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© Lufthansa Aviation Training / Training Organisation / DE.ATO.007 / Rev. No. 03 / 18.12.2018 1/30
Training Manual
Train the Trainer UPRT B737
© Lufthansa Aviation Training / Training Organisation / DE.ATO.007 / Rev. No. 03 / 18.12.2018 2/30
Training Manual
Train the Trainer UPRT B737
Table of Contents
Table of Contents 3
0 Revision Data 5
0.1 Revision Record 5
0.2 Revision Highlights 5
0.3 Revision System 5
0.4 List of effective Pages 5
© Lufthansa Aviation Training / Training Organisation / DE.ATO.007 / Rev. No. 03 / 18.12.2018 3/30
Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
0 Revision Data
01 May 21, 2016 May 21, 2016 ON/T T. Rösch ON/T F. Helmke
02 Oct. 22, 2016 Oct. 22, 2016 ON/T T. Rösch ON/T F. Helmke
03 Dec. 18, 2018 Dec. 18, 2018 N/DT L. Schleifenbaum N/DT T. Rösch
04
05
06
07
08
09
10
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
Exercises H-K Medium and High Altitude AoA- and G-Load Awareness
Learning Objective:
Compare specific Flight Control responses at LOW Altitude to HIGH Altitude
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Training Manual
Train the Trainer UPRT B737
• VS depends on G-load
• VS is independent from bank angle
H-I • VS / Stall is independent from attitude
Learning Objective:
Explore the VN diagram and VS by loading and unloading exercises
Learning Objective:
Explore the VN diagram and VS by loading and unloading exercises
Learning Objective:
STALL RECOVERY
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Training Manual
Train the Trainer UPRT B737
Learning Objective:
Apply the Learning Methodology to perform Nose-HIGH recoveries
© Lufthansa Aviation Training / Training Organisation / DE.ATO.007 / Rev. No. 03 / 18.12.2018 9/30
Training Manual
Train the Trainer UPRT B737
SETUP 1 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 9,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: 5.000 ft 5.000 ft
Speed: 250 kt 250 kt
SETUP 2 IMC/Night
ZFM: 47,0 t 58,0 t
FUEL: 11,0 t 12,0 t
GW: 58,0 t 70,0 t
CG: 20,0 % 20,0 %
Altitude: FL 330 FL 370
Speed: M.75 M.78
SETUP 3 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 50,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: FL 100 FL 100
Speed: 190 kt “UP”
SETUP 4 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 50,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: FL 100 FL 100
Speed: 250 kt 250 kt
SETUP 5 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 50,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: 5.000 ft 5.000 ft
Speed: 300 kt 300 kt
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Training Manual
Train the Trainer UPRT B737
ATIS: EDDF information M / RWY in use 18, 25L, 25C, 25R 20010KT 5000 BR OVC040
19/11 Q1019 NOSIG
All exercises except ADD 1 and ADD 2 start at FFM VOR, HDG 250°. –
For ADD 1 and ADD 2 see lesson plan for position details.
Note: Elapsed timings provided are for a 2 (blue) and a 3 Trainees (black) setup. – In case of 3 Trainees 3rd
Pilot will accomplish exercises after completion of all training for Trainees 1 and 2.
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
28 Neutralize rudder
29 Roll to 15º bank on the other side
30 Neutralize rudder and roll back to level flight
Maintain THR-setting and avoid elevator and aileron- 00:35
31 00:10
inputs 02:40
Info: Experience resulting yaw- and roll–rates at high TAS/ALT with small rudder-inputs and compare to
aileron-inputs.
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
00:50
48 Pull strong enough to initiate stick-shaker-onset
02:55
Info: Stall-recovery Memory Items shall not be executed!
Experience increase and decrease of VS when varying G-Loads below the horizon.
Understand that AOA (risk of stall) is independent from attitude and airspeed.
Separate “stall” from attitude!
Note that loading and unloading changes VS; also in a nose below-horizon attitude.
Recognize the risk of an accelerated stall when loading/pulling during recovery.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
ENERGY-MANAGEMENT/ ENERGY-TRADING
J
Scenario: Sudden temp.-increase or wind-change
HDG 250°, SPD M.78 (CL: M.75), AP / FD / PF: Trainee 1 or 2
49 SETUP 2
FPV (NG ONLY): ON, A/T: OFF
REPOS FFM / FL 370 /
Reduce speed in level-flight to MERS band (1.3 G FMC- 72 t (CL: FL 330 / 58 t)
50
buffet-margin) VISUAL: NIGHT/IMC
Stabilize on upper limit of MERS band (“backside of
51
the power-curve“)
52 Set maximum thrust and start timing
Observe resulting acceleration and time required to regain
53
speed
54 Reduce speed again as before
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
Recovery from STALL events - Additional exercises for UPRT customer crews
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Training Manual
Train the Trainer UPRT B737
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88 Push to unload and at the same time correct the miss-trim 01:35
03:35
Info: This manoeuvre shall lead the attention to the possibility of a miss-trimmed condition and provide the
training to recover using elevator and trim.
