URGENT: PLEASE SEND CQT 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 CQ 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 ...



1. CA Low Visibility Takeoff, KEWR CAT II ILS 22L Approach, Missed Approach, ILS CAT III Approach, Autoland

2. CA Takeoff, KEWR VOR 11 Approach, Missed Approach above 1000, Landing

3. FO Takeoff, Holding, L Tank Pump LO PR, KEWR RNAV(RNP) Y 29 Approach, Landing

4. CA KEWR RNAV (RNP) Y 29 Approach, Landing

5. FO Takeoff, KEWR LOC 22L Approach, Landing

6. CA Engine Failure With Fire Between V1 and V2, Single Engine KEWR CAT I ILS 22L Approach, Landing

7. FO Engine Failure With Fire During Second Segment Climb, Single Enhine KEWR CAT I ILS 22L Approach, Landing

8. EITHER - Unable To Maintain Altitude - Loss of Engine Thrust / Single Engine Drift Down, BOTH - Upset Recovery Maneuver

9. BOTH ILS Approach Automation LVL 2, Rejected Landing Due to Loss of Visibility. Landing 35 kt crosswind


1. Windshear/Microburst (FO Reactive on Approach, CA Predictive on Approach) KLAS 26L

2. Both - Takeoff, Visual Approach Automation LVL 1, Landing

3. TEM - Either Visual Approach KLAS 26L Night

4. Either - Quito, Equador (SEQM) ILS Z 18 Approach, Missed Approach, Engine Failure, Engine Failure FMS Departure

5. FO - Quito, Equador (SEQM) Rejected Takeoff RWY 18, Evacuation

New F/A briefing - FM
Know your flows and callouts
Load alternate fuel on INIT B page, routing + approach
Review Company pages
Review MELs
Brief taxi route, hotspots, and TPS performance
Route + Arrival verification / check re-routes
All lights on when crossing runways, "Clear left, clear right"
TCAS: "Autopilot Off, Flight Directors OFF"
Monitor 121.5
RSVM Altitude cross check at level off
When diverting, talk to ATC, OCC (use Air Cell phone), F/As, pax
Recruise by inserting same cost index
Landing gear down - check triple indicator
Monitor Autobrakes; "Autobrakes OFF"

This is where YOUR 2017 feedback will be posted!

  LINE PILOT FEEDBACK (2017 Scenarios)
February 4, 2018

Notes from ground school:
- Remember below the line is to be done 2-3 minutes before takeoff and not rushed right before taking the runway. More time to verify FMA and correct runway.

- Taxiway diagram is supposed to be up at all times (according to FAA?) so for F/Os need to have a plan to have diagram up while reading Takeoff data on taxi checklist. Two options discussed were having split screen on iPad or print off extra set of TPS from ACARS beforehand. I asked the CKA about this on my RLE and he did not see to concerned with switching back and forth as long as it was not during a critical taxi period.

- Seatbelt PA should be completed each time seatbelt is turned on and recommend another PA early enough before descent to allow a heads up to use the lavs.

- Somewhat beyond the scope of preparing for training but maybe someone who is hurting out there now needs to be reminded of this. Good presentation on Project Wingman and reminding us all that it is ok to ask for help and acknowledge life is becoming too overwhelming and seek assistance.

- Interesting discussion on allowing gate agents to clear to close the main door. What if there is a cargo fire or something happens while still loading bags and you need to conduct and emergency deplaning and the jet bridge has already been pulled away? I.e. Hong Kong 777 fire referenced. Several slides maybe unusable due to where they would be dumping passengers out into GSE, etc. One Captain mentioned he waits until all cargo doors are closed before allowing gate agent to close up for this very reason.

- Remember to verify takeoff power set on upper ECAM as well as thrust setting (TOGA/FLEX) on FMA.

- Runway change: Change runway on FLPN, look for discontinuity if RNAV departure, change PERF numbers, look at single engine procedures for new runway, rebrief departure on new runway, verify if departure frequency is still the same.

- In addition to new flap procedures referencing speed the method "See it (verify speed is ok) Say it (Flaps x) Do it (move flaps) Verify (ECAM)" was discussed as a being a useful process.

