FLIGHT CREW DIVISION 919

B787 RECURRENT
TRAINING AND CHECKING
(FFS 2A/B)

PILOT’S NAME: ………………………………………………….

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(For approval)

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LIST OF EFFECTIVE PAGES

Section Pages Issue No. Revision No. Effective Date

Document control pages 01-03 00 20 MAR 19

FFS 2A 04-05 00 20 MAR 19

FFS 2B 06-07 00 20 MAR 19

FFS 2A/B INSTRUCTOR’s GUIDE 08-16 00 20 MAR 19

FFS 2A/B QUESTIONNAIRE 17-24 00 20 MAR 19

This simulator recurrent training with issue number 00, revision number 00 is reviewed by Fleet B787 and
approved by Chief Pilot of Flight Crew Division 919.

Prepared by Reviewed & Recommended by Approved by

Date : Date : Date :

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FLIGHT CREW TRAINING PROGRAM 1A FOR DPE ONLY

LIST OF SIGNIFICANT CHANGES

Section List of significant changes

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B787 RECURRENT TRAINING 2017 - FFS 2A

ROUTE

ORIGIN YSSY Rwy 16R

ROUTE DEENA 7 RIC H202 AGETA R340 TASHA A464 TN

DESTINATION VVTS

DESTINATION ALTERNATE VDPP

FLIGHT NUMBER HVN772

AIRCRAFT REGISTRATION VN-A864

WEATHER

YSSY 25015KT 2000 -SHRA SCT006 BKN010 FEW080TCU 22/19 Q1017

VVTS 12010KT 5000 BKN010 30/24 Q1010

NOTAM
YSSY ILS 'IKS' 109.5 RWY 16R ON TEST, DO NOT USE

CLEARANCE: HVN772 cleared to VVTS via DEENA 7, RIC transition, initially FL100, sq 5772

COMMUNICATION: ATIS 118.55, DELIVERY 133.8 , GROUND 126.5, TOWER 120.5, DEP 129.7

PERFORMANCE:

TOW 205.0 FLAPS OPT

FUEL 50.0 CG 23%

ZFW 155.0 WIND 250/15

RESERVES 4.8 ImCLB OPT

CRZ ALT FL360 EO ACCEL HT EFB

COST INDEX 65 ACCEL HT EFB

THR LIMIT THR REDUCTION EFB

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B787 RECURRENT TRAINING 2017 - FFS 2A

1- Safety involved 2-Unacceptable 3-Acceptable 4-Standard 5-Above standard

PILOT 1 – PF 1 2 3 4 5
TIME MEL ITEM: 73-21-01 Electronic Engine Control (EEC) Normal Mode
15’ 1 TRANSIT COCKPIT PREPARATION & CHECKLISTS
2 ENGINE START: NORMAL
TAKEOFF: RTO
3
Reposition WINDSHEAR takeoff
TAKEOFF:
4 [] ENG LIMIT EXCEED R after V1
[] ELEC AC BUS R2
5 APPROACH & LANDING: RNAV-Z (GNSS) RWY 16R

45’ 6 TAKE OFF: [] ENG FAIL after V1

ENG RELIGHT (UNSUCCESSFUL)
7
HUD SYS CAPT
8 APPROACH & LANDING: 1 ENG INOP, RNAV-Z (GNSS) RWY 16R - using IAN

1H00’ 9 TAKEOFF: [] FIRE ENG R after V1 (fire extinguished after second bottle discharged)
APPROACH & LANDING: 1 ENG INOP, AFDS failed, RAW DATA ILS Rwy 16R –
10
Reject Landing and level off at low altitude (1000ft) – RNAV-Z (GNSS) 16R
1H30’ 11 TAXI IN & SHUTDOWN.
PILOT 2 - PF 1 2 3 4 5
MEL ITEM : 29-11-02 Center System Electric Motor-Driven Pump
1H45’ 12 ENG START & TAXI OUT
13 TAKEOFF: RNP 1 / RNAV 1/ RNAV 2 TRAINING
CLIMB:
[] HYD PRESS SYS L+C
14
HUD SYS F/O
Fuel Jettison
15 APPROCH & LANDING: RNAV (GNSS) 16R – G/A - Visual pattern and Land
16 TAXI IN & SHUTDOWN.
RVSM/ RNP4/ RNAV5 TRAINING 1 2 3 4 5
17 PROCEDURE: PREFLIGHT, BEFORE ENTERING RVSM/RNP4/RNAV5 AIRSPACE
18 PROCEDURE: WITHIN RVSM/ RNP4/ RNAV5 MANAGE DEGRADED EQUIPMENT
SPECIAL TRAINING (RKPK/VVCR/VVDN) - IF REQUIRED 1 2 3 4 5
19 TAKE OFF: [] ENG FAIL AFTER V1
20 RKPK VOR 18L/R / VVCR ILS 02 / VVDN VOR 17L/R / YSSY ILS PRM 16R
LVO TRAINING 1 2 3 4 5

3H30’ 21 TAXI LINE UP & TAKEOFF - LVO

22 RADAR VECTOR CAT III APPR BRIEFING & CHECK LIST
REVIEW OF LANDING CAPABILITY, AUTOFLIGHT MODES AND CAT I/II/III VISUAL
23
SEGMENTS/ FAILURE OF GROUND EQUIPMENT
24 MALFUNCTIONS: CONTINUE OR GO AROUND
25 APPROACH BAN ( INSTRUCTOR’S DISCRETION)
26 ENGINE FIRE & EVACUATION EXERCISE
EXTRA TRAINING (IF TIME PERMITS) 1 2 3 4 5

27

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B787 RECURRENT CHECKING 2017 – FFS 2B