The Trainee again shall use the methodology PUSH-ROLL-STABILIZE and THRUST/DRAG AS
REQUIRED.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
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After “PUSH-to-unload“ and check trim, ROLL comes first because the orientation of the lift-vector
upwards has priority, thereafter thrust reduction and speedbrakes, parallel action of ROLL and
thrust/speedbrakes is also acceptable. Experience the importance of roll before pulling, avoid
rolling-pull!
Offer hints to identify the correct direction of roll (to the blue, to the index, up-the-ladder, to the
nearest horizon).
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)
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Training Manual
Train the Trainer UPRT B737
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Training Manual
Train the Trainer UPRT B737
All flight controls are mechanically controlled and hydraulically-operated (actuated). In worst case scenarios
secondary flight controls (thrust, trim, speed brakes) may be used to replace jammed or restricted primary
flight controls (elevator, aileron, rudder). Refer to QRH Chapter 9 Flight Controls for specific NNCs.
Engine failures (one engine or all engines) might be viewed from a handling and from an energy
management perspective. As a general rule primary flight-crew tasks are linked to aircraft handling at lower
airspeeds. At high altitudes crews use energy management strategies to deal with engine failures. Refer to
the operating techniques described in the FCTM.
The Electronic Flight Instrument System (EFIS) presents data to the pilots with a high level of redundancy. In
most cases instrument failures can be handled by switching to operable flight data sources and displays.
Upsets caused by instrument failures therefore are not very likely. However wrong data-input (i.e. from IRUs,
AOA and/or Air Data sensors) may contribute to developing upsets. QRH chapter 10 Flight Instruments,
Displays contains multiple NNCs to assure that the pilot can maintain sufficient access to the data needed.
Environmental conditions or system failures can lead to unreliable airspeed indication during any flight
phase. Pilot error (inaction or inappropriate inputs) can quickly lead to a developing upset situation. Timely
switching from threat-and-error management to handling the undesired aircraft state by applying the
respective memory Items is needed. Due to a missing caution message an unreliable airspeed situation on
the B737 CL is difficult to identify and requires therefore constant scanning of the primary flight instruments.
The NNC “Airspeed Unreliable” is contained in the QRH. The provided Pitch/Thrust tables may also be used
to stabilize the aircraft during most upset situations.
Failures of automation can be system induced or part of a cascading effect resulting from environmental
conditions, such as icing or turbulence. If they lead to a developing upset situation pilots should be prepared
to immediately arrest any divergence from the intended flight path and take manual control. On the other
hand if automation is responding correctly it may not be appropriate to decrease the level of automation
while assessing if the divergence is being stopped by the system. Refer to QRH Chapter 4 Auto Flight for
specific
NNCs.
Failure of icing alerting systems should trigger crews to increase situational awareness. In case of ice
accretion or certain system failures at high mach numbers, stall may occur before the synthetic stall warning
is triggered. Crews should remain sensible of natural stall warnings, such as buffet, as they are always
reliable indications of an impending stall.
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The following figures are representative illustrations of airplane maneuver margin or bank capability to stick
shaker as a function of airspeed. This includes both a flap extension and flap retraction scenario. These
charts are generalized to show relative trends of maneuver capability during flap retraction and extension
and are not meant to be representative of any one takeoff or landing condition.
When reviewing the maneuver margin illustrations, note that:
• There is a direct correlation between bank angle and load factor (g) in level, constant speed flight. For
example, 1.1g corresponds to 25° of bank, 1.3g ~ 40°, 2.0g ~ 60°.
• The illustrated maneuver margin assumes a constant speed, level flight condition
• Stick shaker activates prior to actual stall speed
• Flap retraction or extension speed is that speed where the flaps are moved to the next flap position in
accordance with the flap retraction or extension schedule
• Flap retraction and extension schedules provide speeds that are close to minimum drag, and in a climb
are close to maximum angle of climb speed. In level flight they provide a relatively constant pitch attitude
and require little change in thrust at different flap settings.
• The black dots on the bold lines indicate:
— maneuver speed for the existing flap setting
— flap retraction or extension speed for the next flap setting
The distance between the bold line representing the flap extension or retraction schedule and a given bank
angle represents the maneuver margin to stick shaker at the given bank angle for level constant speed flight.
Where the flap extension or retraction schedule extends below a depicted bank angle, stick shaker activation
can be expected prior to reaching that bank angle.
737-300 - 737-500
• Anti-ice: the use of engine or wing anti-ice has no effect on maneuver margin
737-600 - 737-900ER
• Anti-ice: the use of wing anti-ice reduces the flaps-up and flaps-down maneuver margin. The use of
engine anti-ice reduces the flaps-down maneuver margin but has no effect on the flaps-up maneuver
margin. If only the engine anti-ice is used, the effect goes away when the engine anti-ice is turned off. If
the wing anti-ice is used, the effect remains until the airplane lands.
Note: The term “reduced maneuver margin”, when used in reference to anti-ice systems, means that the stall
warning logic adjusts stick shaker to a lower angle of attack. This results in a higher stick shaker speed and
a higher minimum maneuver speed. Flap retraction and extension speeds are not affected by the use of anti-
ice systems, therefore maneuver margin is reduced.
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Training Manual
Train the Trainer UPRT B737
B737-300 - 500
B737-600 - 900
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Training Manual
Train the Trainer UPRT B737
737-300 - 500
B737-600 – 900
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