FFS 2 – B737-900

OBJECTIVE
MOST PART OF THE FLIGHT WILL BE FLOWN WITH AUTOPILOT &
AUTOTHROTTLE – However, the last part of the ILS approach will be flown raw
data

The Objective is to emphasize:

! ELECTRICAL POWER UP PROCEDURE – Refer to IPT #1

! PRE-FLIGHT MALFUNCTIONS – To train good awareness and logic

identifcation during pre-flight.

! DISPLAY SYSTEM FAILURES – To emphasize to a display system problem to

give trainee a deeper understanding of aircraft display non-normal procedure

! START MALFUNCTIONS (Optional) – To emphasize to a display system

problem to give trainee a deeper understanding of aircraft display

! VISUAL APPROACHES
" Introduction to VISUAL TRAFFIC PATTERN & LANDING
" Introduction to CIRCLING APPROACH (from an Instrument let-down)
OMA – B737 = CATEGORY D (Vat = 141 to 165 Knots)
OMA– Company circling Minima 1000 feet AAL 4.8km
- CAPTAINS – VOR 32R / LOC 32R (1260 feet) LEFT HAND
- FOs – VOR 32R / LOC 32R (1260 feet) RIGHT HAND
OMA Circling approach shall be restricted to daytime only.
Both maneuvers will be begin from Flaps Up config at 4 nm from Final Approach
Course Fix (FACF) in CAVOK conditions and initially with AP & AT ON until
initiation of turning base. Instructor will guide trainee for utilizing CDU modification
(that will display by ND) to help trainee mental picture during maneuver for
example, use RW threshold as a Fix with 2 nm circle

DISCUSSION HIGHLIGHT
1. Takeoff briefing will be done in briefing room
• PF BRIEFING – T/O Briefing
• CAPT BRIEFING – Standard Company Briefing

2. VISUAL APPROACH TRAFFIC PATTERNS – (OMA / FCTM / QRH MAN)

3. CIRCLING APPROACHES (OM-A / FCTM / QRH)

4. TREND VECTORS

5. GO - AROUNDS

ROUTE OF FLIGHT (WMKK – WMKP)

ORIGIN Kuala Lumpur International Airport (WMKK)

RWY 32R

DESTINATION Penang Airport (WMKP)

ROUTE WMKK.AGOSA 1C. AGOSA.A457.VPG.WMKP

DEPARTURE AGOSA 1C

FLIGHT NUMBER MALINDO 002

RUNWAY 32R

PERFORMANCE DATA - B737-900 (MTOW 83,914 kgs - MLW 71,350kgs)

GW 70,000kgs
FUEL 8,000kgs
ZFW 62,000kgs
RESERVE 2,500kgs
COST INDEX 29
CRZ ALT FL190
CRZ WIND 300°/10 (optional)
ISA DEV +15C
OAT 30C

DISTANCE 196nm
TO FLAPS 5
RTO-xxC (N1-93.4%) (Obstacle Limit 77,200 = Climb Limit = 71,100kgs)
V1 1xx
VR 1xx
V2 1xx
CG 20.4% - xxx
WEATHER
WMKK CALM 9999 FEW023 BKN040 30/25 Q1010
WMKP 020/17KT 4000 TSRA BKN010 24/23 Q1007 TEMPO 2000

ATC CLEARANCE
Malindo 002 is cleared to PENANG via the AGOSA 1C DEPARTURE, A457,
Flight Plan Route, FL 180, squawk 2022

EXERCISE SEQUENCE (Refer to previous IPT / FBS syllabus for exercises)

FIRST FLIGHT OF THE DAY – AIRPLANE UNPOWERED

ELECTRICAL POWER UP – FCOM SP 6.1

• Weather – as per briefing

• Aircraft will be positioned at the gate.
• Instructor to copy FMS (for repeat sessions)

BRIEFINGS – completed in briefing room

PREFLIGHT

PUSH BACK

ENGINE START – Start Malfunctions Optional

TAXI OUT

DEPARTURE REVIEW

CABIN READY SIGNAL

PA TO CABIN CREW

BEFORE TAKE OFF

HAND OVER CONTROLS – If RHS pilot is PF

TAKEOFF PROCEDURE
INITIAL CLIMB PROCEDURE
Repeat commands before moving critical controls and surfaces

PM carries out AFTER TAKEOFF PROCEDURE followed by checklist

AFTER TAKEOFF CHECKLIST

Engage Autopilot & Autothgrottle

LNAV & VNAV modes

CLIMB PROCEDURE

EXERCISES DURING CLIMB

CFIT Training – FCOM & QRH

(Optional exercise)
After takeoff from RWY 32R – to maintain 2500 feet and to turn right onto heading 030
at 11DME

GPWS
1. Descent Rate High
2. Terrain Closure Rate High
3. Altitude loss after takeoff
4. Too Low Gear & Too Low Flaps (& Too Low Terrain)
5. Glide-slope
6. Angle of bank
7. Windshear

DISPLAY SOURCE QRH

During climb DISPLAY SOURCE due to DEU failure.