1- Safety involved 2-Unacceptable 3-Acceptable 4-Standard 5-Above standard

ROUTE

ORIGIN VVDN Rwy 17L

ROUTE CAHEO 1B DCT PHULU DCT TARBE Q2 BISON

DESTINATION VVNB

DESTINATION ALTERNATE VLVT

FLIGHT NUMBER HVN160

AIRCRAFT REGISTRATION VN-A864

WEATHER

VVDN 08015KT 2000 BR BKN008 30/28 Q1010

VVNB 12010KT 3500 BR BKN010 24/24 Q1010

NOTAM
VVDN

CLEARANCE: HVN160 cleared to VVNB via CAHEO 1B, initially 6000 ft, squawk 5160

COMMUNICATION: GROUND 121.6, TOWER 118.35, APPROACH 120.45

PERFORMANCE:

TOW 173.0 FLAPS OPT

FUEL 13.0 CG 23%

ZFW 160.0 WIND 270/15

RESERVES 7.7 ImCLB OPT

CRZ ALT FL350 EO ACCEL HT EFB

COST INDEX 55 ACCEL HT EFB

THR LIMIT THR REDUCTION EFB

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B787 RECURRENT CHECKING 2017 – FFS 2B

1- Safety involved 2-Unacceptable 3-Acceptable 4-Standard 5-Above standard

PART 1: LOFT ASSESSMENT; MEL:

PF/PM ASSIGNMENT WX INFO ARE EITHER UP TO CREW OR AT THE 1 2 3 4 5
INSTRUCTOR’S DISCRETION DETAILS OF EXERCISES IS KNOWN TO INSTRUCTOR
ONLY AND NOT TO BE PROVIDED TO PILOTS
M 1 TRANSIT COCKPIT PREPARATION & CHECK LISTS
SCENARIOS 1
2 TAKE OFF
3 REPOSITION FL 150 with Speed 325 kt
4 AOA Vane Failure (Both frozen) + STABLIZER L2 Un-commanded motion
5 reduce speed to below 200 kt - APPROACH & LANDING
SCENARIOS 2
2 TAKE OFF
3 REPOSITION FL 11,000 m – RTE B330 before PARAL N4505.3 E09915.3
4 CABIN ALTITUDE - EMERGENCY DESCENT
5 DIVERSION – RETURN TO ZLLL
SCENARIOS 3
2 TAKE OFF
3 REPOSITION FL 350
4 ENG OIL PRESS – ENGINE OIL PUMP FAILURE - DRIFTDOWN
5 DIVERSION – APPROACH & LANDING
PART 2: FLYING SKILL TEST PILOT 1 1 2 3 4 5
MEL ITEM 26-11-01 Engine Fire Detector Element
M 6 ENG START: Abort Engine Start R
M 7 TAXI OUT:
M TAKEOFF: RTO – [] ENG FAIL before V1.
8
reposition to takeoff position - TAKEOFF again
M 9 [] FIRE ENG L – after V1
M APPROACH & LANDING: 1 ENG INOP, MAN, NO F/D, RADAR VECTOR ILS
10
APPR RWY 35R - G/A DUE TO TRAFFIC - VOR Y RWY 17L - LANDING
M 11 TAXI IN & SHUTDOWN
PART 3: FLYING SKILL TEST PILOT 2 1 2 3 4 5
MEL ITEM : 80-11-01 Start Selection Holding/Cutout System
M 12 ENGINE START&TAXI OUT:
M 13 TAKEOFF: [] ENG FAIL R – after V1
M 14 [] ELEC GEN DRIVE L1
M APPROACH & LANDING: 1 ENG INOP, VOR Y 17L - G/A DUE TO LOST VOR
15
SIGNAL - MAN, NO F/D, ILS APPR RWY 35R, LANDING
M 16 TAXI IN & SHUTDOWN.
PART 4: DPE/TRI/LTC/CAPT ON R/H SEAT 1 2 3 4 5
M 17 TAKEOFF: ENG SVR DAMAGE R – after V1
M 18 ENG INOP CLIMB TO 2500FT
M APPROACH & LANDING: 1 ENG INOP, MAN, NO F/D, ILS APPR RWY 35R -
19
G/A/ DUE TO TRAFFIC - VISUAL APPR RWY 35R, FULL STOP LANDING.
F/O ON L/H SEAT 1 2 3 4 5
M 20 REPOSITION FL350
M 21 [] ENG FAIL L – DRIFT DOWN PROCEDURE.
PART 5: ADDITIONAL TRAINING: AT INSTR DISCRETION 1 2 3 4 5
22 Landing in bad WX/ Strong Gusty Crosswinds
23 UNUSUAL ATTITUDE.
24 STALL RECOVERY
25 HIGH ALTITUDE GO-AROUND: CANCEL APPROACH

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FFS 2A/B INSTRUCTOR’S GUIDE

SESSION OVERVIEW AND TRAINING OBJECTIVE

• Several Engine Malfunctions should be analyzed
• RNAV/RNP airspace and Contingency Procedures
• Hydraulic Malfunction and Fuel Jettison Procedure

BRIEFING BEFORE SESSION

• MEL for EEC Normal Mode and Hydraulic Center System EMP
• RNAV/RNP airspace requirements
• RNAV (GNSS) approaches with IAN or LNAV/VNAV
• Rejected Landing and level off at low altitude

SESSION GUIDE 2A PILOT 1

MEL 73-21-01 Electronic Engine Control (EEC) Normal Mode

Interval Installed Required Procedure

C 2 0 (O)

Normal (NORM) mode may be inoperative provided:

1. Autothrottle system operates normally.
2. Turbine case cooling air flow systems operate normally.
3. Both engines are operated in the alternate (ALTN) mode.
4. Appropriate performance adjustments are applied.

