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Welcome Aviators
Contents
Sections 01 - 12
Thank you for purchasing the 737NGX training from Angle of Attack. We appreciate your support and hope you enjoy this product!
The Aircraft
The Training
Pg-03
Pg-04
Aircraft Lighting
Caution and Warning
Pg-06
Pg-07
Emergency Equipment
Fire Protection
Pg-08
Pg-09
Ice and Rain Protection
GPWS
Pg-10
Pg-11
TCAS
Engines
Pg-12
Pg-14
Auxilary Power Unit
Hydraulics
Pg-15
Pg-17
01
Contents
Sections 13-21
You can either click on the section you wish to explore, or navigate to the page via Adobe Reader.
HDG
350
Primary Flight Control
Secondary Flight Control
Pg-18
Pg-19
Landing Gear and Brakes
Bleed Air
Pg-20
Pg-22
Air Conditioning
Pressurization
Pg-23
Pg-24
Fuel System
Electrical System
Pg-26
Pg-28
Autoflight
FMS
Pg-30
Pg-31
Instruments
The Groundwork Team
Pg-32
Pg-33
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Info The Aircraft
737 Next Generation
T
he 737 family has been in production since the 1960s and is the most successful commercial aeroplane to date in terms of sales, selling over 7000 units. Although there are plenty of classic variants in circulation, today you’re more likely to see a 737 Next Generation flying overhead. The 737NG includes the -600, -700, -800 and -900 variants, all of which have different flight dynamics but share a very similar flight deck. All of these variants have been faithfully reproduced by PMDG, right down to the location of screws. During groundwork and flightwork we’ll be focusing on the 737-800.
Did you know that the 737 series is so popular across the globe that one takes off every 5.3 seconds? The aircraft has around 367,000 parts and 36.6 miles of wire!
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Info The Training
Our Philosophy
O
ur philosophy at Angle of Attack regarding commercial jets is to produce accurate video training to allow you to avoid reading the confusing FCOM. Even if you have read the FCOM our videos will still augment your knowledge of the aircraft and teach you to fly it like a professional. We don’t just offer the videos in this training package, but also provide you with illustrated handouts and transcripts to
help you learn these complex topics. These can easily be downloaded from each video’s webpage. Additionally, we have an amazing community of likeminded virtual pilots, some of which are new to the aviation world, while others are aviation veterans. Please check out the forums for more information on getting involved within the AoA community.
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Groundwork Safety
01 Safety
Lighting VIEW
T
he 737NG plays host to an impressive collection of lights. Each type of light, whether located internally or externally, is designed for a specific task. The main purposes of lighting on any aircraft is to improve your visibility and to improve other pilots’ awareness of your presence. EXERCISE: After watching the This lesson will discuss each type of light lesson, write down each type of in detail: what they’re used for and aircraft light, what it represents and why, when specifically to use them, when to use it during a flight. how to control them and where they’re located on the aircraft. We also cover some of the technical specifications and limitations.
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02 Safety
Caution & Warning VIEW
T
his system is responsible for alerting pilots to existing or potential issues with the aircraft. When you first enter the flight deck you may notice several amber lights illuminated - a message from the caution and warning system that the aircraft is not configured for flight.
caution and warning system. Throughout the lesson you will be shown a number of other components in this system. QUESTION: In what situations would you expect to see a blue light? QUESTION: Which six systems does the PSEU control?
Aircraft configuration warnings are only one aspect of the
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03 Safety
Emergency Equipement VIEW
G
enerally this necessary equipment is the last thing pilots want to have to deploy, but sometimes a dire situation will arise and this equipment can be the lifesaving solution. You’re going to learn about oxygen, lighting and emergency egress.
equipment discussed in this lesson is actually simulated it’s still good knowledge to obtain.
While none of the
EXERCISE: Perform the oxygen mask system check in the simulator. QUESTION: What is located in the flight deck to help pilots escape?
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04 Safety
Fire Protection VIEW
A
nother system which pilots hope they never have to use but appreciate its availability is the fire protection system. Fire can get out of control very quickly, an incredibly dangerous concept in a narrow sealed tube full of fuel, flammable seats and people. So it’s just as well that all commercial aircraft have dedicated equipment to prevent and extinguish fires.
Engine fire is the first example of aircraft fire that comes to mind, however it’s not just the engines that are a fire threat - a few other areas of the aircraft are hazardous too.
EXERCISE: Set up a few fire failures in the simulator and practice the fire extinguishing procedures. QUESTION: What happens when you pull an engine fire handle out?
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05 Safety
Ice & Rain Protection VIEW
I
ce and Rain can become problematic to pilots if not either prevented or dealt with quickly. Ice has the potential to change the shape of the wings thus disrupting airflow, reducing lift and increasing drag. Rain may reduce visibility during final approach and ground operations.
The 737 is supplemented with a variety of different systems which very efficiently solve the issues caused by precipitation. This lesson cites all the ice and rain protection provided by the 737.