AVIATE – NAVIGATE – COMMUNICATE
1. Cancel MASTER CAUTION
2. Identify the failure
3. Check FMA modes to ensure PITCH mode is still enagaged
4. Failure of DEU on OPPOSITE side will result in no change to pitch mode.
 5. Failure of DEU on SAME side as Autopilot will result in loss of all pitch modes
except for ALT HOLD mode
Change to Autopilot with operable DEU, re-engage appropriate pitch mode
prior to commencing checklist.
6. ‘Clean up the airplane’ (Flaps fully retracted).
7. Carry out DISPLAY SOURCE Checklist followed by ENGINE EEC checklist
(as called for in DISPLAY SOURCE checklist)
8. Ensure AFTER TAKEOFF checklist has been completed.

DIRECT TO MUNOV or RADAR VECTORS

DESCENT PREPARATION – VISUAL / CIRCLING APPROACHES

Autopilot may be engaged for descent preparation
FMC – Set-up

CRAMPS – Course – Radios – Autobrakes – Minima – Pressurization – Speed

PAVE – Pilot - Airplane – Environment – Extras

VISUAL APPROACHES (OM-A / FCTM / QRH)

Autopilot may be engaged for descent preparation and until leaving circuit altitude

CAPTAINS (from RW32R) - VISUAL (LEFT HAND TRAFFIC PATTERN

RW14L)

FOS (from RW32R) - VISUAL (RIGHT HAND TRAFFIC PATTERN

RW14L)
The VISUAL TRAFFIC PATTERN exercise will be repeated to a minimum 2 times for each
trainee.

On final approach, both FDs ON and set 15 degree bank (miss app alt set earlier)
Complete landing checklist

CIRCLING APPROACHES (OMA / FCTM / QRH)

Autopilot may be engaged for descent preparation and until leaving circuit altitude

CAPTAINS - LOC RW32R / VOR RW32R (LEFT HAND CIRCLE TO

LAND RW14L (Captains)
FOs - LOC RW32R / VOR RW32R (RIGHT HAND CIRCLE TO LAND
RW14L (FOs)
On final approach, both FDs ON and set 15 degree bank (miss app alt set earlier)
Complete landing checklist

DESCENT CHECKLIST

DESCENT CHECKLIST

APPROACH CHECKLIST

VISUAL APPROACH

PA to CC – “CABIN CREW BE SEATED FOR LANDING”

- WIND CORRECTION & RATE OF DECENT (on final approach)
discussion
- Descend to 4000 ft using LVL CHG function
- Reduce to FLAPS UP speed (Vref40+70)
- TRACK TOWARD DOWNWIND POSITION – HDG SEL
(approximately 2.5 to 3nm abeam runway – adjust as necessary)
 - Extend to FLAPs 5 prior to arriving at downwind position
- Descent to circuit altitude (LEFT HAND for Captains & RIGHT HAND
for Fos) – Minimum 1500 feet AAL or higher
- Keep runway in sight at all times – GA if visual reference is lost
- FDs may be turned off anytime on downwind leg
- Time from abeam threshold of landing runway
- 45 seconds (abeam a point 2.5nm from threshold) - turn onto FINALS
- Turning Base, Disengage AUTOPILOT & AUTOTHROTTLE, extend
LANDING GEARS & FLAPS to 15 simultaneously start descent (descent
rate approximately 300 to 500 fpm)
- On BASE LEG or turning FINALS, when approaching slope, extend
Flaps to LANDING FLAPS (30 or 40) descent on slope.
- REDUCE TO FINAL APPROACH SPEED - Vref +5 knots or Vref+½
Wind+Gust)
Note: Rate of descent on finals
- Complete LANDING CHECKLIST

CIRCLING APPROACH

OMA
Instrument Approach with Visual Segments
The following types of visual approaches are authorized when ceiling and visibility
conditions are equal to, or better than, that stated for each type of approach.
CIRCLING APPROACH
A circling approach shall be restricted to daytime only (OMA). The circling
maneuver may be to an adjacent runway, an offset runway, or the opposite end runway
not below the published circling MDA. Aircraft approach category requirements apply to
speed (IAS) and distance from the airfield. In addition, the aircraft may not descent
below 1000ft AAL, rounded up to the nearest 100ft, or the minima specified by the
approach chart whichever is higher. This altitude must be maintained until the normal
glide slope of approximately 3 degrees has been intercepted on base or final.