OPERATIONS (O)
NOTE: Derated or reduced thrust takeoffs are not allowed.
1. Base performance on EECs operating in alternate mode.
2. Increase flight planning fuel by 1.0%.
3. Set both EEC Mode switches to ALTN.
4. For takeoff, engage autothrottle and arm VNAV.

3. Windshear Takeoff
Note: Takeoff with full rated takeoff thrust is recommended if windshear conditions are suspected, unless
the use of a fixed derate is required to meet a dispatch performance requirement.
• EFB: Use the windshear option for performance calculation.
• For optimum takeoff performance, use flaps 20 for takeoff unless limited by obstacle clearance and/or
climb gradient. Flaps 15, 17, or 18 may be used as a precautionary setting and will provide nearly
equivalent performance to Flaps 20
• Consider increasing VR speed to the performance limited gross 
weight rotation speed, not to exceed
actual gross weight VR+20 knots. Set V speeds for the actual gross weight. Rotate at the adjusted
(higher) rotation speed. 

• Use the longest suitable runway provided it is clear of areas of known windshear 

• Know the all-engine initial climb pitch attitude. 

• Do not exceed the Pitch Limit Indication.
• If conditions are encountered during the takeoff where additional thrust is needed, such as a windshear
condition, the crew should not hesitate to manually advance thrust levers to maximum thrust.

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4. ENG LIMIT EXCEED R after V1

Instructor Panel: Engine - ENG SURGE - Thrust Reduction Required
Cause:
Momentary adverse inlet flow condition entering the compressor and causing no permanent engine damage.
Effect:
Non-recoverable engine surge followed by compressor stall. A loud bang is quickly followed by a muffled bang,
accompanied by motion effects. Each disturbance accompanied by sharp decrease in rotor speeds and fuel
flow. Partial recovery is followed by an engine stall with hung N1, slow N2 response and increasing EGT.
Following the stall, the engine surges again and the cycle repeats. The appropriate messages are displayed.
Throttle reduction to idle clears the effects.
Message:
ENG SURGE L,R (Caution)
ENG LIMIT EXCEED L,R (Caution)
ENG THRUST L,R (Possible)

6. ENG FAIL after V1

Instructor Panel: Engine Fuel and Control - Eng Severe Damage
Cause:
N1 rotor bearing failure.
Effect:
N1 fan rotor seizure with applicable motion effects and sound bang. Increased engine vibration before engine
flames out, runs down below idle speed and the appropriate ENG FAIL indication is displayed after a few
seconds.
Message
ENG FAIL L,R (Caution)

9. FIRE ENG R
Instructor Panel: Fire Protection - FIRE ENG - 2 Bottles - Flameout
Cause:
Ruptured high pressure fuel line.
Effect:
Engine fire accompanied by flameout. The appropriate fire warnings and message are displayed immediately.
When 2 bottles are discharged, the fire is extinguished and the bottle-related messages are displayed.
Message
FIRE ENG R (Warning)
BOTTLE 1,2 DISCH ENG (Advisory)

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10. Rejected Landing and level off at low altitude (1000 ft)
Go-Around after Touchdown FCTM 5.74
If a go-around is initiated before touchdown and touchdown occurs, continue with normal go-around
procedures. The F/D go-around mode will continue to provide go-around guidance commands throughout the
maneuver.
If a go-around is initiated after touchdown but before thrust reverser selection, continue with normal go-around
procedures. As thrust levers are advanced auto speedbrakes retract and autobrakes disarm. The F/D go-
around mode will not be available until go-around is selected after becoming airborne.
Once reverse thrust is initiated following touchdown, a full stop landing must be made. If an engine stays in
reverse, safe flight is not possible.

10. Low Altitude Level Off – Low Gross Weight FCTM 5.73
When accomplishing a low altitude level off following a go-around at a low gross weight, the crew should
consider the following factors:
• if full go-around thrust is used, altitude capture can occur just after the go-around is initiated due to the
proximity of the level off altitude and the high climb rate of the airplane
• the AFDS control laws limit F/D and autopilot pitch commands for passenger comfort
• there may not be enough altitude below the intended level off altitude to complete the normal capture
profile and an overshoot may occur unless crew action is taken.

To prevent an altitude and/or airspeed overshoot, the crew should consider doing one or more of the following:
• use the autothrottle
• push TO/GA switch once to command thrust sufficient for a minimum 2,000 fpm climb rate
• if full go-around thrust is used, reduce to climb thrust earlier than normal
• disconnect the AFDS and complete the level off manually if there is a possibility of an overshoot
• if the autothrottle is not available, be prepared to use manual thrust control as needed to manage
speed and prevent flap overspeed.

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SESSION GUIDE 2A PILOT 2

MEL 29-11-02 Center System Electric Motor-Driven Pump

Interval Installed Required Procedure
C 2 1 (M) (O)
One may be inoperative provided:
1. Inoperative EMP is deactivated.
2. Slat secondary mode is verified to operate normally once each flight day.
3. Flap secondary mode is verified to operate normally once each flight day.
4. Main landing gear priority valve is verified to operate normally once each flight day.
5. Use On-board Performance Tool (OPT) to apply the appropriate take-off performance
penalties.
NOTE: A deactivated center system hydraulic pump will cause the associated center system common motor
start controller to be inoperative. The airplane must also be dispatched using MEL item 24-15-01-02.
OPERATIONS (O)
For one center system EMP inoperative, Use OPT to calculate performance using center system pump
inoperative performance software.
NOTE: With a center hydraulic system electric motor-driven pump inoperative, slower retraction time for the
landing gear may result in the GEAR DISAGREE caution message and GEAR DOOR advisory
message being momentarily displayed until landing gear is fully retracted.

