737-200 Simulator - A Report

By Malcolm Kenworthy

Being shown the controls, and the electric trim switch.

On 16th September 2001 I arrived at the Yorkshire Flight Centre in Knaresbrough ready for my flight in the Boeing 737-200 simulator. I had wanted to use this for quite some time, and my father finally got me one for my 18th birthday (16th September). Anyway, we arrived about 3/4 of an hour early for the session, and just sat in the waiting room drinking a cup of coffee, whilst reading a report that somebody had written for a pilot's magazine. As I read through the report, I felt sorry for the guy. The instructor, an ex-pilot and instructor, had thrown engine failure and bad weather at him on his first attempt! I just hoped that this wouldn't happen to me.

At about 13:35 BST, the three of us were called into the briefing room so that we could be shown the panel, and get to grips with what we were going to be doing. We were given the essential 'V' speeds for this flight, and other figures that we would find useful, such as the weight that would be simulated, the cruising altitude and speed, and other useful numbers. We were then given a run down of how to fly an ILS approach in the 737-200, and told that we would get to try two ILS's each. After our briefing, that lasted the best part of an hour, we were finally taken into the simulator, and given a brief tour of the actual flight deck. The instructor pointed out things such as the electric trim wheels (operated by a button on the yoke) and the fuel cut off levers with their guards to prevent them from being knocked during the flight.

Just starting a descent into Manchester International Airport.

We finally lined up on Runway 06 at Manchester International (EGCC) and, as second to fly (the order was in order of experience) I just sat in the jump seat and watched this first attempt. I have to say that watching gave me a great idea of what to expect from both the machine and the instructor, as he was a bit sneaky! He gave the first guy a 1000 foot cloud base, which actually turned out to be 350 feet in reality, and a 10 knot crosswind (also sneaky, as he didn't tell anybody). Luckily, he managed to land it right on the numbers, and went around for a second attempt. Again, he landed right on the numbers. Now it was my turn!

As I sat down, the instructor put us back on the runway at Manchester. He explained the take off procedure to me. We would be climbing up to 3000 feet, and accelerating to 250 knots IAS. At 2000 feet, he said he would say '2000 for 3000', thus giving me warning about our height while I concentrated on heading and airspeed. Finally, after trimming for takeoff using the electric trim wheels, we were ready to go flying. I reached over with my right hand and took hold of the throttles. I kept my left hand on the yoke, and advanced the throttles slowly to just less than full power. As we got to VR I pulled back on the yoke, still keeping my right hand on the throttles, and rotated us up to about 15 degrees nose up. The instructor put the gear up, and I got both hands back on the yoke. After what seemed like no time at all, the instructor called out '2000 for 3000', and I started concentrating on the altimeter, airspeed and heading. I did a continuous scan, altimeter, airspeed, heading, and kept repeating until we were at about 2500 feet, where I started reducing the rate of climb. I levelled us off at exactly 3000 feet, and reduced power to keep about 247 knots IAS. I was amazed how much easier this was to control than the PA-38 Tomahawk that I am training on at the moment. Altitude, airspeed and heading are a lot easier to keep in the 'big iron' than in a small GA aircraft.

The instrument panel on approach. Note the blue flap/speed chart on the far right of the picture.

After doing a couple of turns, the instructor then programmed an ILS approach into Manchester. He quickly went over the procedure with me, and then I hand flew the approach. The perfect descent rate for this approach, I was told, was about 500-700 feet per minute. I managed to keep this while I trimmed, but I under trimmed, and we went a little high on the glide slope. While I was correcting this, using a little more trim, I started to drift off the localiser, but managed to correct in time. While I was doing all of this, the instructor had put the landing gear down, and put the flaps at 40 degrees.

At 500 feet, I went visual, as opposed to using the instruments, as I had done for the rest of the approach. I put my right hand on the throttles, and kept my left hand on the yoke. Over the threshold, I pulled the throttles back to idle (why doesn't Boeing use the 'Retard' call?) and flew the plane down to the runway. There was no need for an exaggerated flare, as the attitude was perfect. The nose wheel touched down, and I pulled up on the thrust reverse levers (why is it only Dreamfleet that model this? Why do Microsoft have the whole throttle coming back?) and gently pressed on the toe brakes (the autospoiler had been set before landing).

We stopped on the runway, and the instructor gave me his opinion on the approach and landing (Good, but not quite on the centerline). I was thankful that I had managed to land it. My dad told me that when he had the chance to use an A320 simulator at United Airlines Training Centre in Denver, he crashed (he blamed the sidestick and the lack of control over the throttles, as the instructor was controlling them from his station). The instructor set up another approach from 10 miles out, and set the plane up.

This shows how bad my approach was. The glideslope wasn't too bad, but the localiser was awful!

This time, I was told that the computer would monitor me, and that I would have a 15 knot crosswind. I wasn't too happy about this, but I gave it a go. When the flight started, I found that I only had visibility if about 1 mile (thanks!) and I would have to rely totally on the instruments. I have never done a low visibility approach before, not even in FS, and I wasn't looking forward to it, but, on the other hand, if I messed it up, it wouldn't matter.

Anyway, I took control, and started flying the approach, looking only at the instruments, as I couldn't see anything out of the windows. The crosswind blew me off course, and I had to correct, but I over compensated, and started chasing the localiser. I also noticed that I was above the glideslope, but this was easily corrected, about 3 miles from the runway. At 500 feet I still couldn't see the runway, but, at 300 feet, I was amazed to find that I was lined up perfectly. I went visual, moved my right hand over to the throttles, and 'retarded' them, just over the threshold. This was a perfect landing!

When the nose wheel had settled, I pulled up on the reverse levers, and waited until we were at 60 knots. I went back to forward thrust, and the instructor showed me the nose wheel steering lever next to my seat. I had a play with it for a minute, and then, reluctantly, handed over my seat to the third person in line.

The certificate that you get for completing a flight.

About 1/2 hour later, we were given our certificates, and a printout of how we had done on the second ILS. I was pleased to see that I was solid on the glideslope, but with a slightly quicker descent towards the end, but I was horrified when I saw my localiser deviation. I was all over the place (I blame the crosswind, and the fact that in real life, I have only done visual approaches!). I was told, however, that I did quite well, stepping up from a PA-38 to a 737-200.

After this brilliant birthday present, I went and had a nice meal at a local restaurant, in my opinion one of the best in the world (the Dudley Arms for those of you that live in the same area as me--try the flowering onion), and went to bed, having decided that I am going on the simulator again next year, and I want to be a commercial pilot!

For more information, visit:
http://www.yorkshireflightcentre.co.uk/

Malcolm Kenworthy
malcolm_kenworthy@hotmail.com