QUESTION: Which system is used to prevent ice build-up on the wings, and which is used to remove ice from the wings?
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06 Safety
GPWS VIEW
W
hen flying at cruising altitude the ground is not a major cause for concern. However when you’re flying a difficult approach, surrounded by mountains at night in low visibility and becoming disorientated, the ground proximity warning system can be life-saving. Even if it’s a clear day this system increases pilot awareness dramatically, and is also responsible for the altitude callouts on final approach.
EXERCISE: Practice using the terrain display and other functions of the GPWS in a mountainous airport, for example Mariscal Sucre International Airport in Quito, Ecuador (ICAO: SEQU). QUESTION: What does a solid amber area on the terrain display mean?
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07 Safety
TCAS VIEW
I
f you’re flying online or with AI traffic in the simulator then, like in the real world, you’re not the only plane in the sky. The traffic collision avoidance system detects other aircraft around you and advises you on the best course of action to avoid a collision.
QUESTION: What oral alert is associated with a filled amber circle on the navigation display? QUESTION: What should you do if you hear the “monitor vertical speed” advisory?
This system increases your awareness of other aircraft by displaying traffic on the navigation display, but will also audibly and visually alert you if the potential for collision arises.
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Groundwork Engines & APU
08 Engines & APU
Engines VIEW
E
ngines are the heart of any aeroplane and the 737NG is no exception. Powered by the two sturdy CFM56 type 7B engines, these not only allow the aircraft to be able to stay airborne but also generate both electrical and pneumatic power.
EXERCISE: Start up the engines in the simulator and practice good instrument cross-checking to ensure a safe start is achieved. QUESTION: What occurs between the engine oil and fuel, and why?
This lesson will take a look at how the 737NG’s engine components work together efficiently and how you as the pilot control them.
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09 Engines & APU
Auxilary Power Unit VIEW
I
t wouldn’t make any sense to have the engines constantly burning expensive fuel on the ground, so the 737 has a smaller and cost efficient engine at the back called the auxiliary power unit. This is an alternate source for electrical and pneumatic power. Unless ground power and air are available the 737 wouldn’t be able to start up without the APU, furthermore battery power provides limited systems in the flight deck and only for a limited time. This lesson will
explain the duties of this hidden third engine.
EXERCISE: Start up and shutdown the APU in the simulator. QUESTION: How long should the APU have run before you use it as a bleed air source?
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Groundwork Controls
10 Controls
Hydraulics VIEW
H
ydraulics are used to move control surfaces and various other components on the 737NG. Without hydraulics the pilots would have to use their own strength to move the control surfaces - not exactly a safe practice on a commercial jet.
Because the hydraulics system is so important it has several redundancies, including three separate hydraulic fluid systems. Check out this lesson to learn about the complicated hydraulic setup on the 737.
QUESTION: How does the power transfer unit work? Is it the same as in other aircraft, for example the Airbus A320? EXERCISE: In the simulator move different control surfaces then refer to the hydraulic schematic on page 9-15 of the handout.
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11 Controls
Primary Flight Controls VIEW
N
ow that you have an understanding of the hydraulics system, you will have an easier time learning about the flight controls. The primary flight controls are the means in which you can directly control the attitude of the aircraft.
QUESTION: What are the primary flight controls? QUESTION: How can you control the elevator trim?
During this lesson you will learn how each control surface is commanded from the flight deck and how these commands are relayed to the actual control surface.
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12 Controls
Secondary Flight Controls VIEW
S
econdary flight controls are used to augment the performance of the aircraft when necessary; they include flaps, slats and spoilers. Approach and landing are both scenarios
where you would use secondary flight controls to alter the wings’ capabilities. Because the secondary flight controls are only meant for certain phases of flight, there are protection mechanisms in place to prevent the pilots from damaging the aircraft structure should they exceed the operational threshold.
QUESTION: Exceeding what airspeed causes flaps to retract from 30 to 25? EXERCISE: Use the simulator to fly around with different flap settings to see how the aircraft performance is affected.
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13 Controls
Landing Gear & Brakes VIEW
L
anding gear, as the name suggests, is required to perform a safe landing. The wheels are fitted with brakes which, when used in conjunction with reverse thrust and ground spoilers, provide rapid deceleration during rollout.
The landing gear is also used for ground movement; the nose gear is capable of turning to provide adequate steering. Additionally the aircraft is fitted with a parking brake to stop the aircraft from moving whilst it’s stationary.
QUESTION: If autobrakes are set to 3, what is the deceleration rate in ft/s2? EXERCISE: Taxi around an airport using brakes and nose wheel steering correctly.
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Groundwork Air
14 Air
Bleed Air VIEW
B
leed air is very hot compressed pressurized air taken from the engines and directed to systems that require pneumatic power. You have learnt about some of these systems already, so learning about the bleed air system may create some links in your mind. This lesson will cover the entire bleed air system, from the various sources available to the distribution and application of it.
QUESTION: From which stages of the engines’ high pressure compressors is bleed air extracted? QUESTION: What is the pneumatic manifold?