13. RNAV 1 Training

Instructor Panel: Navigation – GPS - FAIL
Cause:
GPS receiver failed.
Effect:
Dual failure : all GPS-dependent functions are unavailable and the GPS and NAV APPROACH GLS advisory
messages are also displayed.
Message:
GPS (Advisory) (Dual failure)
NAV APPROACH GLS (Advisory) (Dual failure)
NO AUTOLAND GLS (Advisory)
GPS L,R (Status)

14. HYD PRESS SYS L+C

Instructor panel: Hydraulic Power – HYD PRESS SYS – Broken Pipe
Cause:
Broken hydraulic line at accumulator outlet which results in external fluid leak.
Effect:
Hydraulic quantity falls rapidly to zero, causing loss of system pressure. The appropriate messages are
displayed after approx. 5-10 seconds.
For Center system, nose wheel steering is inop and the advisory message is displayed.
Flight Deck Effect:
Hydraulic pump overheat indications should be expected if the pumps are allowed to run when no fluid is
available.
Message:
HYD PRESS SYS L+C

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14. HUD SYS

Instructor panel: HUD SYS - Fail
Cause: HUD projector unit internal power supply module failure.
Effect: The affected HUD blanks. The appropriate messages are displayed after approx. 20 secs
Message: HUD SYS CAPT,F/O

14. FUEL JETTISON

Do not jettison fuel at Flaps 30. AFM Certificate P13
If stopping distance is a concern, reduce the landing weight as much as possible. At the captain’s discretion,
consider fuel jettison or reduce weight by holding at low altitude with a high drag configuration (gear down) to
achieve maximum fuel burn-off. FCTM 6.36
Fuel jettison should be considered when situations dictate landing at high gross weights and adequate time is
available to perform the jettison. When fuel jettison is to be accomplished, consider the following:
• ensure adequate weather minimums exist at airport of intended landing
• fuel jettison above 4,000 feet AGL ensures complete fuel evaporation
• downwind drift of fuel may exceed one NM per 1,000 feet of drop
• avoid jettisoning fuel in a holding pattern with other airplanes below FCTM 8.22

RVSM / RNP4 / RNAV5 TRAINING

• Brief RVSM Checklist and minimum equipment requirements

• Brief PBN Checklist, requirements before PBNB airspace entry and in PBN airspace

• Brief RNAV requirements for DME/DME update or GPS update as applicable

• Brief related EICAS messages and procedures to follow

SPECIAL TRAINING if required

VVCR ILS Z RWY 02; RJTT LDA W RWY 22; VVDN VOR Y RWY 17L/R; YSSY ILS/PRM 16R

LVO TRAINING
Seat position: The pilots must realize the importance of eye position during low visibility approaches and
landing. A too-low seat adjustment may greatly reduce the visual segment.
Low visibility takeoff operations, below landing minima, may require a takeoff alternate. When selecting a
takeoff alternate, consideration should be given to unexpected events such as an engine failure or other non-
normal situation that could affect landing minima at the takeoff alternate.
Minimum required RVR for taxi is 75m and for takeoff is 150m.
Failures:
– AUTOPILOT – NO AUTOLAND
– AUTOTHROTTLE – ILS DEVIATION
– ENG FAIL – NO FLARE
– ENG THRUST – NO IDLE
– SPDBRK EXTENDED – NO ROLLOUT
– NO LAND 3 – NO VISUAL CONTACT
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ADVISORY CIRCULAR AC 120-28D

Fail Operational Category III Operations. A Fail Operational System is a system which after failure of any
single component, is capable of completing an approach, flare and touchdown, or approach, flare, touchdown
and rollout by using the remaining operating elements of the Fail Operational system.
The failure effects of single components of the system, airplane or equipment external to the airplane which
could have an effect on touchdown or rollout performance must be considered when evaluating Fail Operational
systems.
Fail Operational systems may be used to touchdown for Category IIIa (e.g., without a rollout system) or
Category IIIb through rollout to a full stop. Use of a fail- operational system to touchdown in conjunction with
a rollout system that is not fail-operational is acceptable as long as a suitable minimum RVR is specified in the
operations specifications, for rollout.

Low Weather Minima - ILS Automatic Landing - Fail-Operational AFM Operational Data/ P5
The autopilot system has been shown to meet the airworthiness, performance and integrity criteria applicable to
Category III as specified in FAA Advisory Circular 120-28D Appendix 3 for a fail-operational automatic landing
system, when coupled to an ILS beam using U.S. Type III ILS facilities and the following criteria satisfied:
Primary Flight Controls in Normal mode LAND 3 annunciated
• Autoland status annunciation displayed for each pilot
• Independent ILS displayed for each pilot: SGL SOURCE APPROACH alerting message not displayed
Independent radio altitude sources displayed for each pilot: SGL SOURCE RAD ALT alerting message not
displayed.

26. EVACUATION
Complete the appropriate recall items and verify the steps using QRH before executing passenger evacuation.

CAPTAIN FIRST OFFICER

Stop the aircraft, set parking brake and announce “COCKPIT
SPEAKING, CABIN CREW TO YOUR STATIONS”
Call for EVACUATION checklist Read EVACUATION checklist
Initiate passenger evacuation by commanding “EVACUATE, Notify ATC nature of emergency, location
EVACUATE!” of airplane and request assistance.
Assist evacuation

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CHECK SESSION GUIDE 1B

FFS CHECK BRIEFING

• Aborted Engine Start
• Engine Failures
• Electrical Failures
• Raw Data ILS

PART 1: LOFT ASSESSMENT

Instructor will brief for LOFT exercise, give ROUTE, PERFORMANCE, WX, NOTAM and MEL as necessary.

