PART 0

BRIEFING PACK
BOEING 737 SIMULATOR

LOT Crew sp. z o.o.

TO BE USED ONLY FOR BOEING 737 SIMULATOR ASSESSMENTS

LOT Crew Sp. z o. o. ul. Komitetu Obrony Robotników 43, 02-146 Warszawa

EDITION 1 REVISION 0 PAGE 1

TABLE OF CONTENTS

TABLE OF CONTENTS ......................................................................................................................................................................2

INTRODUCTION ..............................................................................................................................................................................4
1.1. SIMULATOR PROFILE .........................................................................................................................................................4
1.2. SIMULATOR BRIEFING .......................................................................................................................................................4
1.3. STANDARD OPERATING PROCEDURES (SOP) ....................................................................................................................4
1.4. DEBRIEFING .......................................................................................................................................................................4
SCENARIO 1 – EXAMPLE OF ASSESSMENT SCENARIO FOR LOW-TIME HOUR PILOT CANDIDATES ................................................5
1.1. GENERAL INFORMATION...................................................................................................................................................5
1.2. SCENARIO DESCRIPTION ...................................................................................................................................................5
1.3. BRIEFINGS..........................................................................................................................................................................6
1.4. STANDARD CALLOUTS .......................................................................................................................................................8
1.5. AFDS MANAGEMENT ......................................................................................................................................................11
1.6. STABILIZATION CRITERIA .................................................................................................................................................11
1.7. TAKE-OFF PROFILE ...........................................................................................................................................................12
1.8. APPROACH PROFILE ........................................................................................................................................................13
1.9. RAW DATA GUIDANCE ....................................................................................................................................................14
SCENARIO 2 - ASSESSMENT SCENARIO FOR BOEING 737 TYPE RATED (FIRST OFFICERS/CAPTAINS) ..........................................15
2.1. GENERAL INFORMATION.................................................................................................................................................15
2.2. VISUAL TRAFFIC PATTERN ...............................................................................................................................................15
2.3. TAKE-OFF RUNWAY 33 ....................................................................................................................................................15
2.4. AFDS MANAGEMENT ......................................................................................................................................................16
2.5. STABILIZATION CRITERIA .................................................................................................................................................16
FLIGHT INSTRUMENTS AND CONTROLS FAMILIARIZATION .........................................................................................................17
1.1. PANEL LAYOUT ................................................................................................................................................................17
1.2. GLARESHIELD PANEL .......................................................................................................................................................18
1.3. CONTROL STAND .............................................................................................................................................................19
1.4. MODE CONTOL PANEL (MCP) .........................................................................................................................................19
1.5. OUTBOARD DISPLAY UNITS .............................................................................................................................................22
1.6. AIRSPEED INDICATIONS – TAKEOFF AND APPROACH .....................................................................................................23
1.7. INSTUMENT LANDING SYSTEM INDICATIONS .................................................................................................................26
1.8. EFIS CONTROL PANEL CONTROLS....................................................................................................................................29
1.9. INNER DISPLAY UNIT .......................................................................................................................................................34
1.10. CHARTS ............................................................................................................................................................................35

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Dear Candidate,

We would like to congratulate you for being selected for an assessment with LOT Crew.

This document will explain all the details concerning simulator part of the selection process. Read
it carefully before the screening date. Should any questions arise, do not hesitate to ask your assessor
before the session begins.

The assessment will take place at LOT Flight Academy headquarters in Warsaw, Jutrzenki St.
99/101. Have in mind that there is limited parking space available around the office. When in the building,
wait at the reception desk for the recruitment team member who will meet you at settled hour.

We look forward to meeting you and we wish you a good luck!

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INTRODUCTION

1.1. SIMULATOR PROFILE

The simulator assessment is the part of the selection process. The assessor will be checking if the applicant can
demonstrate the expected level of competence with regard to flying the aircraft and the ability to use CRM
principles in areas of situational awareness, leadership, team building, decision making and effective
communication.

1.2. SIMULATOR BRIEFING

 The simulator type used for the assessment will be Boeing 737 MAX.
 The candidate will be given a briefing incorporating equipment available in the simulator being used. It will
also brief Thrust Lever Settings and Pitch & Thrust settings as appropriate.
 Autopilot (A/P) or Autothrust (A/T) will not be available during the session.
 Vref will be provided by the assessor and inserted into FMC.
 There might be some differences from defined scenarios which lie on assessor decision with the session
progress.

