Tips

[g650flyer]

As many of you know there are plenty of things to remember and many of ways to operate in the real world. I will pass on some of the tips I use real world that should help in the sim world also.

One of the biggest concerns when flying passengers is passenger comfort. It's even more important in the corporate world that I operate in. From time to time I find myself riding as a passenger when attending recurrent sims and when picking up/dropping off aircraft. One of the most noticeable things when riding as a passenger is sudden or aggressive pitch changes. This happens for various reasons, but here are some tips to minimize the occurrences. When initiating climbs, it's a good idea to start in vertical speed. Select vert speed and smoothly dial it up until the engines reach max power. Once there, select FLCH and the passengers will not notice at all. If you select FLCH first, the engines will surge forward, and then the nose will pitch quickly to maintain the current speed. The Gulfstreams I fly have the ability to decide the amount of thrust to use based on altitude changes 6,000ft or less, but it still can get aggressive. Some guys like to set 200 to 300 feet per minute in the first few seconds and last few seconds of the altitude change. I prefer a smooth increase instead of wasting free brain cells milking the vert wheel.

In the real world, FLCH gets pitchy after mach change over, but no worries in the sim. When using FLCH when climbing above change over, I watch it like a hawk. As soon as the plane starts a move, I hit the vert speed button to lock it in. Once the airspeed settles/recovers, I max out the engines and re-engage FLCH. This happens because of temperature inversions and wind changes as you climb. This can easily cause a instantaneous change on the speed indicator causing the plane to quickly pitch to adjust. If you are paying attention, you will see the speed change and hit vert speed before it pitches. When the jet is heavy, it lags a little and makes FLCH less pitchy. 

Another good tip is to use vert speed when light weight if you are clear of obstacles. 2000fpm works well. This technique slows things down and makes the jet more manageable. If you are climbing at 4000 to 5000fpm, the jet will make an aggressive zero g maneuver at level off. It's much easier to use vert speed in this case. When I would return back to base after training missions back when I flew KC-10s, we would do about an hour of transition and pattern work. We would get back at about 380,000 pounds compared to the max 590,000 pounds. Newbies would perform an autopilot go around up to 2000ft. At 380K and 3 engines churning out 52,500 pounds of thrust each, 2000ft comes very fast. The look on their faces when the plane would aggressively pitch to capture and every now and then blow past the altitude, was priceless. I taught them that after you hit TOGA and the plane gets going, you needed to quickly vert speed and back it off. If you hit vert speed too late, you would ruin the capture mode and blow past the altitude for sure. Those were some fun times.

Another good tip is speed brake use. I hear plenty sim experts shade people for speed brake use and I think it's rubbish. They were put on the plane for a reason. I also spend a lot of time operating on the NE coast of the USA and we get slam dunked into airports all the time. They keep you up longer and only step you down a few thousand feet at a time. There isn't a descend VIA, it's only constant crossing restrictions on the way down. I hardly ever get to use VNAV on descents. What you find is that you have to use speed brakes and use them early! Even in the real world i see people get so far behind and rushed because they were taught not to use the brakes. It's quite common to ride the brakes on the river visual to 19 at KDCA. There are two tricks to speed brake use. 1. The earlier you use them, the less amount you will need. SA is everything. 2. Speed brake use is like slipping out and back into bed with your significant other sleeping. You ease them out nice and slowly. Once you are done, you ease them in slowly. In some cases, you have to ride the brakes until you are ready to trade them for flaps. You work in flaps, and then ease in the brakes. I'm sure if you could descend when ever you want, you wouldn't need them, but welcome to the real world. When operating in areas with close multiple airports with departure and arrival corridors, it gets interesting. I like the 3 or 4 times your altitude to lose technique. So if i have 10,000ft to lose to be at 2000ft 10 miles from the airport: 3 X 10 = start descent by 30 miles from the field. 4 times your altitude to lose works well also because it gives you more time to slow prior to 10,000ft. If you are at or past this point and have yet to descend, you will need some brakes. Guys will say that the brakes are loud and rumble, I guess they have never sat aft of the wings on an airliner. For slowing, I like 12 at 12 or 13 at 13. Basically set 1300 fpm at 13,000ft to reach 250kts by 10,000ft. This has worked very well in all the jets I've flown. In most jets, you can only get 1500fpm and maintain 250kts clean. Any higher rate, and you will accelerate. 

Just in case you didn't catch my 737 techniques in another post, I'll post them again. Keep in mind that these are more aimed at the BBJ, but should work.

