Course Schedule three Assessment Scenarios Discussion Groups. Course Schedule three Assessment Scenarios Discussion Groups. Assessment Example 1. During an PPC in the simulator, the PNF (Captain) is programming the FMS at the F/O's request. He makes an error which
Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author.While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server.
During an PPC in the simulator,
the PNF (Captain) is programming the FMS
at the F/O's request. He makes an error which
results in the aircraft intercepting the wrong
approach and flying it to minimums.
During an engine-out NDB approach the MDA is
maintained accurately but the tracking is +/- 8 degrees with constant correction. The runway is sighted at the appropriate time however considerable manoeuvering is required to line up. At 200 ft 30 degrees of bank is used and the flight lands successfully.
An engine is failed on T/O, the initial heading loss is 35 degrees before the PF is able to control the a/c. The flight proceeds on this heading at low altitude for 3 miles before returning to runway heading when the SID states runway heading.
The initial heading loss is 35 degrees
but an immediate correction is made.
A flight is entering into the terminal
area under the radar vectors at 8,000 ft.
The landing runway on ATIS is ILS 07. A radio failure occurs. The pilot proceeds direct to the "O" NDB while descending to 4,000 ft. After the NDB a full procedure approach is completed to successful landing.
A turbo-prop is cleared to hold at 12,000 ft.
Crossing the holding fix at 175 knots, the
candidate completes an offset instead of a
As in the example above, but a jet flight
crosses the holding fix at 300 knots.
During an airborne electrical problem the PNF, while completing the emergency checklist calls left generator off and turns off the right generator by mistake. The PF did not confirm the action.
During a missed approach single
pilot IFR the pilot misreads the
altimeter and levels off at 1,000 ft
instead of 2,000 ft. the pilot realizes
the mistake after about 20 seconds
and climbs to 2,000 ft as cleared.
During a full procedure NDB approach the
pilot descends out of procedure turn
altitude to beacon crossing altitude
inbound with the needle still indicating
20 degrees off the inbound track.
During the pre-flight checks the VOT
check is carried out but the pilot does
not notice that the VORs are 6 degrees
off the test radial.
During an PPC with two inspectors on
board ( one is monitoring) a C172 on a turbulent summer day,
the candidate maintains 100-150 ft. low
periodically during first half of test. During
second half, altitude control is excellent.
The candidate is cleared to 4,000 ft on initial departure. The candidate climbs inadvertently to 4,500 before realizing the error. The pilot immediately begins a descent to 4,000 ft. and advises ATC.
While holding at the VOR at 6,000 ft in
IMC a total comm failure occurs. At the EAT the pilot exits the VOR on the published transition to the ILS 06L and begins descent to 1500 ft. carries out the full procedure approach and lands.
During an PPC the candidate, while
busy doing checks, is about to taxi the
aircraft into another aircraft after successful
completion of the airborne portion of the test. The check pilot has to take action to avoid collision.
During an RTO for a take-off warning horn in a Sim PPC at RVR 600, the pilot stops successfully on the runway but does not advise the pax or FAs what to do.
For a similar RTO for a wheel well fire the pilot
does not provide guidance to the back end.
During an engine failure after T/O the
airspeed is allowed to bleed back below the
recommended engine out speed halfway to
VMCA before aggressive corrective action
When carrying out a turning, landing
configuration stall during a PPC,
the pilot allows the aircraft to lose 500 ft.
before a climb initiated. All other
segments of the PPC are well flown.
While flying an NDB approach the pilot is
slow commencing descent at the FAF and
requires 1000-1500 fpm to make MDA.
MDA is reached late so that a 1000 fpm
descent is required to make the runway,
with landing made one-third down the runway.
While on a line check in descent to an airport,
the pilot is given an altitude restriction of 8,000 ft. at a fix. The pilot realizes the aircraft is too high and increases airspeed. The pilot maintains 280 KTS to 8,000 ft and makes the restriction.
In the same scenario, the pilot slows to 250 KTS at 10,000 ft and is still at 10,000 ft when the aircraft crosses the fix.