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15 Air
Air Conditioning VIEW
A
ir conditioning is used to control environmental conditions aboard the 737, not just for people but also for electrical equipment. At high altitudes fresh cool air requires a complicated process to generate: for that reason only the flight deck is fed 100% fresh air. The cabin uses a mixture of fresh and recirculated air.
QUESTION: What exactly is trim air and why is it necessary?
This lesson will teach you about the process which the aircraft goes through to control the onboard atmosphere and the components involved with it. It might not work how you think it does!
QUESTION: Why is cabin air recirculated?
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16 Air
Pressurization VIEW
W
e as humans need the air to be filled with a certain amount of oxygen in order to survive. As you will see we can breathe comfortably up to a certain altitude, but the 737’s cruising window of 30-40 thousand feet is not survivable.
Luckily the 737’s cabin is pressurized to a much lower altitude. This lesson will go over some background knowledge and provide an in-depth review of the system itself.
QUESTION: What is rapid decompression? QUESTION: What is hypoxia?
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Groundwork Fuel
17 Fuel
Fuel System VIEW
F
uel is the limited resource that keeps the show running. Without it the engines would starve, causing the 737 to slowly glide back down to the ground. The 737 has tanks to store fuel, and a means to get the fuel from the tanks to the engines. Obviously the fuel system is vital, so the engineers built in system redundancy to mitigate the effects of failures. This lesson will teach you the ins and outs of the fuel system.
QUESTION: What is the total capacity of the 737’s fuel tanks? QUESTION: Why is it important to fill the wing tanks before the centre tank?
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Groundwork Electrical
18 Electrical
Electrical System VIEW
T
he electrical system is responsible for the distribution of battery and engine generated electrical power to the array of important components on the 737 that require it. This is another system which has built-in redundancy due to its importance.
QUESTION: What does the hot battery bus do?
This lesson will describe sources and distribution throughout the electrical system, which is a very complex topic and this lesson only scratches the surface.
EXERCISE: Switch off the current power source to see an example of the hot battery bus working.
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Groundwork Autoflight
19 Autoflight HDG
350
VIEW
Autoflight System
M
odern airliners have the ability to fly themselves if they’re given the correct information. This system not only relieves the workload of pilots and allows them to focus on other tasks, but also flies more accurately and economically.
It should be stressed that the autoflight system does not replace the pilot, but is merely a tool used to increase efficiency, awareness and safety. The pilot should always be the one making the final decision.
QUESTION: What is the inertial reference system? EXERCISE: Whilst airborne, hand control over to the autopilot and use the modes available on the MCP.
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20 Autoflight
FMS VIEW
T
he flight management system is closely related to the autoflight system, because it dictates the LNAV and VNAV path which the autoflight modes of the same name use. The FMS also offers the pilots a host of other flight information, like estimated time of arrival or remaining fuel on board at a waypoint.
The FMS is programmed via the Control Display Unit (CDU) and can be a fairly daunting topic if you haven’t used one before. During this video we break it down and make it easier to process.
QUESTION: What do the line select keys do? EXERCISE: Explore the FMS via the CDU in the simulator.
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21 Autoflight
Instruments VIEW
T
he 737NG possesses the same instruments as a general aviation aircraft, but they’re not typically displayed in the traditional way. Instead most of the instruments are on the primary flight display, while access to the less essential ones can be found via the navigation display, engine display or systems display.
QUESTION: What do the display electronic units do?
This lesson will discuss all available flight instruments outside of a practical environment, in a more technical manor. During flightwork these instruments will be used extensively.
QUESTION: What modes are available on the navigation display and what do they do?
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Info About us
The Groundwork Team
O
ur team has grown a lot during the development of the 737 project. Here (in no particular order) is a list of the people who have been involved: Chris Palmer (01/11 - end) Duties: CEO / Owner, Project Planning, FSX Video Footage, Scripts (2) Location: Alaska, USA. Nick Collet (01/11 - 03/12) Duties: Project Planning, Scripts (8), Storyboards, FSX Footage, Voice Over Location: London, UK. Roshan Bhojwani (02/12 - end) Duties: Scripts (10) Location: London, UK AND Santiago, Chile. Charlie Reed (05/11 - end) Duties: Scripts (1) Location: Farnham, UK.
James Crowther (12/11 - end) Duties: Storyboards, Handouts Location: Birmingham, UK. Henry Wallace (01/11 - end) Duties: Project Planning, Illustrations Location: Ontario, Canada. Jonathan Hanst (03-12 - end) Duties: Voice Over Location: Colorado, USA. Kevin Baker (08/11 - end) Duties: Audio Editing Location: Michigan, USA. Robert Hoisan (01/12 - end) Duties: Video Editing Location: Bucharest, Romania. Dan Edgley (02/12 - end) Duties: Project Managment Location: Michigan, USA. Thomas Crowell (09/11 - end) Duties: Customer Support Location: Georgia, USA
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