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Preparation
A certain amount of anxiety is normal prior to “getting into the box” and demonstrating your proficiency for two intense hours of normal, abnormal, and emergency maneuvers.  This is anticipated by the check airman and the progression of the simulator period is designed to allow you time to settle down to the normal business of flying prior to operating in abnormal to emergency configurations.  Preparation is a key element of your success during the evaluation.  Prepare yourself to be busy.  Unlike line flying, your reward for conducting an excellent instrument approach and landing in the first phase of the period will be to conduct several more approaches with malfunctioning systems or an inoperative engine.  You should expect and prepare for an oral examination during the briefing.  You will be expected to have the most current Flight Manual revisions posted.  As a current and qualified flight crewmember, you are responsible for all the data contained in the MD-80 Flight Manual in Section 1, the Immediate Actions items in Section 2, a working knowledge of the engine start abnormals in Section 3 and, with minor/random deviations, you should be able to operate the aircraft using the checklist and procedures shown in Section 4.  Anything else can be referenced for you during the evaluation by the non-flying pilot.
You can expect to operate the aircraft in winter conditions for a minimum of one takeoff and landing.  You can expect to operate in weather conditions and actually encounter a windshear/microburst on either a takeoff or approach. You will be put in conditions that will require a decision on the use of alternate airports for departure and/or arrival.  You will be expected to use and comply with the Minimum Equipment List if any preflight or system failures occur.  You can expect the traditional steep turns and stalls.  You can expect the traditional steep turns and stalls.  Please ask questions on the rarely performed maneuvers during the briefing.
Equipment Required
Proficiency Checks and Recurrent Training
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Flight Manual:  Sections 1-5 with most current revisions incorporated.

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JEPPS Manuals:  All pages for IAH, CLE, EWR, LAX & SFO. Initial, Transition, Differences and Upgrade Training

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Flight Manual:  Complete Flight Manual (Section Intro through 18) as well as any active Training Bulletins.

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Operations Manual:  Complete OPS Manual.

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JEPPS Manuals:  Full set. LOFT Training

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A complete flight kit as would be carried on a normal trip. Day 1 Training

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Operations Manual:  Complete OPS Manual. Day 2 Training

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Flight Manual:  Complete Flight Manual (Section Intro through 18) as well as any active Training Bulletins.

Maneuvers
Non-Precision Approaches
Depending on your bid line, you may not have conducted a non-precision approach since your last PC.  Take the time to review the non-precision approaches.  Your approach briefing is the key to planning the deceleration, configuration changes, descent rates, flight guidance management, timing (if required), and missed approach procedures.  Make sure that both pilots agree on the configuration, speeds, descent points, altitude restrictions, cockpit management, altitude callouts, and missed approach procedures.  Don’t allow:
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Premature descents.

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Descents without final approach course guidance.

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Excessive speed due to incorrect configuration.

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Failure to monitor and adjust descent rate as required to arrive at the DDA at the VDP.

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Incorrect or non-standard altitude callouts by the non-flying pilot.

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Failure to cross reference DFGS programming with the FMA display resulting in altitude busts.

Note: Two Non-Precision approaches are required on a PC/RT.   One will be handflown (Autopilot off) using the Flight Guidance/Flight Director.

Missed Approach
The average airline crew makes very few real world missed approaches. Review the procedural steps and flight guidance annunciations presented in this flight manual, and missed approach navigation/instructions shown on the Jeppesen plates.
Thorough preparation, review, and study prior to the PC/RT, can prevent the following from happening to you:
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Executing the missed approach procedures in the wrong sequence.

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Failure to use the TOGA mode resulting in incorrect pitch attitudes and partial power application.

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Autothrottle mismanagement and airspeed problems resulting from the failure to re-engage autothrottles or reset speed bug to desired speed.

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Misunderstanding of the exact location of missed approach point.
　
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