- Just a reminder to use standard callouts and ensure no extras added in, i.e. not "Flaps to one" or "Gear coming down".

- Maybe goes without saying but always treat the sim like it’s the real deal. I tried to salvage a bad lineup from and overweight single engine approach because I looked outside too early and drifted. Looking back, I should have just gone around tried again vs having the CKA tell me to redo it.

As far as the RTS/RLE/RAD I got a lot of value in looking over the other scenarios and write ups here, especially the longer ones from the last two months.

RTS: Nothing to add, you will feel well prepared if you bring up the EWR charts and chair fly the profile a few times while reviewing the blue pages.

RLE: BOS-DCA with runway change from 15R to 22L. Climbing through 8,000' we noticed cabin altitude climbing while we were looking at the temp for engine anti-ice. Levelled off and started global assessment. Never got the ECAM for Cabin Press Controller (ironically not until we rolled out at JFK) and were told in debrief some of the older sims never get the ECAM. (This was CLT Sim #3.) The lack of ECAM caused us to hesitate in pursuing the manual pressurization controller since there was not a solid ECAM to lead to the QRH. After about 5 minutes of discussion we diverted to JFK. Same as other scenarios written up from that point.
RAD: As previously mentioned as well thus was truly a learning environment and good discussion pertaining to hand flying with the FPV, predictive wind shear escape options to turn away from the caution area, and SEQM terrain awareness and the value of the SE FMS procedures. Left the training feeling more confident in hand flying approaches and backing up visuals.

January 30, 2018

Briefing Questions:
Max Altitude for bleed air use
Max altitude for flaps – this is important as some high altitude South American countries want to slow us to 180 at FL220.
Memory item – Undue activation of Alpha prot
How many Cargo Extinguisher bottles are there – One, but on the 321H there are two.
Which ACT fuel tank is the #1 – The left tank

I didn't study that ridiculous wind chart for Autoland - Autolands are rare and all those winds are in the OD pages. He did not ask any questions on them.

He selected one or two slides from the walkaround. Know which pin is the Steering bypass and which is the nose lock pin. Explained we have lazy mechanics. Say they are going to tow an airplane A to B. Mechanic is supposed to go to cockpit, enter "pins installed" in the AML, go back down install the pins, then move the airplane. Then when moved, remove pins, clear the AML entry, and re-stow pins in cockpit. Many just don't want to do that and will have one on their keyring and stick it in the nose gear and tow the airplane. Then forget about it. Then the airplane takes off, nose gear won’t come up and the mechanic can't get to his car because his car key is somewhere over CLT attached to the nose pin attached to the nose gear (smile). True.

Asked about Horizontal Stab on walkaround. If not at Zero, is there a MX problem? Depends on cockpit indication. If it matches, then there MAY not be a problem. But the system is supposed to zero out the trim on landing - so that may not work. If the nose is not down in a few seconds, trim stays where it is and won't zero out (I didn't know this). I said call Mx. Good discussion.

There may have been other items, but they were on a PowerPoint presentation and he went right through them. So he didn't get creative. He kept with his script.