PART 2: SKILL TEST PILOT 1

MEL 26-11-01 Engine Fire Detector Element

Interval Installed Required Procedure

C 20 10

6. Aborted Engine Start

Instructor panel: Engine Ignition and Starting – ENG AUTOSTART – Hung Start
Cause:
Compressor stall during start.
Effect:
Engine rpm increases slower than normal and stabilizes prior to reaching idle. Engine start is "hung". The EEC
detects the hung start by monitoring rate of change of N2 speed and EGT.
EEC auto restart logic will be in control, but all start attempts will be "hung". On ground, two attempts are made
before the start is aborted and the appropriate message is displayed. In the air, the EEC will continue the
motor/restart cycle indefinitely.
Message:
ENG AUTOSTART L,R (Caution)

8. RTO
Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping beyond the end of the
runway. Common causes include initiating the RTO after V1 and failure to use maximum stopping capability
(improper procedures/techniques). Effects of improper RTO execution are shown in the diagrams located in the
RTO Execution Operational Margins section of this chapter. The maximum braking effort associated with an
RTO is a more severe level of braking than most pilots experience in normal service. FCTM 3.24

10. Raw Data ILS

Raw data approaches are normally used during training to improve the instrument scan flow. If a raw data
approach is required during normal operations, refer to the DDG or airline equivalent for the possibility of
increased landing minima.
ILS deviation is displayed on the attitude display. The localizer course deviation scale on the attitude display
remains normal scale during the approach and does not change to expanded scale at approximately 5/8 dot, as
happens with F/D and/or autopilot engaged and localizer captured. Continue to crosscheck the map display
against the attitude display raw data. Select VOR to display appropriate pointers on the ND.
The magnetic course/bearing information from the VOR/ADF pointers on the navigation display or the mini-map
may be used to supplement the attitude display localizer deviation indication during initial course interception.
Begin the turn to the inbound localizer heading at the first movement of the localizer pointer.
After course intercept, the track line and read-out on the navigation display may be used to assist in applying
proper drift correction and maintaining desired course. Bank as needed to keep the localizer pointer centered
and the track line over the course line. This method automatically corrects for wind drift with very little reference
to actual heading required.

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Large bank angles are rarely required while tracking inbound on the localizer. Use 5° to 10° of bank angle.
When the glide slope pointer begins to move (glide slope alive), lower the landing gear, extend flaps 20, and
decelerate to flaps 20 speed. Intercepting the glide slope, extend landing flaps and establish the final approach
speed. When established on the glide slope, preset the missed approach altitude in the altitude window. On
final approach, maintain VREF + 5 knots or an appropriate correction for headwind component. Check altitude
crossing the FAF. Begin timing, if required. To stabilize on the final approach speed as early as possible, it is
necessary to exercise precise speed control during the glide slope intercept phase of the approach. The rate of
descent varies with the glide slope angle and ground speed. Expeditious and smooth corrections should be
made based on the ILS course and glide slope indications. Apply corrections at approximately the same rate
and amount as the flight path deviations. FCTM 5.17

PART 3: SKILL TEST PILOT 2

MEL 80-11-01 Start Selection Holding/Cutout System

Interval Installed Required Procedure
C 2 0 (O)

May be inoperative provided alternate start procedures are used.

OPERATIONS (O)
1. Set START selector to START and hold if required.
2. Set START selector to NORM when RUNNING is displayed.

Instructor panel: Engine Ignition and Starting

Cause:
Internal fault within the excitor box. Ignition feedback indicates no voltage downstream of ignitor relay.
Effect:
The next ignitor selected by the EEC for the next start attempt will fail. The EEC detects the failure and the
appropriate message is displayed when the engine fails to light using the affected ignitor and no other start
faults or failures are identified. Engine starts successfully on the other ignitor.
Message:
ENG IGNITOR L1,R1

15. VOR Y Approach 17L

Raw Data (Ground based Navigation aid(s)) Monitoring: SOP 2.7/ P12
During non-localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN,
NDB, RNAV, GPS etc.), although continuous monitoring of raw data during approaches is not required, ground
based navigation aid(s) should be checked for correct navigation no later than final approach.
Checking raw data for correct navigation before commencing the approach may be accomplished by:
• selecting POS and comparing the displayed raw data with the navaid symbols on the map. Example:
The VOR radials and raw DME data should overlay the VOR/DME stations shown on the MAP and the
GPS position symbol should nearly coincide with the tip of the airplane symbol (FMC position).
• displaying the VOR pointers on the map display on the mini-map display and using them to verify your
position relative to the map display.

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PART4: INST/CAPT on R/H SEAT and F/O on L/H SEAT

PIC right seat qualification Part D1 2.14/ P2

Captain’s whose duties also require them to operate in the right-hand seat and carry out duties of a F/O, or
Captain’s required to conduct training from the right hand seat, shall complete additional SIM training and
checking recurrent with their operator proficiency checks to include the following:
• An engine failure during takeoff/landing
• An engine inoperative approach and go-around
• An engine failure in cruise and drift-down, and
• Emergency descent
When operating in the right hand seat, the checks required for operating in the left-hand seat must, in addition,
be valid and current.

F/O left seat qualification Part D1 2.14/ P1

• Emergency descent
• Engine failure in cruise and drift down
One of the two exercises should be carried out alternately every 6 months

Reposition Airwork FL350, ENG FAIL

DRIFTDOWN

PF PM

Select ENG OUT and ACT CRZ page, check speed and cruise altitude then set ENG out CRZ ALT on
MCP. Execute in confirmation with PF.

If applicable turn 90 degree to clear the airway Declare urgency “PAN PAN” three times

Check that MCT is maintained and VNAV engaged

Fly parallel until you determine on the diversion Request clearance for the Drift down altitude and
airport and receive clearance. enter diversion route on the FMC.

Adjust the engine out cruise altitude in the MCP Execute the new cleared CRZ altitude on FMC.
window when ATC Clearance is obtained.

Descend in the VNAV using the VNAV SPD and live Monitor the descent to target altitude.
engine at CON.

