7. What are the correct call outs when an upset occur?

……………………………………………………………………………………………………………..

8. What is the cause of a stall?

……………………………………………………………………………………………………………..
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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

RNAV (RNP) approach (ESSA RWY01R)

Objective: To understand and practice the knowledges and skills regarding RNP-AR approaches
with help from the Instructor.

Adequate Departure airport ESSA/ARN STOCKHOLM/ARLANDA

SA ddhhmmZ 27024G34KT 3000 BR OVC004 M2/M3 Q1010= ; RWY DRY
Max crosswind take-off RWY01L followed by a SID TOVRI4C with a subsequent radar vector for the
RNP-AR approach to runway 01R.
This is an RNAV approach where the minimum box says “RNP” and VNAV PTH must therefore be
engaged as the vertical AFDS mode. Additionally, it is an RNP-AR approach that by definition may
include 'Radius to Fix' segments (turns), in this case from SA571. Study OM-B for temperature
correction procedure before the session.
NOTE: Each crew needs to perform a minimum of two approaches in total. Preferable RP/PF will do
the first take-off and approach followed by a go-around then change controls. LP/PF will execute the
second approach followed by landing. Even if there is a sit-in you need to perform two approaches!
AMC1 SPA.PBN.105(b)(g)(1)
RNAV (RNP) approach thoughts…
9. What are the pre-requirements to perform an RNP-AR approach?

……………………………………………………………………………………………………………..

10. How much are you allowed to deviate from the track after FAP?

……………………………………………………………………………………………………………..

Electrical System
Primary electrical power is provided by two engine integrated drive generators (IDGs) which supply
three-phase, 115 volt, 400 cycle alternating current. Each IDG supplies its own bus system in
normal operation and can also supply essential and non-essential loads of the opposite side bus
system when one IDG is inoperative. Transformer rectifier (TR) units and the main battery/battery
charger supply DC power. The main and auxiliary batteries also provide backup power for the AC
and DC standby system. The APU operates a generator and can supply power to both AC transfer
busses on the ground or in flight.
There are two basic principles of operation for the 737 electrical system:
 There is no paralleling of the AC sources of power.
 The source of power being connected to a transfer bus automatically disconnects an existing
source.
The electrical power system may be categorized into three main divisions: the AC power system, the
DC power system, and the standby power system.
Electrical thoughts…

11. What are the different criteria’s for the DRIVE to illuminate? (State at least 3)

……………………………………………………………………………………………………………..

12. When does the BAT DISCHARGE illuminates?

……………………………………………………………………………………………………………..
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NAA ADT 2 Introduction Rev: 1

Boeing 737-800 Valid 01.09.2019 - 31.08.2020 Date: 12.08.2019

OTS Cat II approach – ESPA

Objective: To highlight the differences between a CAT II approach vs OTS CAT II in particular
the visual references with help from the Instructor.

OTS Cat II operations thoughts…

13. What are the minimums for an OTS approach, RA and RVR?

……………………………………………………………………………………………………………..

14. Is it mandatory to use dual channel A/P and/or A/T?

……………………………………………………………………………………………………………..

Regards to you all and we wish you well in the simulator.

NAA Training Department