RLE - We flew BOS-DCA

Anti-ice ON
Parked on the back side and pushed to Spot 2. Can't remember the gate.
Call clearance THEN ramp for push.
Push crew says cleared to start just after push commences - wait til on the spot and disconnected.
I was going to taxi single engine but my F/O requested I start both so he would not be overtasked with low visibility and hold short clearances. I did and was not debriefed on it.
Initial clearance was Taxi 15R. Then changed to Taxi 22L.
Remember to re-brief departure and headings from RWY change - New performance numbers, flap setting, FLEX, etc.
Had us hold short of ALL runways one at a time - do good readbacks to ground and to your fellow crewmember - clear left clear right.
I think it was 500 RVR for T/O - Capt takeoff. So that decides who flies the airplane. If you decide at the gate that F/O will do it, will have to change to Capt before T/O as F/O limit is 1600RVR. T/O alternate is already on release (JFK).
Takeoff - Get A/P on early as immediate left turn to 140.
Right after takeoff during flap retraction (like 2,000' or so), AUTO PRESSURE CONTROLLER 1 & 2 FAULT (amber).
Just delay for a moment - get the flaps up. Distraction can cause flap overspeed and delaying too much will cause you to go through 10,000 with no cabin pressurization. Tell Departure control level off early (like 6,000 - 7,000 feet, but certainly below 10,000). This is what they want to see as the "Global Assessment" before jumping into the ECAM.
Unable to pressurize – Manual control (per ECAM) no help – Can't go to DCA at 9,000.
Have to divert – Can't go back to BOS, Wx down.
Lots of other airports out there, but remember T/O alt is JFK, just go there.
After ECAM complete, use ACARS to notify dispatch – Use "Diversion" entry and add text to that.
I was not overweight, so that was not an issue.
Don't forget how to change destination in MCDU!
Nothing crazy - good vectors, no emergency declared.
They really want to see Capt manage and do ECAM while F/O is PF and radios.
Then once all done (PLENTY of time) Capt resumes PF and lands.
Very Easy. NEVER felt hurried.

RAD - The rest of the training was very engaging. All very hands on, instructor led. No "testing". Truly training.

ON the last SPOT, the RTO, the F/As call up in the middle of the ECAM. Instructors are trying to get us to not ignore them as they could initiate an evacuation without our consent, and it could be something we can fix without having PAX all over the ramp. The RTO reason is an APU fire.

December 21, 2017

Just had R9 A320 yesterday. Was at CLT training center. This time I was veryimpressed with the quality of the ground school instructors, which has not been the case over 24 years of training at DFW. The 320 systems instructor I would have bet was a pilot but he had never flown the damn thing. Had a CKA both sim days, both were outstanding and neither is going to pick up any trips over christmas. FO and I were assigned the BOS-DCA leg, no choice given and I probably would have chosen that one anyway. I hate to say the same thing that everyone else says but it went according to the script. Our non-normal was ELEC TR2 FAULT after level off. We were planned to 300 and given a final of 260, so reset the cruise altitude and then got the DING. Went through the non-normal methodology, after the day prior with engine failure checklist hell this was easy. I noted that CAT3 DUAL was inop but we weren't planning on one anyway, since DCA has a CAT2. Had plenty of time to validate the arrival/approach and brief the CAT2. The one thing I would change was I kept transferring aircraft control back and forth between FO and myself while performing validation and briefing and finally transferring control to me for the CAT2. I wouldn't do that again, if you aren't busy it's ok for you to validate at the same time without transferring control. And think about when the captain will take control for the approach if it's the FO's leg. Everything was extremely relaxed and uneventful, I was stressed for this because it was my first R9 as a CA and first on the Bus.
The second half was great training, I didn't spend any time preparing for it but it was good training. Enjoy!

December 10, 2017 (R9)

Given the choice of BOS-DCA or vice Versa. I Chose BOS. Weather was foggy. Got a runway change, did all the heavy box work before we taxied. Out of 7000 on the Logan 2 we got an AIR pack 1+2 fault ECAM. Cabin pressure rose at 400 ft/min so we leveled at 9. Called dispatch and discussed with copilot. BOS weather git worse but JFK was 1000/5. Did a CAT 1 normal landing. Thanks to airbusdriver I remembered to descend at 500 ft/min. Rolled out, cleared, spot over.

We each got a VFR circuit in LAS with no automation. Afterwards we each got a wind shear. FO got the reactive, CA got the predictive on approach. Then FO got the night visual 26L. I got Quito ILS 18 Z to a miss and the right engine failed when I set TOGA. Pull heading, activate secondary, don't get clean until you round the corner. It's all briefed ahead of time and the procedure is right on the company plate.

The oral was "pick a number between 1 and 68". We each answered 3 slides as posted on aapilots.com.

November 30, 2017 (R9)

The spots for the 2 sims and RAD were as described in the PILOT TRAINING GUIDE which is downloadable on Aapilots.com under training tab. We were given our choice of BOS-DCA or vice versa.

