A330 LINE PILOT CQT SIMULATOR COMMENTS


URGENT: PLEASE SEND  CQ SIM INTEL ASAP!

 I really need your input on the SPOTS, LOFT, and non-normal events that occurred during your ride so I can construct a new matrix of the scenario events and triggers. Please send me a summary of your experiences in the simulator to:
busdriver@hky.com

This page is a summary of the comments forwarded to me by the line pilots after completing their CQ training event. The material presented is in it's raw form as submitted to me for your review. As the program progresses and changes are implemented, it is vital I receive feedback to update the SPOT and LOFT scenarios.

If you encounter any differences or additions as related to your sim experience, just jot them down in an Email and send it my way: busdriver@hky.com
I'll post it anonymously to share with the group ...
 

Known CQ Scenario Triggers

To be determined from YOUR feedback ...

 
  LINE PILOT FEEDBACK

This is where your comments will be posted ...

 
January 24, 2017 (R9)

Pretty much as advertised, PHL - CLT vis 3/4 mi in phl with clt showing moderate icing below 10000. The APU is on MEL. Have the external air start supplemental normal and crossbleed start supplemental ready. See note about briefing the F/As about waiting to start the IFE until after 2nd eng start. Runway change taxiing out so dont forget to rerun the taxi checklist after the 2nd start. The 3 senarios that im aware of are an IDG will overheat requiring disconnect leaving you on one generator forcing a divert to IAD rwy 19L. Engine anti ice ecam is the next possibility with icing in clt forcing the divert. The one we got was a dual pack overheat that wouldnt reset forcing a highdive into IAD. Whichever fault you get youll wind up in IAD for the ILS 19L. For us the packs fail 1 at a time with a chance to cool as per ecam then reset but it overheated again followed shortly by the second pack overheating. Dont waste time with the ecam other than making sure there's no immediate action or ecam exception. just start down asap or the cabin will hit 10,000 before you can get down and be forced to don the masks. If you don't delay you should be able to reach 10,000 just as the cabin reaches 10. Then take your time after that and address the ecams and followups if any, brief 19L, descent appr chklst and youre back in the green and ready for a non event ILS with weather well above cat 1 mins. The training in the second half was straight forward. Windshear shortly after takeoff. Then one around a thousand feet on approach(both reactive). Bumping Vapp up a few knots as per windshear procedures will help you get out easier. A nose high and one nose low unusual attitude. Then about 20 mins of playing around VFR with the flight path vector with autopilot and autothrottle both off. Works great and was actually fun to practice with.

 
January 14, 2017 (R9)

Paired CA/Seat Filler. Everything as scripted in the CQ Training Guide for Day 1 and 2 in the Sim. During R9, PHL-CLT, APU was on MEL, and when about to level at F310, IDG #1 OIL OVHT, IDE then disconnected IAW ECAM (confirm item). Without the APU, now single generator, declared an emergency and diverted to IAD, RWY 19L, normal landing for the FAs. During RAD, again as scripted, during Automation 1 (hand flying), good exercise using flight path vector (FPV).

 
October 31, 2016

Day 1: Ground School Day is as published in Training Guide. Same comments as June 2nd below: Helpful hints on IPAD usage. How to find things fast, bookmarks, snapshots, WSI loading, wx, layers, etc.
- Pretty much everything else as scripted. Landing performance, very brief systems, FM, etc.
- How to load Greenland diversion entry points, terrain clearance routes in IPAD for day 3 RAD in sim.
- Human factors: review some close calls, accidents, talk about good and bad parts.

