Nearly every scenarios in your airline’s Quick Reference Handbook can be built. That includes evacuation, explosive decompression, engine-out with special climbout instructions, and much more.
Response is improved through practice. We know this from ASAP data, research, sports, and years of educational experience. Practice is key. Practicing both decision and execution trees is especially important for time-critical scenarios that pilots may only get one chance to do correctly.
We provide that opportunity in three levels: Learn, Practice, and Test.
Pilots are first guided through a scenario where they get guidance on each required control in the correct order. In Practice mode, they get the guidance but must respond in real-time. And finally, in Test mode, the pilot must respond with the correct decision and actions in real time.
Pilots don’t have to worry about it being a jeopardy event because it can be made to only transmit that the pilot has completed the requirements.
Success is measured according to company and FAA standards.
Have the checklist done so that Autothrottles are armed, Antiskid is RTO, flaps are at 5, speedbrakes down, and release the parking brake. Advance thrust levers partway and touch “TOGA” so they increase to takeoff power.
Appropriate callouts are heard.
At some point, between 50 knots and Vr, one of several possible occurrences force a decision. It may be an open window, blown tire, engine fire, windshear warning, or others. The correct response depends on stimulus. An engine fire before V1 warrants a reject. Having a window open requires continuing unless speed is below 80 knots. But if the pilot does then reject, he must do so in the correct order and within time limits.
From high altitude cruise, there are several possible indications to which the pilot must deploy the oxygen mask by swiping up on it.
For the emergency descent portion (if performed), descent rate depends on pilot action. The pilot will start the descent by either pushing the Level Change button, pushing forward on the yoke, or setting vertical speed. He then drags the throttles to idle and deploys the speedbrakes. Tapping the yoke-mounted microphone switch calls ATC. The “Level Change” button is active.
This will start in one of two conditions, flaps up or flaps 5. Trim sounds, and visible motion will be slow at flaps up and faster at flaps 5 using sound recordings from each of these conditions.
Whether the runaway continues depends on pilot action and random variables, forcing pilots to vary their reaction in response to what happens. As the trim runs, after about 3 seconds the screen starts flashing “[yoke pressure increasing]”