BOS-DCA (take off alternate JFK, destination alt IAD) ATIS BOS 002 OVC 1/2 vis. 10 degrees (Drops to 1/4 mile fog after takeoff ... they don't want you returning to BOS). Level off at cruise FL260. We got an AIR PACK 2 fault on ECAM right when we were about to brief the CAT 2 approach. Verify it by assessing fault light on overhead pack button (global assessment ... ie look around on overhead, pedestal, eng instruments, etc. to verify displayed ECAM message). Run ecam action. No follow-up actions (except for ETOPS flights). For extra credit, reference the ECAM Supplemental Manual for some additional amplification. Wouldn't reset. Wx at DCA drops to 1200 RVR Clipper 3 arrival into DCA with CAT2 ILS and clear the runway ... end of sim.

Points of interest ...
1. Sim designed to compress you slightly so just prioritize task and if you need to hold, request it. We did not need to. They'll tell you to speed up on arrival, give you a lower cruise altitude (don't forget to change the cruise altitude in the box), cross MXE at fl200, etc. They have you arriving DCA with 6500 lbs. You can request more gas on the ground but they will not give you more.
2. Since total distance is only 407nm, recommend when you accomplish the route verification on the ground that you also do the arrival verification because if you don't, you’ll be compressed dealing with the AIR PACK 2 fault. As another debriefer noted, the altitude restrictions of TRISH at 12K' and BAL @ 10K' don't load, so you have to enter manually during Arrival Prep.
3. When you get your DCA wx after takeoff and realize it has deteriorated, request your alternate IAD atis wx ... which ours ended up being good.
4. Be sure to put in SEC at DCA the alternate engine out procedure.
5. If you haven't done a CAT 2 approach in a while, don't get confused in the differences in CAT 2/3 symbology. The FMA shows what the aircraft is capable of (AIR PACK 2 fault does not downgrade aircraft capability ... see QRH page 8-OD). If you look at 6-OD, if CAT 2 is displayed on the FMA, you can only fly a CAT 1 approach. Therefore, even though you are shooting a CAT 2, you will have CAT 3 DUAL on the FMA (i.e. the aircraft is capable of a CAT 3 DUAL approach, but the runway is only certified for a CAT 2).

November 30, 2017 (R9)

Just got done with the R9. Not going to go into too much detail because it all went by the script. Good training overall. We got Bos-Dca. Go slow on ground. Start both engines and did taxi checklist on ramp since we had close out already. Runway change from 15R to 22L. Turn on all taxi Lts crossing runways. I turned on everything except landing lights. He asked why I didn't light up everything during debrief and I said it tends to blind other aircraft. He saw my point but said to turn everything on including strobe. I nodded and said yes sir. On climb out was happy to see pressure problem at 5000 ft because I knew the jfk divert was coming and would be done fairly quickly. Went thru ecam, called dispatch on vhf. They concurred with me that DCA was out due to fuel concerns and BOS just went 0-0. For extra credit plan descent early at 300 fpm. The ecam procedure mentions 500 fpm climb and 300 fpm descent but according to CKA most guys miss that like we did. Everything went smoothly and flew 31L ils to jfk and broke out around 800 ft. Landed and taxied off and that was it. They are really emphasizing good crew communication. Make sure FO in loop on ground in BOS and talk about all runway crossings. Go slow is the key and don't task saturate your FO. RAD after good training. They are starting to push more hand flying. No autothrottles, FD VFR pattern in LAS for both CA and FO.

November 30, 2017

The November 19, 2017 (R18) Commennts are 98% accurate. We were given Unusual attitudes on Day 2 RTS at spot 8 after the Engine Failure at FL350.

Day 3: Remember the new evac checklist is a First Officer Read ... Captain does.

Recommendation: Know the Go-Around Cold turkey. The new procedure is to do a Soft Go Around 99% of the time.

November 24, 2017

Once again your web site got me through a checkride with minimum of trouble. Since I can't add anything to the CQT debriefs, I would like to put a different spin on things. We all get wrapped around the axle about what happens in the actual sim. Another large part of the three days of training is the classroom. Both Day 1 and each of the sim briefing days we learn little things that will help us in the sim, but more importantly on the line. I will attach my notes below. During the sim brief we discussed passenger counts vs. load close out. The very next trip we had that issue and I calmly explained to my F/O it was a non-issue and why.