Day 2: CAP/FO paired, as published in Training Guide. Also reviewed EVACUATION with the change in how it’s accomplished. Started in SIM in Rio with VAKUB 1A to RNAV Y 28 to missed approach by FO (Configure early on STAR). CAP RNAV Y 28 to landing (SIM had us left of centerline). Moved to CLT for Low Vis T/O to CAT III 36C to Missed Approach (above 1000 AFL, used soft go around). Then vectors to CAT III 36C Landing. RNAV 36C by FO and CAP: 1 to Missed Approach, and 1 to Landing. Spot 6, CAP should assign PF to FO and run the ECAM. Spot 7, CAP remains PF and FO runs ECAM. No loading flight plans except as needed for spots. Wind shear on T/O for FO and windshear on approach for CAP.

Day3: CAP/FO paired. First part check ride (RVA) , but low key and as published in Training Guide. All spots again. All CLT 36C. In pre-brief, checked for updated ipad using App Catalog (Current versions of JetFlightPro, WSI, Holdover Time Ap, and A330 Landing Ap) and reviewed the A330 Landing Ap Abnormal Tab.
- Low vis T/O to clean up.
- Cat III approach 36C, first to missed approach (above 1000 AFL again) then autoland (FO - only thing is Land Green).
- RNAV Y 36C, G/A to cleanup or landing.
- V1 cut for FO, V2 cut for CAP, vectors, Capt does ECAM, hand flown Cat 1 ILS to landing.

Then maneuvers training (RAD).
- Greenland, emergency depress, escape routes. Do what you discussed on day 1. We used the masks (clean with wet wipes before flight). Doing it with the masks (always a pain) did make it obvious that you don’t want to be searching through the iPad looking for the depress routes and fixes after the cabin blows. If you have it loaded in the secondary ahead of time and keep it updated as the flight progresses, it makes it very simple to just activate the secondary and do direct to your escape point when below the tracks.
- ADR failures. Capt PF. Lose ADR1 only. Capt loses info. He gives aircraft to F/O. Turns off ADR1 (push), switches to Capt on #3. Then F/O loses #2. Gives aircraft back to Capt. Does ECAM exception. Then switches to F/O on #3 also.
- Little exercise on takeover pushbuttons.
- CLT VFR Cat 1 ILS to max crosswind landing. Swap PF and do it again. Done

 
June 26, 2016

Note - Cafeteria closed on Sunday for B Session.

Day 1: Ground School Day is as published in Training Guide. Same comments as June 2nd below: Helpful hints on IPAD usage. How to find things fast, bookmarks, snapshots, WSI loading, wx, layers, etc.
- Pretty much everything else as scripted. Landing performance, very brief systems, FM, etc.
- How to load Greenland diversion entry points, terrain clearance routes in IPAD for day 3 in sim.
- Human factors: review some close calls, accidents, talk about good and bad parts.

Day 2: CAP/FO paired, as published in Training Guide. In pre-brief, checked for updated ipad (Current versions of JetFlightPro, WSI, Holdover Time Ap, and A330 Landing Ap) and reviewed the A330 Landing Ap Abnormal Tab. Also reviewed EVACUATION with the change in how it's accomplished. Started in SIM in Rio with VAKUB 1A to RNAV Y 28 (but we actually did RNAV Z 28) to missed approach by FO (Configure early on STAR). CAP RNAV Z 28 to landing (SIM had us left of centerline). Moved to CLT for Low Vis T/O to CAT III 36C to Missed Approach. Then vectors to CAT III 36C Landing. RNAV 36C by FO and CAP: 1 to Missed Approach, and 1 to Landing. Spot 6, CAP should assign PF to FO and run the ECAM. Spot 7, CAP remains PF and FO runs ECAM. No loading flight plans except as needed for spots. Wind shear on T/O for FO and windshear on approach for CAP.

Day3: CAP/FO paired. First part check ride (RVA) , but low key and as published in Training Guide. All spots again. All CLT 36C.
- Low vis T/O to clean up.
- Cat III approach 36C, first to missed approach then autoland (FO - only thing is Land Green).
- RNAV Y 36C, G/A to cleanup or landing.
- V1 cut for FO, V2 cut for CAP, vectors, Capt does ECAM, hand flown Cat 1 ILS to landing.