1.3. STANDARD OPERATING PROCEDURES (SOP)

The operating procedures that crews will be expected to use are those detailed below. The procedures are
deliberately designed to be general and applicants will be expected to familiarize themselves with them prior to
the assessment exercise. Adoption of these procedures will be evaluated.

Take-off briefing
Applicants are expected to perform a standard takeoff briefing.

Checklists
The applicant will be expected to call for normal checklist. Checklists should be accomplished from panel on steering
wheel with challenge – response way.

1.4. DEBRIEFING

There will be no debriefing after session. The assessors will not provide any information regarding your
performance during the check ride.
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SCENARIO 1 – EXAMPLE OF ASSESSMENT SCENARIO FOR LOW-TIME HOUR PILOT CANDIDATES

1.1. GENERAL INFORMATION

Aerodrome EPWA

Runways in use 33

Zero Fuel Weight: 56 T, Performance figures: DTO-2 / Assumed temperature 36, Flaps:
Aircraft configuration
5, V-speeds: according to QRH

AFDS No autothrottle, No Flight Director, LNAV/VNAV not armed

METAR EPWA 29010KT 0700FG OVC003 22/20 Q1017 (example)

LOT234 after departure RWY 33 intercept radial (300) from OKC VOR follow this radial
up to 10 DME next turn L (or R) HDG 150 Climb 6000ft QNH 1017 SQ4550 (example)

ATC clearance or

LOT234 after departure RWY 33 maintain RWY HDG climb 6000ft, at 2500ft turn right
HDG 090 QNH 1017 SQ4550 (example)

1.2. SCENARIO DESCRIPTION

 Perform departure according to ATC clearance, after accelerating and retracting flaps interpret desired
radial and follow it as cleared using conventional navigation. Thrust reduction recommended at 1,500 feet
AGL, acceleration 3000 feet AGL.
 Prior to OKC VOR, ATC directs aircraft to fly to OKC VOR to perform holding.
 Hold over OKC, prepare for ILS Z 33.
 Raw data ILS Z 33 down to CAT I minimums.
 The exercise is completed after touchdown.

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1.3. BRIEFINGS

DEPARTURE BRIEFING

Listed below are the required elements for the flight crew to discuss during the departure briefing. This is a
minimum list of items to be covered, any extra information may be added if deemed necessary.

CHARTS

 Taxi ;

 Departure Runway ;

C  Engine failure procedure and engine out acceleration altitude,

 gross-weight considerations, intended plan of action ;

 SID name, chart index, effectivity date;

 Initial cleared altitude;

TERRAIN

T  Significant terrain ;

 Highest MSA;

WEATHER
W
 Relevant weather considerations;

OPERATIONAL

 Use of automation;
O
 NADP procedures – acceleration altitude;

 Any other procedures applicable to takeoff;

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ARRIVAL BRIEFING

Listed below are the required elements for the flight crew to discuss during the arrival briefing. This is a minimum
list of items to be covered, any extra information may be added if deemed as necessary. If the PF performs the
briefing during hand flying, control of the aircraft should be passed to PM.

CHARTS

 STAR name, chart index, effectivity date;

 Transition level;
C
 Approach type, chart index, effectivity date;

 Briefing strip;

 Missed approach procedure (including initial actions);

TERRAIN

T  Significant terrain ;

 Highest MSA;

WEATHER
W
 Relevant destination & alternate weather conditions

OPERATIONAL

 Use of automation;

O  Auto-brake and reverse use;

 Fuel at destination;

 Procedures;

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1.4. STANDARD CALLOUTS

CONDITION PILOT FLYING PILOT MONITORING

PRIOR TO TAKEOFF “READY?” “READY”

DECISION TO TAKEOFF “TAKE OFF”

After setting takeoff thrust
SETTING TAKEOFF THRUST
“SET TAKEOFF THRUST”
VERIFY THAT THE CORRECT TAKEOFF THRUST When trust verified/adjusted
IS SET “THRUST SET”
“80 KNOTS’
AT 80 KNOTS
“CHECKED”
AT V1 SPEED “V ONE”