Hotel - Heard another pilot given a hotel in the opposite city to take training in.

IAE stay out of zone - Point made in class and R18 second day brief. If you are not careful, you can get one engine into the "keep out zone". The engine could accelerate automatically to the higher end. The other engine could be still be near idle. This could lead to an abort, or worse taxiing into the mud. Beware of tower pushing you for an immediate t/o with acft. on final. Capt. Brings up the outboard engine to assist the turn and spool up. Telling F/O, "your throttles". No procedure for giving parts of acft. (Brakes, throttles) to other pilot.

Improved climb - You might find it in the top half of TPS, use it. But if there is an Improved Climb listed in Thrust /V-Speed section of TPS. You can not use it. It is strictly there to let you know that it might be available for that runway. You must have Load send you the specific data. See Performance Manual 1-18 Tailwind - see Performance Manual 1-26 subtracting 1 kt. Per 10 kts Manual calculation or request TPS.

A32F - Found on some Jeppesen Plate headers, (see KLAS ENG. OUT T/O procedure). This simply means the procedure is good for any of the AirBus 320 Family of acft. Looking at Engine Out Procedure plates. If it has a bold print "FMS" in the header, it is in the box. If not, you will have to fly it manually. Makes sense if you think about it.

Passenger count Agent vs. Load closeout. - The tickets are all scanned electronically. We really don't need the agents number anymore. Just use the load closeout, don't worry about +/-2 passengers. See FOM 8.1-3 (Still good for you to have a number in mind during an accident, ask Sully.)

Simulator, DFW: Neither DFW instructor very good about saying who was flying the next spot. My F/O was clueless that it was his takeoff even after the instructor saying, "Cleared for Takeoff. I had taken the suggestions on AirBusDriver about having an index card size cheat sheet of each spot and had the proper approach plate pulled up.

During several approaches we were not getting a "Landing memo" below 2,000 AGL. That was throwing us off our game. Turns out when you do a go-around the box might not change phases. If not, certain ECAM messages; such as, the Landing Memo will not appear until 800 ft. See Flight Phases OM II 10-24 During the KLAS visual flights. Several things happened out of the ordinary. The sim (sim 4) would start flashing the altimeter setting (30.05) during climb out. If you pull "Standard", it goes away. You can fly in either mode, the instructor didn't care. Also, there is no "Lever" prompt that you are at a 1,000'. During the night visual, there is No Glide Slope info. So you have to know when to descend on the proper glide path. My partner missed that part. Can you say, "Unstable, go around".

Even though the F/O is running the "Emergency Landing Checklist (inside the back cover)", it is mostly things that the Captain needs to be doing and coordinating. Think about Capt. running that check list. Twice, I got ahead of things and called the F/A. Not that it was wrong, but I did not give them the information in the format that the checklist calls for.

Evacuation - When talking to F/A about conditions in the back of the acft., beware of saying the word "Evacuation" incase they misunderstand. Tell them to standby for orders. Don't be in a rush to call tell passengers to evacuate. Have the F/O read the Evacuation Checklist. In it, at the appropriate time. It tells you not only when it is safe to tell passengers, it tells you the exact verbiage to use. It is an open book test!

Any autoland is mandatory Landing App look up, even if landing 12,000' rwy in MCO.

LPV - Localizer Performance with Vertical Guidance, minimum on MCO approach is not authorized for us.

Time of Fuel On board - Delete the last two digits of FOB. Then use the remaining digits as time remaining in minutes. Example: 14000 equals 140 minutes, or 2+20.

Personal note: Sharklet ACARS has much bigger print when you request it after it automatically prints something. PDC in big print might save an FAA violation. Second Predicted fuel burn print out is for the Captain with old eyes.

November 19, 2017 (R18)

CLT Flight Training Center A320 CQT R18 Cycle

Training Management System: Pilots can go to AAPilots.com>Training & Quals>Training Management System (TMS) to view your hotel reservation, hotel phone number, and your CQT schedule. Your schedule will include Ground School, RTS, and R18 times, locations, and instructors.

