When I was first hired at Express One back in '99, I was based in Dallas on reserve and lived 3 miles away from the sim... you can guess who got called to sit support - I have 183 hours in that d*mn sim.
From that standpoint, I would recommend ANYONE who hasn't flown a Boeing sim before to get the prep - it doesn't have any control "feel" like a smaller airplane or a newer one with "artificial feel" like the CRJ, just a 20-pound centering cam that feels the same to turn, pull, or push regardless of airspeed and that's takes a bit of getting used to, plus the power reacts slowly and takes a little getting used to as well.
I dug out my old cheat sheet I used to give guys who were having a hard time getting the pitch and power right (note, some of their procedures may differ slightly but the pitch and power settings won't change from sim to sim).
Takeoff:
Rotate to 15 degrees, climb to whatever they tell you cleanup altitude is (3,000 feet was ours), call "Flaps 5, Climb Thrust" and reduce the pitch to 10 deg. Accelerating through 180 kts call "Flaps 2", acc through 190 kts call Flaps up, After Takeoff Checklist. Climb to 10,000' at 250 kts.
Level Flight: 250 KIAS, 2500 PPH Fuel Flow per engine, 4 - 5 deg pitch attitude.
Climb/Descent: Change in fuel flow = rate of climb/descent. If you want to descend 500 fpm, reduce fuel flow from 2500 pph to 2000 pph per engine and so on. Ignore the N1, N2, or EPR gauges for the most part.
This is important: Lead your level-off in climbs and descents by 2,000 feet. Don't be climbing more than 1,000 fpm inside 1,000 feet of your target altitude because she doesn't react quickly to control inputs and unless you've flown big airplanes before, it will take more control input than you think. Also, lead your power changes, especially when leveling off in a descent and adding power - these engines take a few seconds to spool up - I usually add a bit of power 1,000' before leving off in the descent to start them spooling up and lower my rate of descent but again, that's just a technique.
Steep Turns: Remember, in just about any swept-wing jet, the same pitch attitude that holds level flight will also hold your altitude during a steep turn as long as airspeed remains constant (I won't get into why or how that relates to AOA here). Don't do three things at once (pitch, power, bank). Set your power to 3700 pph per engine, THEN roll smoothly into your 45 deg bank while
watching your pitch to maintain what you started with, then trim 2 seconds of nose-up trim. (Note: some people tell you not to trim, I like the trim but then again I'm used to it. Try it both ways during your prep and see what you do the best with.)
1. Your ADI is your primary reference instrument. Changing pitch or bank angle will screw you up.
2. Your secondary pitch instrument is your Altimeter. Do NOT watch the VSI for altitude information - on these aircraft it's not a trend instrument, it's an IVSI, that means it will be all over the place as you make minor pitch and bank changes.
3. Your airspeed may require small power adjustments, don't get crazy with the power. Add or subtract 200 pph to fine-tune it.
4. Don't trim for zero elevator input in the turn, it will screw you up in the roll-out, this means you will have to keep some back-pressure throughout the turn... don't hit the gym the night before the sim, 20 pounds for two minutes gets heavy.
15 degrees from your rollout heading, do the same thing you did to enter but in reverse order: give it 2 seconds of nose-down trim, THEN, roll out smoothly, THEN reduce power to 2500 pph. The natural tendency of the sim is to pitch up and climb as you roll out, make sure you watch your ADI and KEEP 5 DEG OF PITCH, this will probably mean you have to PUSH FORWARD as you roll through 10 deg of bank towards level flight.
ILS Approach: (note: if you're vectored at an altitude HIGHER than the lowest published FAF altitude, the distances (DME) from the FAF will change slightly, so just use your head).
Slow to 200 kts as you're being vectored, don't race into it at 250.
Being vectored downwind, Flaps 2, slow to 190.
Approaching the localizer course within 5 miles from the FAF, Flaps 5, slow to 160.
Localizer alive, AND within 3 miles from the FAF, Flaps 15, slow to 150.
Glideslope alive within 1 mile of the FAF, Gear down, Flaps 25, slow to 140.
On Glideslope, Flaps 30, Vref plus factor, Before Landing Checklist. Set power at 3000 pph per engine, descend at approx 700 fpm, target airspeed Normally Vref +5 or 10, target pitch attitude 8-10 deg. Remember, pitch for airspeed, power +/- 200 pph for glideslope.
In the flare, don't make it pretty, just pitch up a little to stop the rate of descent, chop the power, and let it land. If you miss the TDZ, you've blown the ride, so just let it thump on. Unless it has auto-spoilers, you'll have to yank them yourself but I'm sure they'd brief that.
Missed Approach:
Call, "Go Around, Go Around Power, Flaps 15". Pitch up IMMEDIATELY to 15 degrees and add the power towards go-around EPR (one of the only times you'll use EPR, just get it close to that setting, your NFP will fine-tune it 'cause you called for it). When you hear "positive rate", you call "Gear Up". Clean up on the same schedule you were briefed for a normal takeoff. The most important thing here is to pitch up to 15 deg to stop your descent and add the power so you don't get slow.
Holding:
200 kts is pretty much the standard (and the max below 6,000 feet anyway), so just plan on it. If you're not a holding whizkid, MAKE SURE you freshen up on holding entries. It'd be a shame to bust your ride after flying the ride of your life for an improper holding entry. 2000 pph per engine at 7 deg pitch holds 200 kts level very nicely.
In the event you do a non-precision approach, just be fully configured (Gear down flaps 30) 2 miles before the FAF and remember that level flight fully configured is 3700 pph per engine. Descent at 1,000 fpm is 2500 pph per engine.
Notes:
The trim is great, it's noisy, clanky, fun, and will get you into deep kimshee Kemosabe. USE IT SPARINGLY!
Don't get caught up with all the fancy steam gauges. T-scan and power instruments (fuel flow and sometimes EPR) and ignore everything else.
Don't get creative and do exactly what they tell you, even if it's different than your prep. DON'T say, "Well I was told to do it THIS way." Cooperate and graduate, shut up and just do it how they tell you.
Anyone who has taken the sim prep at ATA might be able to share more correct procedural stuff. Maybe "Mustang Man"?
You da' man! Need another beer? p.s. I went to the interview but turned Transmeridian down, drop me a line and I'll let you know why.
Active 727 Sims that I know of:
Flight Safety Boeing STL
Flight Safety Boeing DFW
Flight Safety Boeing TEB
Pan Am Academy MIA
Flight Training International (using United's 727 Sim)
Aero Services MIA
Good Luck!