AT VR SPEED “ROTATE”
When altitude rise on
POSITIVE RATE OF CLIMB ON THE ALTIMETER altimeter
“POSITIVE RATE”
VERIFY POSITIVE RATE OF CLIMB ON THE
“GEAR UP”
ALTIMETER
AT ACCELERATION ALTITUDE “ACCELERATION ALTITUDE”

REQUESTING CHANGE IN SPEED “SET FLAPS UP SPEED”

AFTER SETTING THE COMMAND SPEED ON THE
“FLAPS UP SPEED SET”
MCP TO THE “UP” BUG ON THE PFD
When flaps retraction req.
“FLAPS 1” Veryfing speed, setting lever
FLAP RETRACTION to flaps 1
“SPEED CHECKED, FLAPS 1
SET”
When flaps retraction req.
“FLAPS UP” Veryfing speed, setting lever
to flaps up
“SPEED CHECKED, FLAPS UP
SET”
At transition altitude
“TRANSITION”
“ALTIMETERS STANDARD”
SETTING ALTIMETERS TO STANDARD
“STANDARD SET, PASSING
LEVEL___ NOW”
“CHECKED”
At transition level
“TRANSITION”
“ALTIMETERS QNH___”
SETTING ALTIMETERS TO QNH
“QNH___SET, PASSING
ALTITUDE___, NOW”
“CHECKED”
When flap extension req.
FLAP EXTENSION. Checking speed for required
“FLAPS 1”
flaps setting

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 CONDITION PILOT FLYING PILOT MONITORING

“SPEED CHECKED, FLAPS 1

SET”
When flap extension req.
“FLAPS 5” Checking speed for required
FLAP EXTENSION. flaps setting
“SPEED CHECKED, FLAPS 5
SET”
FIRST POSITIVE INWARD MOVEMENT OF “LOCALIZER ALIVE”
LOCALIZER POINTER. ‘’CHECKED”
FIRST POSITIVE INWARD MOVEMENT OF “GLIDESLOPE ALIVE”
GLIDESLOPE POINTER. “CHECKED”
When flap extension req.
“GEAR DOWN, FLAPS 15” Checking speed for required
GEAR AND FLAP EXTENSION. flaps setting
“SPEED CHECKED, GEAR
DOWN, FLAPS 15 SET”
“SET RUNWAY HEADING”
WHEN ESTABLISHED ON LOCALIZER.
“RUNWAY HEADING SET”
“SET MISSED APPROACH
WHEN ESTABLISHED ON GLIDESLOPE. ALTITUDE”. “MISSED APPROACH
ALTITUDE SET”
When flap extension req.
“FLAPS 30” Checking speed for required
LANDING FLAP EXTENSION. flaps setting
“SPEED CHECKED, FLAPS 30
SET”
“ONE THOUSAND,
STABILIZED”
“CHECKED”
OR
1,000 FEET ABOVE AERODROME LEVEL.
“ONE THOUSAND, NOT
STABILIZED”
“GO-AROUND”
“FIVE HUNDRED,
STABILIZED”
“CHECKED”
OR
500 FEET ABOVE AERODROME LEVEL.
“FIVE HUNDRED, NOT
STABILIZED”
“GO-AROUND”
“APPROACHING
AT 100 FEET ABOVE DA(H). MINIMUMS”
“CHECKED”
AT DA(H) WITH SUITABLE REFERENCES “MINIMUMS”
ESTABLISHED. “CONTINUE”
AT DA(H) WITH SUITABLE VISUAL REFERENCES “MINIMUMS”
NOT ESTABLISHED. “GO-AROUND”.

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GO AROUND CALLOUTS

CONDITION PILOT FLYING PILOT MONITORING

“GO AROUND, SET THRUST,

DECISION TO EXECUTE MISSED APPROACH FLAPS 15”
“THRUST SET”
When altitude rise on
altimeter
POSITIVE RATE OF CLIMB ON THE ALTIMETER
“POSITIVE RATE”
“GEAR UP”
“SET HEADING”
AT 400 FT AGL
“HEADING … SET”
“FLAPS 5”
Checking speed for required
flaps setting
“SPEED CHECKED, FLAPS 5
SET”
AT ACCELERATION ALTITUDE
“FLAPS UP”
Checking speed for required
flaps setting
“SPEED CHECKED, FLAPS UP
SET”

WHEN CLEAN CONFIGURATION “AFTER TAKEOFF

CHECKLIST”

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1.5. AFDS MANAGEMENT

Whenever a change is made to the respective MCP speed, heading, altitude or vertical speed window, the pilot
manipulating the MCP shall announce this to the other crewmember. The other crew member must verify the
action and call “CHECKED”. When pilot flying is flying with NO AUTOPILOT engaged, all the changes should be
requested with callout and made on MCP by PM.