A320 RTS and R18 Briefing Slides and PowerPoint Presentations: Pilots can go to AAPilots.com>Training & Quals>Training Home>Training Home>Recurrent & Requalification Training>A319/A320/A321>Training Materials>A320 RTS Brief and A320 R9/R18 Brief

Pilot Training Guide Maneuvers: Pilots can go to AAPilots.com>Training & Quals>Training Home>Training Home>Recurrent & Requalification Training>A319/A320/A321>A319/A320/A321 Publications>A320 Pilot Training Guide

Non-Normal Methodology:

1. PF Maintain Aircraft Control
2. PM Identify the Non-Normal; PM Cancels Master Warning or Caution; PM Global Assessment
3. Determine if Immediate Action or ECAM Exception
4. PM Accomplish Immediate Action Items (if applicable)
5. Captain Assigns Pilot Flying
6. Accomplish Non-Normal Procedure (ECAM Action or ECAM Exception)
7. Accomplish ECAM Follow-Up Procedures, if applicable (ECAM Action and then Cautions and Warnings that Require a QRH Follow Up and Non-Normal Supplemental Manual, time permitting)

Day 1: FMB and RHF training moved to Room 296. RGS training moved to Room 219.

Day 2: Security training moved to room 217.


SPOT 1: CA Low Visibility Takeoff, KEWR, CAT II ILS Approach, Missed Approach and then a CAT III ILS Approach to a Landing. Straight forward.

SPOT 2: CA takeoff, KEWR VOR 11 approach to a MAP above 1,000 MSL.

Note: Go Around Above 1000 feet AFL - Thrust usage and configuration requirements are at the pilot's discretion. The pilot may elect to do a normal Go Around or Level Off, keep the gear and flaps extended, and complete the configuration after re-established inbound. After Missed Approach simulator is repositioned and the approach is flown to a normal landing.

SPOT 3: FO Takeoff, Holding, ECAM for a Left Tank Pump LO PR and then a RNAV (RNP) Y to KEWR RWY 29 approach. Execute a Missed Approach from the RF Leg. Speed Select to keep your IAS below the Aircraft Approach Category. (A319/A320 Category C with an approach speed of 121-140 KIAS. A321 Category D with an approach speed of 41-165 KIAS). Once you reach Missed Approach point at 1.2 DME from the runway select Managed Speed.

SPOT 4: CA RNAV (RNP) Y to KEWR RWY 29 approach to a normal landing. Straight forward.

SPOT 5: FO Takeoff. LOC approach to KEWR 22L to a normal landing. Straight forward. Note: Descent point is now .3 NMs prior to the FAF.

SPOT 6: CA Engine Failure with a Fire between V1 and V2. Single Engine CAT 1 ILS approach to KEWR RWY 22L to a normal landing. Straight forward.

SPOT 7: FO Engine Failure with Fire Second Segment climb. Single Engine CAT 1 ILS approach to KEWR 22L to a single engine landing. Straight forward.

SPOT 8: EITHER Pilot. Engine Failure at 35,000' MSL. Immediate Action Item - "Unable to Maintain Altitude – Loss of Engine Thrust", QRH page iii. Straight forward.

SPOT 9: BOTH pilots. ILS Approach Automation Level 2. Go Around/Missed Approach. Reposition for a landing with a 35 Knot crosswind. ATC Clearance change after missed approach. Straight Forward.


SPOT 1 - CA Low Visibility 500 RVR Takeoff, KMCO CAT III ILS RWY 36R to a normal landing. Obtain a takeoff alternate and brief SMGCS taxi in. A Standard Landing Assessment cannot be used for an Autoland. Demonstrate proper use of the A320 Landing APP to obtain your landing distance. Don't forget to select Autoland.

SPOT 2 - FO Low Visibility takeoff to a RTO for an Engine 1 Failure. Execute proper transfer of control and stop the aircraft. Captain makes a PA and states, "This is the Captain. Remain Seated, Remain Seated, Remain Seated." This ends the SPOT.

FO 1600 RVR Low Visibility Normal Takeoff to a KMCO RNAV (GPS) 36L Approach to a normal landing. Straight forward.