Call for the appropriate checklist. Read appropriate checklist.

At the target altitude, maintain MCT and accelerate Monitor speed.

to the engine out LRC speed and maintain.

Note: In case of engine fire during cruise the recall items shall be accomplished immediately.

PART 5: ADDITIONAL TRAINING

ADVERSE WEATHER

Landing in bad weather/ strong crosswind/ gust

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RECURRENT TRAINING – QUESTIONNAIRE 1

PILOT’S NAME:………………………………………..……………………………

MARK:…………….. %

INSTRUCTOR’S NAME:……………………………………………………………

This questionnaire is a part of recurrent training/checking. The pass mark is 80%. Complete answer of
questions consists of the answer itself and reference to the relevant documents. This questionnaire should be
submitted to your DPE before the first training session.

1. Any failure which occurs between start of push-back or taxi and takeoff shall be dealt with as follows:
A. EICAS advisory messages can be ignored after engine start
B. PIC will correct the situation with procedural steps in the non-normal checklist
C. PIC will return to the blocks if a maintenance procedure is specified in the MEL
D. PIC will return to the blocks if an operational procedure is specified in the MEL
REF: FOM 8.6/ P4 or MEL 2.00-01-00.12

2. What controls the de-humidification system located in the crown area of the passenger compartment?
A. Push RECIRC FANS switches to ON.
B. Push ventilation switches to NORM.
C. Push Trim Air switches to ON.
D. Operation is automatic when electrical power is available.
REF: FCOM 2.20.3

3. What is the EICAS indication that the engine anti-ice valve is open?
A. EAI
B. ANTI-ICE
C. ENGINE ANTI-ICE
D. EICAS N1
REF: FCOM 3.20.1

4. What conditions must exist for the SPEEDBRAKE warning to display on the HUD’s?
A. Airplane on the ground, thrust lever not in takeoff position and groundspeed in excess of 85 kt.
B. Airplane on the ground and thrust lever in takeoff position
C. Airplane in flight and the speedbrakes deploy
D. Airplane on the ground and groundspeed less than 85 kt with thrust lever in takeoff position
REF: FCOM 15.20.15

5. What causes the FMC Communication Message ALTN UPLINK to display in the CDU Help Window Title?
A. A route modification has been automatically loaded into the route page 1 and is ready for activation
B. Up to four company preferred alternate airports and associated data are available for preview on the
ALTN page.
C. Alternate airports and associated data has been received but the data is not valid and cannot be
displayed.
D. A company list of 20 airports has been received and is available on the ALTN LIST page 1/2.
REF: FCOM 11.60.15

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6. Which statement about Electrical load management in the 787 is correct?

A. The BPCU provides flight deck control/indication, power transfer functions and overall load
management and protection
B. Occurs only during engine start or with an electrical failure
C. Are galleys first, then utility busses. Utility busses are followed by individual equipment items
D. Consists of load sheds controlled by the Electrical Load Management system
REF: FCOM 6.20.10

7. Delayed engine response due to thrust ramping may be noticed by flight crews during?
A. High altitude flights and low atmospheric pressure
B. Conditions of high altitude and high ambient temperature that necessitate maximum takeoff thrust
C. Conditions of high altitude airports and low outside temperature that necessitate maximum T/O thrust
D. Flights above optimum flight level and increasing ambient temperature
REF: FCOM 7.20.5

8. Which of the following will unlock the engine fire switch?

A. Pushing the lock override button beneath the fire switch
B. A fire signal from the respective engine
C. Placing the fuel cutoff switch to the cutoff position
D. Any of the above
REF: FCOM 7.10.13 / 8.10.2 / 8.20.2

9. With the flaps and slats in the secondary mode, if airspeed exceeds 240 kt with slats fully extended they:
A. Stay extended
B. Autogap to the retracted position
C. Return to the retracted position after the angle of attack decreases
D. Retract to the middle position
REF: FCOM 9.20.24

10. The HUD and the PFD receive flight data:

A. From the same source. Data format and symbology are the same
B. From different source. Data format and symbology may differ
C. From the same source. Data format and symbology may differ
D. From different source. Data format and symbology are the same
REF: FCOM 10.22.1

11. A scratchpad message MAX ALT FLXXX will be displayed:

A. When there is no active flight plan
B. When ambient temperature is higher than OAT in the FMC
C. When engine out drift down is active
D. When entering an altitude above maximum altitude into the FMC
REF: FCOM 11.42.33

12. When What does the FUEL QTY LOW caution EICAS message indicate?
E. The fuel quantity is low in both main tanks
F. The fuel quantity is low in a main tank
G. The fuel quantity is low in all of the fuel tanks. (left, center, right)
H. The predicted fuel at destination is less than the FMC reserves
REF: FCOM 12.20.3

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13. What components are powered by hydraulic?

A. Flight controls, landing gear, slats, flaps, nose gear steering, thrust reversers and main gear brakes
B. Flight controls, landing gear, slats, flaps, nose gear steering, thrust reversers
C. Ailerons, spoilers, rudder, elevator, stabilizer, landing gear, slats, flaps, nose gear steering and thrust
reversers
D. Flight controls, landing gear, slats, flaps, nose gear steering, thrust reversers and main gear steering
REF: FCOM 13.20.1

14. Alternate landing gear extension system uses:

A. Center hydraulic system fluid
B. Left hydraulic system fluid
C. Right hydraulic system fluid
D. Center hydraulic system fluid and a dedicated DC powered electrical hydraulic pump
REF: FCOM 14.20.3

15. EICAS warning CONFIG GEAR is displayed if the airplane is in flight any landing gear not down and locked
and:
A. Either thrust lever is closed and RAD ALT < 800 ft or flap lever in landing position
B. thrust lever is closed and RAD ALT < 1,500 ft and flap lever in landing position
C. thrust lever is closed and RAD ALT < 1,500 ft
D. RAD ALT < 1,500 ft
REF: FCOM 15.20.12

