Left Seat Training in the Boeing 727 starts like any other Left Seat Training: Learning to do the cockpit set-up.

The cockpit set up starts the minute you enter the cockpit. As the Capt. walks past the F/E station he verifies the fuel load, oil quantity, oxygen pressure, and hydraulic fluid levels. This backs up what the F/E should have already checked, but each fluid level is critical to the safe operation of the aircraft. He then checks the Aircraft Maintenance Log for any mechanical problems or Maintence work in progress before allowing any operation of switches or pre-flight (this should have already been done by the F/E but the Capt. has to know the status of the aircraft).

Upon seating himself the Capt. then checks his oxygen mask for safe operation and that the microphone is in working order. Once completed he then moves to the overhead panel and checks the #1, AUX, and #2 Vertical Gyro for operation and switching capability in case f a failure during flight. He then moves across the overhead panel making sure all caps for switches are closed.

Next he moves to the forward panel. He checks his Altimeter settings, Radar Altimeter, light bulbs, Clacker, RMI switches, and V.G. Next he adjusts the rudder pedals and moves to the Center Console. Here the Throttles are checked for freedom of movement and activation of the gear warning horn system. Next teh trim is checked for freedom of movement and the elevator trim cutout switches are checked to make sure they stop all trim movement.

Once complete the airspeed bugs are set for a specific runway and load condition as are the EPR bugs and elevator trim.

------And in the Simulator you are done with the cockpit set up unless paperwork is introduced to simulate a flight.

Here is where the real lesson begins: Being the leader of a crew and getting them to co-ordiante with each other in a constructive manner.

The Capt. must make sure everyone has completed his pre-flight duties and is ready to begin the next step: Pushback and Engine Start.

Every start in the simulator is a potential problem although problems are very rare on the real airplane. Hang start, Hot start, no ignition, tailpipe fires, ect.... The corrective actions are always to get into the red tabs and notify the ground personnel what is going on. Usually you have several starts before the Instructor spins up all three engines and places the aircraft at the end of the runway. This is a "sim" unreality. Once placed at the end of the runway with all three engines running you then must accomplish the AFTER START and BEFORE T/O checklist before you can continue. Of course there are several "favorite" problems during these checklist such as Yaw Damper failures and popped C.B.

The popped C.B. (circuit breaker) is a new problem on older airframes. Because the wiring is so old they are no longer allowed to be reset except by direct instruction from a checklist or the all encompassing power of "Captains Authority". Of course if a Captain orders a C.B. to be reset he will shoulder all responsibility if something happens as a result of the C.B. being reset.

When ready for T/O the crew begins to act as if they are in the real aircraft and the Instructor becomes ATC issuing all clearance and ATC functions.

Under normal circumstance the first T/O is made without any failures to allow the crew to adjust to the fake feel of the simulator from the real aircraft. No simulator flies like the real aircraft; but they are close enough that after a few minutes it is a close approximation of the real thing. Of course--Instrument flying is all gauge interpretations and orientation to navigational aids so true "feedback" of the controls and response is somewhat a secondary function to procedure in the simulator.

Once airborne a few air work maneuvers are the first items to be accomplished. Typical maneuver are 180 deg. reversing steep turns followed by a stall series and recovery from the T/O, Landing and clean configuration during a turn.

Upon their completion a systems failure is usually introduced that calls for crew co-ordination, decision making, and a return to the nearest airport with an approach to landing. Some of the more common failure are a Hydraulic System, Fuel contamination, Engine Fire Indication, or Electrical Fault.

The checklist is ran by the Flight Engineer with the cooperation of the Captain while the First Officer flies the aircraft. When the checklist is completed the appropriate approach is briefed and flown by the designated "Flying Pilot". This can be done one of two ways: The Captain flies the approach and continues to landing (or go-around) while the F/O monitors OR as a "Monitored Approach" where the F/O flies (and makes the go-around) and the Captain makes the landing when the runway environment is in sight.

Once the first landing is complete the real fun begins.

The aircraft is "snapshoted" to the end of the runway. Only the final items of the checklist are read and anything can and does happen. Rejected T/O, V1 cuts, Fire Bells, Dual engine failure.

In the air emergencies happen as fast as they are cleared up. Crew co-ordination becomes a must and the approaches are shot to the most severe conditions. The two most challenging are the Dual Engine Failure and CATIII Operations.

On the 727 the most severe Emergency is the Dual Engine Failure of engine #1 and #2 because the engine driven hydraulic pumps are attached to these engines. A good front end crew co-ordinates with the F/E very quickly upon a "second engine" failure and gives him time to secure a fuel dump, download electrical items, use the electrical pump to extend the Leading Edge Flaps, and hand crank all three gear. This means one thing: KEEP THE AIRPLANE FLYING WHILE GIVING HIM TIME WHILE NOT GETTING FAR FROM THE AIRPORT.

As you can imagine--there are several trade off in this contradiction of responsibility.

Usually checklist are not completed and only essential items are completed in order to get the aircraft on the ground as quickly as possible. The Capt. and F/O have to concentrate on the runway because once the landing gear and L.E.D are extended Go-Around is impossible; therefore the F/E is somewhat left to himself to scramble through the items he must complete for a safe landing.

Although less task oriented a CATIII approach is also a very intensive operation. The F/O flies the aircraft while the Capt. is the monitor to just above Alert Height where he takes control of the aircraft as it autolands. While doing this there are several parameters which must be watched at all times such as HEADING, AIRSPEED, LOC, G/S, VERTICAL SPEED, GPWS WARNINGS, FLARE SIGNAL, Ect....

Any one out of limits is a GO AROUND. CATIII must be shot by the AUTOPILOT and require a FLIGHT DIRECTOR. In very low visibility reaction time close to the ground is minimal so very high states of awareness is required. At touchdown the A/P is clicked off and the Capt. manually guides the aircraft down the runway and applies Thrust reverse and brakes.


These are some of the typical scenarios that are part of every simulator Training program. It is done until the crew progress to the checkride and are released to I.O.E. (Initial Operating Experience).