SPOT 3 - CA Takeoff, Engine Failure Second Segment Climb, Single Engine Pattern to a KMCO CAT 1 ILS 36R. Go Around/Missed Approach. Select Heading on Missed Approach and climb straight out on runway heading to 3,000 MSL. Reposition to base leg and then fly the Single Engine CAT 1 ILS to a landing. After landing Captain states, "This is the Captain, Remain Seated, Remain Seated, Remain Seated."

SPOT 4: FO Takeoff, Engine Fire 1 Fire Loop Fail ECAM. Execute the Non-Normal Methodology verbatim. KMCO LOC 36R Approach, Go Around/Missed Approach.

Note: Descent point is now .3 NMs prior to the FAF.

Recommendation: Configure early and land CONF Full to provide a greater rate of decent.

SPOT 5 - FO Engine Failure at V1. Single Engine KMCO CAT 1 ILS 36R to a landing. Execute the Non-Normal Methodology verbatim. Straight forward.


SPOT 1: BOTH Windshear/Microburst (FO Reactive on Approach, CA Predictive on Approach) to KLAS 26L. Straight forward. Aircraft enters ALPHA Floor & TO/GA LOCK. Regain control of the aircraft and rebuild FMA column 5 pyramid (AP On, FDs On, regain control of the A/THR - Advance TLs to TO/GA, depress IDB, retard TLs to CL, & press A/THR pB).

SPOT 2: BOTH pilots. LAS 26R Takeoff with on AP, FDs or AT. After takeoff from 26R ATC gives you radar vectors to the crosswind leg, then a radar vector to the downwind leg and then a vector to the base leg in VFR conditions. Once on base leg you will be cleared for the visual approach. Select ILS 26L in the MCDU and use raw data to provide Localizer and Glide Slope guidance while flying with Level 1 automation.

SPOT 3: EITHER pilot. Threat Error Management (TEM). Night Visual Approach KLAS 26L (This year AA had its second Night Visual Approach that had an actual CFIT warning). Terrain on ND. Maintain safe altitude while proceeding to the airport. Back up the approach with an ILS 26L. Note: With high terrain do not rely on 3:1 rule to judge your descent path or you could become a CFIT statistic.

SPOT 4: EITHER pilot. Quito, Ecuador (SEQM), ILS Z 18 Approach, Missed Approach and then an Engine Failure. Prior to takeoff build the FMS Engine Failure Procedure from QRH OD-15 and Jeppesen SEQM Page 10-7E-6. The Jeppesen Engine Failure Page has a note to delay acceleration and flap retraction until above 9600' MSL and inbound on the UIO07 RNAV fix. In addition, the procedure does not have an altitude listed to climb to. You can set the GRID MORA of 21,500' MSL or use a MSA from a SEQM approach plate. The end of the RNAV escape route does not have the holding pattern, which must be manual constructed in the MCDU FLT Plan page.

SPOT 5: FO, Quito, Equador (SEQM), Bleeds on Takeoff RWY 18. Rejected Takeoff due to an APU Fire to an Evacuation. Straight forward.

General Information:

- Execute the Non-Normal Methodology verbatim.
- Review the new Soft Go Around discussion. R18 emphasis item.
- For an Autoland approach you cannot use a Standard Landing Assessment.
- For domestic operations AA is moving away from declaring an emergency. Instead pilots should use the phrase "Pan-Pan, Pan-Pan, Pan-Pan" for a urgent situation that requires priority handling or "Mayday, Mayday, Mayday" for an emergency and ARFF support upon landing for BOTH domestic and international operations. See FM Part 19.1.3.
- To notify IOC of an emergency ACARS code 7700 may be used. Go to MCDU> Page 2>7700. See QRH Emergency Landing Checklist
- PF initiates an ECAM Action
- Touchdown Call Outs: "Spoilers or No Spoilers," "One Reverse or No Reverse," "No Rollout."
- Nosewheel touchdown: "No Autobrakes" callout should ONLY be made with a malfunction and not for normal operation.
- New "60" call out at 60 knots on landing deceleration.