16. Who is allowed to change the radiotelephony call sign to avoid confusion caused by similar RTF call signs?
A. Only ATC unit can request to change the RTF call sign
B. Flight crew members may request and ATC unit may instruct
C. Only the PIC can instruct ATC to change the RTF call sign
D. RTF call signs cannot be changed during flight as this increases confusion
REF: FOM 8.3.17/ P1

17. What is the EDTO diversion speed strategy if an engine has failed over high terrain?
A. 0.85/320 kt
B. LRC
C. Mmo/Vmo
D. Max L/D speed
REF: EDTO 3.1/ P

18. Hydroplaning may occur at touchdown because:

A. The wheels are blocked
B. The autobrake system does not release the brake pressure sufficiently
C. The pilot presses the manual brakes too much
D. The wheels are prevented from spinning
REF: FOM 8.3.8/ P26

19. Cancel the Approach or reject the Landing when:

A. Night time: Vis ≤ 1500 m with TSRA and Crosswind ≥ 10 kt
B. Day time: Vis ≤ 1500 m with TSRA
C. TS (CB) is operating in its mature state within less than 5NM from the landing runway
D. TS (CB) is operating in its mature state within less than 3NM from the landing runway
REF: TSRA – Avoidance Checklist

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20. Arriving at the parking position the taxi speed should be reduced to:
A. 3 m/s last 10m before parking stop
B. 5-6 kt from 10 to 20m before parking stop
C. 7-10 kt over 20m before parking spot
D. 1 kt and reducing in the last 3m
REF: SOP 2.10/ P1

21. During LVO takeoff the landing lights should be:

A. Turned ON at landing gear retraction
B. Turned ON when receiving the takeoff clearance
C. Turned ON when lining up on the runway
D. Turned OFF
REF: SOP 2.4/ P2

22. Are you allowed to make an Autoland at the en-route alternate Aktobe UATT?
A. YES
B. NO
C. Maybe
D. I don’t know
REF: SOP 2.7/ P1

23. On a flight from HAN-LHR you experience a decompression on routing B330 before PARAL and return to
LANZHOU. What is the MOCA between YBL and JTA and the MSA for DJC VOR?
A. FL100 / 10,200 ft
B. FL140 / 12,800 ft
C. 8,200 ft / 13,200 ft
D. 11,600 ft / 14,800 ft
REF: DEPRESS PROC / Jeppesen Chart

24. There are two kind of turns for RNP routes. The turn at a fly-by waypoint and the controlled turn.
For this kind of turn, used on RNP 1 routes, the radius of turn is:
A. 15 NM at and below FL190
B. 15 km at and below FL190
C. 28 NM at and above FL200
D. 28 km at and above FL200
REF: DOC 8168 V1 / II-7-1-1

25. Flight should be conducted to avoid:

A. Thunderstorms, hail activity or visible moisture over storm cells
B. Moderate to heavy rain to the maximum extent possible
C. Hail or sleet to the maximum extent possible
D. All of the above
REF: FCOM SP.16.14

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RECURRENT TRAINING – QUESTIONNAIRE 2

PILOT’S NAME:………………………………………..……………………………

MARK:…………….. %

INSTRUCTOR’S NAME:……………………………………………………………

This questionnaire is a part of recurrent training/checking. The pass mark is 80%. Complete answer of
questions consists of the answer itself and reference to the relevant documents. This questionnaire should be
submitted to your DPE before the first training session.

1. Before takeoff you receive an EICAS SPOILERS advisory message and return to the gate. What do you do
when the flaps do not retract?
A. Recycle the flaps until they retract
B. Check hydraulic pumps and generators are ON
C. Leave the flaps extended
D. Use the alternate flaps system to retract the flaps
REF: QRH 9.48

2. On the ground:
A. Both CACs run when using the APU as power source
B. Both CACs run during cold weather operation
C. Both CACs run when the temperature is above 30˚C
D. Both CACs run when the temperature is above 35˚C
REF: FCOM 2.20.2

3. Automatic ice detection is inhibited on the ground below:

A. 60 kt
B. 75 kt
C. 80 kt
D. 85 kt
REF: FCOM 3.20.1

4. Overspeed protection is available with flaps up in:

A. All flight modes except G/S
B. All flight modes except G/S and G/P
C. All flight modes except G/P
D. All flight modes
REF: FCOM 4.20.25

5. Priority calls placed from the cabin while another priority call is in progress will:
A. Disconnect all other cabin interphone calls
B. Automatically connect as a conference call
C. Be displayed in the call queue and the CABIN CALL memo message will display on EICAS
D. Automatically connect the lower priority cabin interphone calls
REF: FCOM 5.30.2

6. What provides a secondary source of power for the flight controls?

A. Permanent Magnet Alternators
B. Permanent Magnet Generators
C. The 28 Vdc distribution system and main battery
D. The 28 Vac distribution system
REF: FCOM 6.20.5

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7. In the attended mode, which of the following faults will cause the APU to shut down?
A. High EGT
B. Low oil pressure
C. High oil temperature
D. Speed droop
REF: FCOM 7.30.3

8. What fire protection is available for the engines?

A. Fire detection and fire extinguishing
B. Two fire extinguishing bottles. The left bottle is for the left engine and the right bottle is for the right
engine.
C. Smoke detection and fire extinguishing
D. Smoke detection
REF: FCOM 8.20.1

9. When is the slat pregap function available?

A. In the primary and secondary modes when the flap lever is UP and airspeed <240kt
B. In the primary and secondary modes when the flap lever is not UP and airspeed <240kt
C. In the secondary mode when the flap lever is not UP and airspeed <240kt
D. In the primary mode when the flap lever is not UP and airspeed <240kt
REF: FCOM 9.20.24