Aircraft References
• Main Gear on your side: NESA Transmitter in lower outboard of window
• Main Gear on Opposite side: Lower inboard corner of window
• Outboard Side of Engine on your side: Window Handle
• Outboard Side of Engine on Opposite side: Glare Shield bend
• Wingtip on your side: 2.5 concrete blocks
• Nose Gear: Inside of HSI
Engine Start (Approximate values)
• 2 -- 20% N1
• 4 -- 400 degrees EGT
• 6 -- 60% N2
• 6 -- 600 pph FF
Before Takeoff (LLLAASSTT Chance)
• L-anding Lights (tech: nose wheel light on when cleared for takeoff)
• L-adies (sit the FAs down with PA message to the back)
• L-ower DU display cleared
• A-utothrottle ARM (tech: when cleared for takeoff)
• A-utobrakes - RTO
• S-trobe lights ON
• T-errain (tech: Captain Terrain/FO Weather)
• T-CAS (TA/RA)
10,000’ check during climb out (FLAAPS)
• F-uel Pumps (Ctr Tank management per alternate operating procedures)
• L-anding Lights -- RETRACTED/OFF (consider 18,000’ in high-traffic
areas)
• A-irspeed -- accelerate to desired climb speed
• A-PU -- Off/as desired for shorter flights/EROPS/WX
• P-ressurization check (Auto/pressurizing/cabin alt OK)
• S-eatbelt (double ding by going off/wait 1 sec/on then auto)
Before Descent (AIRBAG)
• A-TIS
• I-nstall the Approach
• R-adio’s -- Tune and ID
• B-rief the Approach
• A-pproach Checklist
• G-o Around Procedures (How will the airplane fly it? HDG SEL, etc.)
Planned Descent Point
• Timing -- Approx. 10 seconds for every 100’ of altitude to lose
• Distance -- Divide HAT by 300’. This is the distance to start descent from the end of the runway.
Enroute Descent Path Planning
• Build a waypoint 40 NM track distance from the landing runway with
240/10000 inserted for Speed/Altitude. - AND/OR - Use the fix page and
put a 40 NM circle around the runway (or FAF) and plan to cross the
circle at 240/10000 for a straight-in arrival.
• When planning an enroute descent to radar vectors to final it can be
difficult to determine how far out you will be vectored and how soon you should begin your descent. Request a descent at a distance that will allow a constant 1500 fpm descent. To determine this descent point:
• Load the expected approach using the FMS DEP/ARR page
• Load the FAF or OM point/altitude on the descent page at 3R.
• You can monitor the V/S as you approach this point. When the V/S
approaches 1500 request descent. Even if the descent is not granted
immediately, you will have a very good target descent rate when ATC
permits the descent. This technique provides a constant descent that
mirrors our constant climb to cruise profile.
Descent Profile
• 3.5:1 (Miles : Altitude)
• For every 50 Kts of wind +/- 2 Miles
• Losing 10 KIAS Takes 1 NM
10,000’ check during descent (10,000’ AGL for higher field elevations) (FLAAPS)
• F-uel Pumps (Ctr Tank management per alternate operating procedures)
• L-anding Lights -- EXTENDED/ON (consider 18,000’ in high-traffic areas)
• A-irspeed -- decelerate to 250
• A-PU -- On/as desired/WX considerations
• P-ressurization -- set for landing field elevation
• S-eatbelt (double ding by going on/off/wait 1 sec/on) Cat II/III ILS (ABCD)
• A-PU -- On
• B-rake Setting
• C-at II/III ILS Procedures
• A -- Approach Brief
• A -- Alert/Decision height callouts
• A -- Altimeter bugs (radio and barometric)
• D-epart runway plan (How will you taxi to park -- SMGCS?)
Before Every Approach
• “AAABBCC”
  • A-TIS
  • A-pproach loaded in FMS
  • A-irspeed set in FMS
  • B-rief
  • B-rake setting (off, 1/2/3/Max)
  • C-hecklist
  • C-onfiguration (flap setting)