CONDITION CALLOUT

“SET FLAPS___SPEED”
“SET SPEED___”
“SET VREF PLUS___”
REQUESTING CHANGE IN SPEED, HEADING,
“SET HEADING___”
ALTITUDE OR VERTICAL SPEED
“SET FLIGHT LEVEL___”
“SET ALTITUDE___”
“SET VERTICAL SPEED___”

1.6. STABILIZATION CRITERIA

At height of 1000ft AGL and 500ft AGL the approach stabilization criteria must be met according to criteria
presented below:

Precision approach Max deviation one dot on LOC and GS

ESTABLISHED FLIGHT PATH
Non-precision approach LOC, VOR – Max one dot deviation
Landing gear Down and locked
CONFIGURATION
Flaps Landing flaps (Recommended 30)
SPEED Maximum deviation +10kts/-5kts from calculated approach speed
THRUST More than idle thrust

Any deviation from stabilized approach criteria must be called by PM in the following way:

CRITERIA DEVIATION CALL OUT

Glide slope deviation more than ABOVE GLIDESLOPE / BELOW

one dot GLIDESLOPE
FLIGHT PATH
LEFT OF LOCALIZER / RIGHT OF
LOC deviation more than one dot
LOCALIZER
CONFIGURATION GEAR
CONFIGURATION Improper configuration for landing
CONFIGURATION FLAPS
More than 10 kts above calculated
SPEED HIGH
approach speed
APPROACH SPEED
More than 5 kts below calculated
SPEED LOW
approach speed
THRUST If thrust at IDLE position THRUST IDLE
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1.7. TAKE-OFF PROFILE

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1.8. APPROACH PROFILE

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1.9. RAW DATA GUIDANCE

ILS deviation is displayed on the attitude display. ILS deviation may also be displayed on the navigation display by
selecting an ILS mode on the EFIS Control Panel. The localizer course deviation scale on the attitude indicator
remains normal scale during the approach. Continue to crosscheck the map display against the attitude indicator
raw data.

The magnetic course/bearing information from the VOR/ADF pointers on the navigation display may be used to
supplement the attitude display localizer deviation indication during initial course interception. It is recommended
to set flaps 1 and 5 before localizer capture. Begin the turn to the inbound localizer heading at the first movement
of the localizer pointer.

After course intercept, the track line and read-out on the navigation display may be used to assist in applying proper
drift correction and maintaining desired course. Bank as needed to keep the localizer pointer centered and the
track line over the course line. This method automatically corrects for wind drift with very little reference to actual
heading required.

Large bank angles are rarely required while tracking inbound on the localizer. Use 5° to 10° of bank angle.

When the glide slope pointer begins to move (glide slope alive), lower the landing gear, extend flaps 15, and
decelerate to flaps 15 speed. Intercepting the glide slope, extend landing flaps and establish the final approach
speed. When established on the glide slope, preset the missed approach altitude in the altitude window. On final
approach, maintain VREF + 5 knots or an appropriate correction for headwind component. Check altitude crossing
the FAF. To stabilize on the final approach speed as early as possible, it is necessary to exercise precise speed control
during the glide slope intercept phase of the approach. The rate of descent varies with the glide slope angle and
ground speed. Expeditious and smooth corrections should be made based on the localizer course and glide slope
indications. Apply corrections at approximately the same rate and amount as the flight path deviations.

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SCENARIO 2 - ASSESSMENT SCENARIO FOR BOEING 737 TYPE RATED (FIRST OFFICERS/CAPTAINS)

Note: Candidates that have a valid B737 TR should use callouts and standard operating procedures from their
previous/current operator.