The approach should not be continued if the criteria of (a), (b), (c) and (d) of the below
are not met. When visual reference has been established within the circling area at or
above the circling minima, further descent below the minima is at the pilot’s discretion
provided:
a. The aircraft is clear of clouds,
b. Full visual reference can be maintained,
c. The applicable landing runway or objects identifiable with that runway can be
kept in sight by either pilot,
d. Aircraft configuration at various stages of a circling approach can be configure so
the maximum speed for the approach category can be kept
e. The auto-pilot should be used to reduce pilot work load during approach
procedure;
f. A visual reference with the intended landing runway and/or approach/lead in
lights is required before descent below circling minima. The descent must not be
proceed until obstacle clearance can be maintain, the landing threshold has been
identify and the aircraft is align to descent with normal rate of descent to the
touchdown zone;
g. During base turn or when descending below circling minima, if the PF cannot
immediately identify the intended landing runway and/or approach/lead in lights,
the PF shall immediately execute a Go-Around; and
h. Aircraft shall be comply with Stabilized Approach Criteria as per OMA 8.3.32.
i. The requirement to maintain visual identification to the runway may not apply
when a special procedure along a well-defined visual approach path (lead-in
lights) has been published.
j. Briefings for a circling maneuver must cover the Missed Approach

REFER TO FCTM FOR PROCEDURE

- PA to CC – “CABIN CREW BE SEATED FOR LANDING”

- WIND CORRECTION & RATE OF DECENT (on final approach)
discussion
- Descend to 4000 ft using LVL CHG function
- Reduce to FLAPS UP speed (Vref40+70)
- Maintain Altitude (4000 feet) – ALT HOLD
- Ensure ILS frequency tuned with correct LOCALIZER Inbound Course
set
 - ILS identified and correct sensing – the Arm VOR/LOC mode to capture
LOCALIZER.
- When LOC capture (FMA) – set HDG bug to runway heading with 15 deg
bank angle selected
- 5nm to Glide Slope Capture – FLAPs 1 – reduce to Vref40+50
- Glide Slope Alive – FLAPs 5 – reduce speed to Vref40+30
- 1 ½ dots below glide slope - GEARS DOWN / FLAPS 15 – reduce to
Vref40+20
Extend Flaps to 15 AFTER all gears indicate down (3 greens)
Arm SPEEDBRAKES & set IGNITION switches to CONT position.
- Descent on G/S capture with VNAV or V/S –
- DO NOT ARM APP MODE – UNABLE TO EXIT (except with TOGA mode
or selecting both FDs to OFF and disengaging Autopilot)
- Descent to Circling Minima (50 feet additive not required)
- When establish at Circling altitude – select ALT HOLD & set MISS-
APPROACH ALTITUDE in MCP Altitude window
- Complete landing checklist until ‘FLAPS’
- Approximately 2 to 3 nm from threshold – use HDG SEL break off 45
degrees left or right (to join downwind) and start time (1 min 15 secs or
1min if timing started on offset heading)
- Turn to join downwind and fly downwind track – keep approximately 2.5nm
abeam runway – adjust as necessary.
- Keep runway in sight at all times – GA if visual reference is lost
- Time from abeam threshold of landing runway
- 45 seconds (abeam a point 2.5nm from threshold) - turn onto FINALS
- FDs may be turned off anytime on downwind leg
- Extend to LANDING FLAPS (30 or 40)
- Reduce to target speed +5 knots or ½ Wind + Gust
- Note: Rate of descent on finals very likely lower due to wind
- REDUCE SPEED IN LEVEL FLIGHT – to final approach speed - Vref +5
knots or Vref+½ Wind+Gust)
- Approaching Glide slope, DISENGAGE AUTOPILOT & RECYCLE FDs
prior to leaving circling approach altitude for landing.
- Complete LANDING CHECKLIST
- On Finals – DISENGAGE AUTO-THROTTLE
- Note: Rate of descent on finals

LANDING PROCEDURE
MXD CALLOUTS – refer to SOP manual 1.14.

LANDING PROCEDURE - ILS RW 32L

LANDING CHECKLIST
LANDING ROLL PROCEDURE

AFTER LANDING PROCEDURE (no checklist)

SHUT DOWN PROCEDURE

SECURE PROCEDURE
SECURE CHECKLIST