• “CRAMPS”
  • C-ourses -- set/verify inbound course on MCP for FP & PM
  • R-adios -- set/verify correct frequency (ILS/VOR/Tacan/NDB)
  • A-ltimeters -- set/verify QNH/QFE as appropriate through transition
  • M-inimums -- set/verify for PF & PM
  • P-ush -- APP mode (or VOR/LOC or LNAV or Hdg Sel)
  • S-peeds -- set/verify Vref is set and displayed for flap setting
Engine Failure on Takeoff
• “4 Cs” (accomplished when flaps are up at min. maneuvering speed)
• C-hange (Level Change)
• C-ontinuous (Max Cont)
• C-rossfeed (with fuel only in wing tanks)
• C-hecklist (NNP then After Takeoff)
Single Engine Trim
• Trim into good engine is approximately equal to Fuel Flow Single Engine ILS Approach
• At 1.5 Dots or later on the Glide Slope --
• Gear Down
• Flaps 15
• Reduce Thrust 10% N1
Non-ILS Approach (VNAV is preferred for straight-in approaches)
• 3 NM -- Configure (Gear Down/Flaps 15, Bug 15, Landing checklist to flaps)
• 2 NM -- or sooner/Set Next Lower Altitude (ensure VNAV if using)
• 1 NM -- Flaps 30, Bug 30, complete Landing checklist
• 0.2 NM -- V/S As Desired (unless using VNAV)
Touch and go/pattern work
Missed Approach
Note: Assumes intent for complete flap retraction to missed approach holding pattern.
• TO/GA (A/P will kick off under single-channel operation)
• Set Go-around thrust
• Set pitch to Go-around attitude
• “Flaps 15”
• Positive climb rate - “Gear up”
• 400’ AGL - “LNAV” or “HDG SEL” (Note: for Non-Precision
approaches your probably already at/above 400’ AGL or very close if
going missed from and DA/DDA/MDA)
• Retract flaps on speed
• 1000’ AGL - Set LVL/CHG or V/S + 1500’
• After Takeoff checklist (Ops Man)
Radar Pattern Climb Out From Touch & Go
• PF rotates aircraft to 15 degrees nose high
• Positive climb rate - “Gear up”
• Flight directors - ON (if coming from VFR Pattern OR Recycle)
• 400’ AGL- “Bug Up, flaps 5, LNAV or HDG SEL ”
• 1000’ AGL - Technique: "V/S, Set 1500 fpm" or "LVL CHG"
• Retract flaps on schedule to “Flaps Up”
• After Takeoff checklist
• Maintain flaps Up for downwind
Note: PF re-establishes A/P and manually arms Autothrottles
• PM rechecks weather, installs approach and helps tune nav radios
(technique)
• PF briefs approach, tunes radios and calls for the “Approach check”
Precision Approach (use “CRAMPS” check technique)
• Arm APP if cleared approach on intercept heading
• G/S alive - “Gear down, flaps 15, Bug 15, landing checklist to flaps"
• G/S intercept - “Flaps 30/40 (final flap), Landing checklist” slow to VREF + additive
Non-precision approach (non/VNAV)
• Arm LNAV or use HDG SEL for lateral maneuvering
• 3 miles prior - “Gear down, flaps 15, Bug 15, landing checklist to flaps”
• 2 miles prior (or earlier) - Set MDA or stepdown altitude in altitude alert window
• 1 mile prior - “Flaps 30/40 (final flap), complete Landing checklist” slow to Vref + additive
Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go.
VFR Pattern Climb Out From Touch & Go
• PF rotates aircraft to 15 degrees nose high
• Positive climb - “Gear up”
• Turn off FDs if not already off (technique)
• 400’ AGL - “Bug 5, flaps 5” (technique)
• 1000’ AGL - PF lowers nose to 10 degrees pitch and reduces thrust (at
Bug 5 speed) to approximately 75% N1 (technique)
• PF levels off aircraft at 1500’ AGL or pattern altitude and maintains flaps 5 on downwind
VFR Pattern
• Enter downwind at flaps 5, speed Vref 30 + 40 (Bug 5 speed)
• VFR pattern briefing - "30/40 Flap touch and go, Speed is ____"
• Approaching abeam touchdown point - “Gear down, flaps 15, bug 15
Landing checklist to flaps” slow to Bug 15
• Before turning or during turn to base - “Flaps 30/40, Bug 30/40 + ___
(additive), complete Landing checklist,” slow to Vref + additive
• Descend as required (approximately 600-800 VSI as a guide)
Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go.
Technique for Establishing Automation After Pattern Work
Note: Technique used should be pre-briefed. Assumes the "gear up" and "flight
director’s - ON " is already called/done.
• 400’ AGL "Bug Up, Flaps 5; HDG SEL or LNAV"
• 1000’ AGL (or A/R) "Vert Speed + 1500’, Flaps 1" or "Level Change"
(Flaps 1 above F5 speed and then flaps on schedule)
• PF establishes A/P by selecting CMD and A/Ts -- ARM

NG techniques.pdf

[kneighbour]

thanks for the tips - much appreciated!

[leinsters]

This is an amazing summary, it will certainly improve my sim flying - thank you G650Fllyer

[g650flyer]

Thanks all, when IXEG create excellent realistic products, it's great to have some real world info to go along with it. I may start posting here more often.

[joherty]

Thank you, some very interesting insight there.

[Jorge Uvo]

Thank you... Very very useful!!!!