10. The Speed Trend Vector predicts airspeed to be reached in how many second?
A. In 6 seconds based on current airspeed
B. In 6 seconds based on current acceleration or deceleration
C. In 10 seconds based on current airspeed
D. In 10 seconds based on current acceleration or deceleration
REF: FCOM 10.10.3

11. What happens if two FMCs fail inflight?

A. The third FMC automatically takes over in single FMC configuration. All data is retained, NDs continue
to operate, but LNAV and VNAV is disengaged. Reactivate and execute the flight plan, and reselect
LNAV and VNAV.
B. LNAV and VNAV fail. EICAS advisory message FMC displays. The CDUs supply route data to the NDs,
and one of the CDUs supplies LNAV guidance to the autopilot.
C. The TCPs provide capability to enter a single latitude/longitude waypoint. The TCPs then provide the
heading, distance to go and groundspeed to the entered waypoint.
D. The EICAS advisory message FMC is displayed. There is a loss of PFD mini-map displays, ND map
displays, loss of the CDU pages on the MFD and no LNAV or VNAV operation or guidance.
REF: FCOM 11.32.6

12. If the CROSSFEED switch VALVE light is illuminated, this means:

A. That the crossfeed valve is open
B. That the crossfeed valve is selected open
C. That the crossfeed valve is closed
D. That the crossfeed valve position does not agree with the switch position
REF: FCOM 12.10.2

13. The left and right hydraulic systems each have a demand pump known as an EMP. With the pump selector
in AUTO position, these L and R demand pumps operate under which of the following conditions?
A. Whenever the flaps are extended.
B. During descent from when the gear lever is down and RA is less than 1000 ft until GS is less than 40kt
C. Only when the backup hydraulic power source is required for aircraft configuration change when
directed by a non-normal checklist or supplemental procedure
D. During ground operation and configuration changes while airborne
REF: FCOM 13.20.2
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14. During alternate landing gear extension, the gear doors:

A. Close using hydraulic power from a dedicated DC powered electric hydraulic pump
B. Remain open
C. Close using hydraulic power from the center hydraulic system
D. Close using hydraulic power from the left hydraulic system
REF: FCOM 14.20.3

15. What alerts the flight crew that the airplane is not configured for a normal landing?
A. The EICAS warning message CONFIG GEAR is displayed
B. The EICAS caution message CONFIG is displayed
C. The EICAS warning message CONFIG WARNING SYS is displayed
D. The EICAS warning message TOO LOW GEAR is displayed
REF: FCOM 15.30.2

16. Pilots are required to use headsets and boom microphone for communication with ATC
A. From push back/start until 10,000 ft and from 10,000 ft until engine shutdown
B. From push back/start until 20,000 ft and from 20,000 ft until engine shutdown
C. From push back/start until TOC and from TOC until engine shutdown
D. The use of headsets and boom microphones is at the discretion of the pilot
REF: FOM 8.3.17/ P2

17. The EDTO operational approval value for ENG-INOP speed and reference weight is:
A. LRC speed - 228 t
B. L/D speed - 230 t
C. 0.84/320 - 232 t
D. 0.85/320 - 235 t
REF: EDTO Appendix 1

18. What is the required RFFS category for departure and destination airports, where the number of
movements of the aircraft in the highest category normally using the airport is less than 700 in the busiest
consecutive three month?
A. RFFS 8
B. RFFS 7
C. RFFS 6
D. RFFS 4
REF: FOM 8.1.2/ P3

19. Pilots should avoid weak radar echoes that occur during thunderstorms with which lateral distance:
A. 15,000 ft – 10 NM
B. 20,000 ft – 15 NM
C. 25,000 ft – 10 NM
D. 30,000 ft – 20 NM
REF: FOM 8.3.8/ P9

20. The EO ACCEL HT sent to the FMC:

A. Should be changed to 1000 ft
B. Is not corrected for temperature and barometric setting
C. Should be changed to 1000 ft, except the FMC displayed value is higher
D. Does not guarantee a geographic height of 1000 ft, even if the barometric value is less than 1000 ft
REF: SOP 13.3/ P18

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21. What is the maximum crosswind component when takeoff weather minima are predicated on HUD takeoff
operations?
A. 10 kt
B. 15 kt
C. 20 kt
D. 25 kt
REF: SOP 2.4/ P3

22. Can you perform an Autoland when leading edge devices are not in the proper position?
A. YES
B. NO
C. Maybe
D. I don’t know
REF: FCTM 8.12

23. On a flight from HAN-LHR you experience a decompression on routing B330 before PARAL and return to
Yinchuan ZLIC. What is the MOCA between YBL and YHD on routing W199 and the MSA for YHD VOR?
A. FL148 / 7,400 ft
B. FL138 / 7,600 ft
C. 9,850 ft / 8,860 ft
D. 12,500 ft / 12,400 ft
REF: DEPRESS PROC / Jeppesen Chart

24. There are two kind of turns for RNP routes. The turn at a fly-by waypoint and the controlled turn.
For this kind of turn, used on RNP 1 routes, the radius of turn is:
A. 22.5 NM at and above FL200
B. 22.5 km at and above FL200
C. 41.7 NM at and above FL190
D. 41.7 km at and above FL190
REF: DOC 8168 V1 / II-7-1-1

25. If Go-Around is initiated after touchdown but before thrust reverser selection:
A. The autobrake has to be disarmed by the PM
B. The F/D go-around mode will not be available until go-around is selected after airborne
C. The Speedbrakes will not retract automatically, PF has to retract Speedbrakes manually
D. The thrust lever will automatically move to go-around thrust after TO/GA switch is pushed
REF: FCTM 5.74

Happy Training!

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