Then maneuvers training (RAD).
- Greenland, emergency depress, escape routes. Do what you discussed on day 1. We used the masks. Doing it with the masks (always a pain) did make it obvious that you don't want to be searching through the iPad looking for the depress routes and fixes after the cabin blows. If you have it loaded in the secondary ahead of time and keep it updated as the flight progresses, it makes it very simple to just activate the secondary and do direct to your escape point.
- ADR failures. Capt PF. Lose ADR1 only. Capt loses info. He gives aircraft to F/O. Turns off ADR1 (push), switches to Capt on #3. Then F/O loses #2.
Gives aircraft back to Capt. Does ECAM exception. Then switches to F/O on #3 also.
- Little exercise on takeover pushbuttons.
- CLT VFR Cat 1 ILS to max crosswind landing. Swap PF and do it again. Done

 
June 2, 2016

Day 1: Helpful hints on IPAD usage. How to find things fast, bookmarks, snapshots, WSI loading, wx, layers, etc.
- Pretty much everything else as scripted. Landing performance, very brief systems, FM, etc.
- How to load Greenland diversion entry points, terrain clearance routes in IPAD for day 3 in sim.
- Human factors: review some close calls, accidents, talk about good and bad parts.

Day 2: FO/FO pair. Exactly as scripted for two f/o's. Rio and CLT. One guy does all the work in the right seat except for reject, then break and swap seats. No loading flight plans except as needed for spots. Notice some small differences like wind shear on t/o first time vs on approach second time.

Day3: FO/FO pair. First part checkride but more like training. Low threat. All spots again. All CLT 36C. All right seat, then swap and do exactly same again.
- Low vis t/o to clean up.
- Cat III approach, autoland (only thing is Land Green).
- RNAV Y 36C, G/A to cleanup.
- V1 cut, vector around, Capt does ECAM, hand flown Cat 1 ILS to landing. Break, swap seats, do again. Checks done.

Then maneuvers training.
- Greenland, emergency depress, escape routes. Do what you discussed on day 1. Didn't use mask, headsets. Say it only. Better able to communicate and learn what they want you to know. Great.
- ADR failures. Capt PF. Lose ADR1 only. Capt loses info. He gives aircraft to F/O. Turns off ADR1 (push), switches to Capt on #3. Then F/O loses #2. Gives aircraft back to Capt. Does ECAM exception. Then switches to F/O on #3 also.
- Little exercise on takeover pushbuttons.
- CLT VFR Cat 1 ILS to max crosswind landing. Swap seats. Do again. Done.
 
January 14, 2016

All 3 days went as advertised and since we had a B session SIM, we had security on the 2nd day after the SIM. Make sure to review the slides for RTS (day 2 – 1st day in SIM) and R9 for the last day.

On the R9, LOE, we taxied out for runway 9L on the published PHL-FCO leg, but had a runway change to 27L. Everything was normal and out of FL180 he slewed us out to the track west of 50o West, at FL350, talking to Gander Radio. Then our two MCDUs went blank leaving us only the 3rd MCDU on the pedestal. We looked up in the QRH and tried the procedure on page 27, MCDU Locked or Blank without success. Again in the QRH, page 103, ETOPS System Failures and found that proceeding across the ocean was not permitted. We were still in VHF contact, so we reestablished radar contact and got a clearance for a 180. Then we used the SAT phone to call IOC and suggested that since we had a heavy airplane and plenty of fuel that we proceed back to PHL, which is what we did. We were slewed back to PHL for a ILS 27R. That was the end of our LOFT leg. -BREAK- Next we were in Zurich for windshear and EGPWS training. Again, all as scripted in the A330 Training Guide for Continuation Training, Revision 3. Finally, he slewed us out to mid ocean and gave us CARGO SMOKE. We did the checklist and quickly descended below the tracks and began a divert to Lajes and as soon as we were established he slewed us to final for the ILS 15, and we called it a day.