2.1. GENERAL INFORMATION

Aerodrome EPWA

Runways in use 33

Zero Fuel Weight: 56 T, Performance figures: DTO-2 / Assumed temperature

Aircraft configuration
36, Flaps: 5, V-speeds: according to QRH
EPWA 27015KT 0550FG OVC003 22/20 Q1017 (example for IMC flight)
METAR
EPWA 27015KT CAVOK 22/20 QNH 1017 (example)
LOT234 cleared for local IFR flight runway 33, EVINA4K departure, climb
FL80, SQ 4550 (example)
ATC clearance
LOT 234 cleared for L or R hand visual traffic pattern, after departure RWY
33 climb 2000 ft, SQ 4550 (example for visual maneuvers)

2.2. VISUAL TRAFFIC PATTERN

 Runway 33
 AFDS: no A/T, no F/D.
 Normal take-off, Visual Traffic Pattern at 1,500 feet AGL, normal landing, after stopping set parking brake.

2.3. TAKE-OFF RUNWAY 33

 AFDS: Autothrottle ARM, F/D on.

 FMC setup: thrust reduction recommended at 1,500 feet AGL, acceleration 3000 feet AGL, perform EVINA4K SID.
 Prior to OKC/WAR VOR, ATC directs aircraft to fly to OKC/WAR VOR to perform holding.
 Hold over OKC/WAR, prepare for ILS Z 33.
 Raw data ILS Z 33 to minimums with F/D on.
 At minimums, no visual references in sight, perform normal go-around and follow published missed approach.
 Engine failure during missed approach (engine separation for captain candidates, engine severe damage for first officer
candidates), Perform FORDEC (or any decision making model that the candidate is familiar with). Prepare for One-
Engine Inoperative Landing on runway 33, after engine securing consider engine restart not desired, prepare OEI
approach.
 Vectors ILS Z 33
 ILS Z 33 down to CAT I minimums.
 Normal landing, after landing set parking brake.

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2.4. AFDS MANAGEMENT

Whenever a change is made to the respective MCP speed, heading, altitude or vertical speed window, the pilot
manipulating the MCP shall announce this to the other crewmember. The other crew member must verify the
action and call “CHECKED”.

CONDITION CALLOUT

“SET FLAPS___SPEED”
“SET SPEED___”
“SET VREF PLUS___”
REQUESTING CHANGE IN SPEED, HEADING,
“SET HEADING___”
ALTITUDE OR VERTICAL SPEED
“SET FLIGHT LEVEL___”
“SET ALTITUDE___”
“SET VERTICAL SPEED___”

2.5. STABILIZATION CRITERIA

At height of 1000ft AGL and 500ft AGL the approach stabilization criteria must be met according to criteria
presented below:

Precision approach Max deviation one dot on LOC and GS

ESTABLISHED FLIGHT PATH
Non-precision approach LOC, VOR – Max one dot deviation
Landing gear Down and locked
CONFIGURATION
Flaps Landing flaps (Recommended 30)
SPEED Maximum deviation +10kts/-5kts from calculated approach speed
THRUST More than idle thrust

Any deviation from stabilized approach criteria must be called by PM in the following way:

CRITERIA DEVIATION CALL OUT

Glide slope deviation more than ABOVE GLIDESLOPE / BELOW

one dot GLIDESLOPE
FLIGHT PATH
LEFT OF LOCALIZER / RIGHT OF
LOC deviation more than one dot
LOCALIZER
CONFIGURATION GEAR
CONFIGURATION Improper configuration for landing
CONFIGURATION FLAPS
More than 10 kts above calculated
SPEED HIGH
approach speed
APPROACH SPEED
More than 5 kts below calculated
SPEED LOW
approach speed
THRUST If thrust at IDLE position THRUST IDLE

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FLIGHT INSTRUMENTS AND CONTROLS FAMILIARIZATION

1.1. PANEL LAYOUT

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1.2. GLARESHIELD PANEL

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1.3. CONTROL STAND

1.4. MODE CONTOL PANEL (MCP)

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PAGE 20
PAGE 21
1.5. OUTBOARD DISPLAY UNITS

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1.6. AIRSPEED INDICATIONS – TAKEOFF AND APPROACH

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PAGE 24
PAGE 25
1.7. INSTUMENT LANDING SYSTEM INDICATIONS

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PAGE 27
PAGE 28
1.8. EFIS CONTROL PANEL CONTROLS

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PAGE 30
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PAGE 32
PAGE 33
1.9. INNER DISPLAY UNIT

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1.10. CHARTS

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 PART E

EDITION 1 REVISION 0 PAGE 41

 PART E PART D PART C PART B PART A PART 0

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