 
October 31, 2015

We had the departure delay scenario in PHL. We taxied on one engine and when we came to a stop I was ready to shut down the other engine when our delay was lifted and we departed. Needed to use engine AI on the climb out but all else was normal. Out of FL180 he slewed us out to the track right a the coast out point at FL350. Then our two MCDUs went blank leaving us only the 3rd MCDU on the pedestal. We looked up in the QRH and found that proceeding across the ocean was not permitted. We were still in VHF contact, so we got a clearance to Gander and a decent. Then we used the SAT phone to call IOC and suggested that since we had a heavy airplane and beaucoup fuel and really little wrong with the jet that we proceed back to PHL, which is what we did. That was the end of our LOFT leg. -BREAK- Next we were in Zurich for windshear and EGPWS training. I got a takeoff reactive windshear at 800 feet and upon recovery we did the EGPWS event, then the F/O got a reactive windshear at about 200 feet on approach. On the miss we flew back out to the mountains and he did his EGPWS. Finally, he slew us out to mid ocean and gave us CARGO SMOKE. We did the checklist and began a divert to Lages and as soon as we were established he put us on the ground and we called it a day.

The Hyatt House is very nice. My room had a kitchette, separate living room with big flat screen, and a real nice bedroom with another flat screen. The only minus I can say is that it is amid a cluster of hotels, but no restaurants aside from eating at the hotels. We walked across Billy Graham Parkway (no sidewalk) and came upon the Sterling Hotel area. We ate a McKoys, a sports bar. Great Shrimp Grits!

 
September 8, 2015

Day 1 in the SIM went as scripted in the CQ Guide and the RTS Briefing Slides on Wings.

Day 2 in the SIM started the R9 Briefing Slides (including the exact the System Evaluation questions from the slides) on Wings. Then we did the LOE 1, KPHL-LIRF, loft leg. Everything was normal and real time during departure, climb, and cruise until after receiving the Oceanic Clearance. Once we were set up for the oceanic portion, we were repositioned to east of 50W. Our event (trigger) for the divert was Cargo Smoke. The Captain worked the QRH while the FO diverted to the nearest suitable airfield (CYYT). While accomplishing the QRH remember that the Cargo Smoke DISCH PBS is a “Confirmed” item. We accomplished the ECAM, then QRH SMOKE AFT/BULK CARGO SMOKE follow-up (page 8), then the QRH Emergency Landing Checklist (inside back cover, page I), and then the Overweight Landing (page 95). After the QRH checklists, remember the normal checklists, then we did a normal uneventful landing.

Next, the RAD portion went as scripted in the CQ Guide and the R9 Briefing Slides.

 
August 22, 2015

First and foremost print off/refer to the QC A330 Training Guide on Wings/Flight Ops/Pilot Training. It gives you an accurate and essentially verbatim overview for your training to include:
1.) an RTS Briefing Guide for the spots on Sim day 1;
2.) the Flight Plan, TPS, Closeout, and Weather for your RLE (think LOFT) on Sim day 2;
3.) the spots for your Advanced Training (RAD) on Sim day 2, as well as slides on a few, but not all, SPV questions. The big difference from years past is that there is only one loft leg, the “RLE”, on Sim day 2.

Day 1. Ground School starts at 9:15. After the classroom Systems review plan to head downstairs for doors and security training. This was followed by a Human Factors discussion upstairs that involved a frank discussion of industry accidents and events. This was not a snooze but actually worthwhile. Our Systems instructor was excellent. He had a simple presentation on Remote Tuning (OM2 15.2.2 RMP) which came up during our RAD diversion scenario on Sim day 2 for a FM 1&2 Failure. Unless you’re totally up to speed on it, you might consider a short discussion of “Back Up NAV” (ref “NAV B/UP” on “MCDU MENU” page 1, 1L), and use of Remote Tuning with your ground school instructor. You will need it if you are given a FM1&2 FAIL ECAM in the Sim, which is one of the scenarios. We got it and I hear others have as well. (I’m glad we saw it – was good training.) We also walked through the basic Landing Config-Approach Speed & Landing Distance problem that ended up being used during our RTS. Consider going to Perf Manual 6.3 for a review. It is no longer in the back of the QRH. For your problem, slide over to page 6-8 (iPad page 131 along the bottom) and select A-330-200 “ENG” field, then “ENG” A33-200 With Reverser(s)” (pg 6-11) to get started. Proceed to pages 6-17, 6-18, 6-19, and 6-20 to complete your problem. Note that VLS corrections are made for Flaps Full. Only after all corrections are made do you select Config 3 for your single-engine approach speed.

Day 2. We stayed extremely close, if not exactly as published, to the maneuvers and sequence published in the RTS Briefing Guide from Wings. OM Vol 1, Chapter 2d through 2i, has the procedures and callouts for each spot. Regarding Non-ILS approaches see Note #1 on bottom of QRH OD-10 that allows crews to use published MDA mins in lieu of DDA if runway is served by a VASI or PAPI (in other words, no need to add 50’ to MDA). Depending on your show time, you will do some security training either before or after your sim. Instruction during the RTS brief and simulator was quickly paced – busy, but not really rushed. Instruction was excellent I thought. I felt like this guy was really interested in helping and not hammering us. I came away having learned instead of just trying to get through the day.

Day 3. We had only one LOE leg, which was Philadelphia to Rome as published in the QC Training Guide. During taxi out our departure runway was changed from a TOGA 9L take-off to a flex on 27L. Ground Control tried to distract us during taxi at hotspots and runway crossings. After completing data changes for the new runway, departure and climb was uneventful. At cruise we were slewed out to a point well short of 50W, where we received an “Autoflight FM 1&2 Failure” ECAM. In our case we had a successful reset of the FM1 CB. Our diversion airport was St. John’s, NFLD, where the F/O flew an ILS 29 via Remote Tuning. Much like RTS the day before, the RAD portion of the session went as published in the QC Training Guide. The Reactive Windshear was handled nicely by the autopilot, from which we proceeded directly into the EGPWS. Remember that during the “Unreliable Speed Indication/ADR Check” spot that who’s ever flying, probably F/O, will have no Autopilot or Autothrust. PF will need to maintain reasonable hand-flown pitch & power settings while PM is working the checklist. About 68% power and 4-5 degrees pitch worked for us. The Crew Upset spot was surprisingly violent. Our last spot consisted of a diversion to LPLA due to cargo smoke. PF should not delay in starting the off-track diversion as you will have a red LAND ASAP ECAM annunciation. Once the ECAM was completed and we were turned toward LPLA the diversion was terminated. The “Departing Track – Contingencies” portion the Atlantic Reference Guide that we get with the paperwork on our trips is a good reference.

Overall, I liked the new format quite a bit. That Security stuff on day two was a pain as I’d rather be using that time to study or rest. But, the instruction was great and I came away with stuff I can use on the line.


 
August 13, 2015

Day 1: Quick day. Good review. Shed some info for Days to come.

Day 2: Review questions on Airbus Driver link that pertains to the new CQT. Nothing else was asked also review limitations. Good to have Check Airmen review ECAM procedures for your personal review before entering sim. RTS Briefing Guide Page 8 is done exactly as written. No surprises. Two hour Security will follow or start your day depending on what sim session you have..

Day 3: A few questions were asked from review questions and walk around slides. PHL-FCO taxi 9l runway change 27L short reroute taxi for clearance reroute with delay. After T/O Fast forward to start of track. Had FM 1 & 2 failure (Another one is Dual FMGEC failure). It's all ECAM procedure with follow up to page 100. Both have you divert. Review off track procedures. Diverted to CYYT via dispatch request. Weather good. .. Use satcomm for dispatch. HF for Gander. Dual FM failure reverts navigation to Back Up Nav. Any fix entered has to be lat/long. Used an arrivial fix from CYYT arrivial page to get Lat/Long for CYYT guidance. Aircraft is high need to descend ASAP. ECAM calls for RNP usage. Review how to use. Aircraft will be over weight. Short break then Did SPOTS ZURICH. Capt windshear T/O, FO landing to go around. Both do GPWS demo mountain avoidance recovery from level 6000 to 14000. Run arcs out to 40 to see what altitude will clear. Each does upset recovery (note you think it's the sim going wacky but that is your maneuver). Unreliable Airspeed spot review QRH. You're Fast forwarded to 30 w for another off track maneuver with a smoke aft/bulk cargo smoke divert to LPO. Once off track and QRH Exceptions procedure complete should be complete no landing.

NOTES: Use company phraseology exactly as written. Don't embellish. Big on PM duties and phraisiology. Review Confirm procedures. On EVAC (cabin door is only ground confirm so no confirm procedures are needed on ground for all others). Call up IRO from break and use them. Pay attention to what is said from ground and check airman. They don't leave any stone unturned. Whatever is in the ride is covered, sometimes suddle, but covered. Good Session!!!!!

 
July 13, 2015

Make sure you go to Wings/Flight Ops/Pilot Training and download the A330 Training Guide Continuing Qualification Guide (also on iPad). This booklet explains the new format for our training and contains a dispatch release, TPS, track message, weather, etc. for the RLE. You’ll also find the A330 RTS and R9 training guides on the Pilot Training Wings page. They’re basically the slide shows that you’ll get during your sim briefings and part of the SPV-limitations questions. Note that Ground School on day 1 begins at 9:15.

Day 1 Ground school classroom covers adverse weather, emergency/abnormal performance problems (from section 6 of the Performance Manual), instruments, navigation, abnormal procedures (OM 1, Ch 9), communications, auto flight, and EGPWS. Then you’ll head downstairs for emergency equipment and door training. There is no programmed lunch break for the day but everybody has been ending up with about 15 minutes after door training to grab a sandwich before the next class starts. That program covers takeoff and landing minimums from the FM, some of which are found in the OD pages. This was followed by Human Factors. I thought this was a great presentation based on ASAPs, P2s, LOSAs, and FOQA data and I think it’s a valuable addition to our training. We were done by 3:30.

Day 2 If you have a C or D session, you’ll have Security training before your sim. For A and B sessions, the training will be following your sim. (For my B, it was 4:45) As you notice in your RTS briefing guide (from the afore mentioned Training Guide) there is no reference as to where the SPOT work is accomplished. 1 and 2 are in SXM and 3-6 are in CLT. It’s a full day of training but it’s not rushed and the instruction is excellent. You’ll look at unreliable airspeed and undue activation of alpha prot procedures. When you’re comparing ADRs to find the bad one(s), stop climbing while checking out airspeeds and altitudes against the GPS. Also note the ADRs are numbered 1-3-2 not 1-2-3 so you don’t shut off the wrong one. The last spot will cause an evacuation. (Ours was a report from the F/As on final that there was thick smoke in the cabin.) The evacuation checklist has changed a bit in the last year so take a look at it.

Day 3 The RLE is PHL-FCO. We started out for 9L (TOGA) but the runway changed to 27L (Flex). Once at altitude, you’re slewed onto the track. At this point, there are several triggers to cause a diversion. Ours was Autoflight FM1&2 failure. CYYT was the closest alternate and weather was good for the hand flown ILS overweight landing. Following the RLE is advanced training (RAD) which is essentially SPOTS. The last one is an off track diversion due to Cargo Smoke which I hear can also be used as a trigger on the RLE.

I would suggest putting some time into studying instruments/navigation and alternate law to better understand FM and ADR issues. If learning is enhanced by the mistakes you make, then I’m on my way to genius status. It was great training and our instructors are top notch.