November 18, 2017 (R9)

Everything was as listed here in the November write ups. The one difference was we had Bos-Dca with a Elec-TR2 failure. The fo was flying. We had to shoot a cat III single to DCA runway one. Remember the Capt must shoot all cat approaches. I had the FO fly until 10,000. Also, use the white briefing card as well as the blue. Even though DCA is a short runway and you will see the runway in time to turn off the auto pilot to land they want to see a auto land. Remember to put the new single eng go around in the secondary.

Vegas night visual. Pull out the TCA chart and use it to reference the tca altitudes. CA was very professional and it was a low stress check ride. If you come prepared.

November 13, 2017

How to book your A1D and A3D positive space travel: www.airlinepilotman.net
Check that your training hotel matches the city of your training!!
(Our entire class was booked in the wrong city)
AApilots/Training/Training Home/Training Management System
Then tap the orange "My Training Schedule", give it a moment to populate the page.
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R9 and R18 are the same except for Day 3 (second sim, first 2 hours) where R9 does a LOFT, and R18 does an RVA (Recurrent maneuvers Validation, ie: check ride).

Day 1: recurrent ground school, door trainers
Day 2: R9 and R18 are the same; security training (just before or after your sim session)
Day 3: R9 do the LOFT & the RAD spots; R18 do the RVA spots and the RAD spots

I found it helpful to have a list of the spots next to me in the sim. That way as the C/A sets up the sim for the next spot you can peek at it and be mentally prepared for what Spot is likely next. Of course the order of the Spots is at their discretion, but in general it seems that they run it in order. Look at the "CQ OVERVIEW" link in www.airbusdriver.net


Spot 1: Capt T/O low vis KEWR; CAT II 22L to a miss at mins (not in sight); CAT III 22L autoland

Check r/w t/o mins to be legal for t/o; check landing mins against wx to see if a t/o alt is required. For the approaches: brief blue pages (mins req'd), white Jepp (set up FMC from ipad), blue pages (CAT II/III procedures), then finally the white approach briefing card. Thinking "blue white blue white" worked well for me. No standard landing assessment allowed for autolands; and don't forget the hit the toggle for autoland in the Landing app. The soft go around is the wave of the future. Much better. I used it for every 2 engine g/a for the 2 days in the sim and it was great: PM calls TOGA SET as soon as FMA displays it. Then PF promptly and calmly pulls and calls for CLB power. Then G/A Flaps, etc. Autoland rollout: remember A/P off at 60kts (hence the 60kt call).

Spot 2: Capt T/o KEWR; VOR 11 to a miss at mins (not in sight); VOR 11 to a landing

PM monitors raw data, so hard tune one VOR. Runway is offset to the left. So a right turn into the x-wind to get on the final approach path, then a gentle left turn to line up with the center line will be required. They want you to call for FD off, and FPV on. When the VASI is in sight use the top of the tail of the FPV to set up your 3 degree glide path.

Spot 3: F/O T/o KEWR; RNAV (RNP) Y 29 miss on an rf leg above 1000' AFL; RNAV (RNP) Y 29 landing

After t/o you will be issued a hold at TETER that you will enter. Green dot is likely 210 so ask ATC for that speed in the hold. Ecam: L TK LO PRES will hit you as you enter the hold. Prioritize: report entering the hold, then deal with the ecam. Use Backward Z double D's to set up the box. They want us to memorize that flow. Then back it up with the blue pages to make sure you got it all. Blue/white/Blue/white. You will be cleared from the hold for the approach without vectors. GIMMEE at 180 is a good gouge. The PM should have the PROG page in view so the vert dev can be seen digitally. 50' is a call. 75' is a miss. You will be issued a GA at around 1200' AFL on the RF leg. The soft g/a works very well. The RF leg will require you to pull selected speed (anything under 165) until you are on the straight inbound leg. This particular approach can be flown in cat C or D, so as long as you keep it under 165 during the RF leg inside the FAF then it will assure a proper ground track. I called for G/A TOGA, CLB, g/a flaps, gear up, speed select 160. Relax. The MA alt is 2000', and so you have only a few hundred feet to climb, so don't leave it in TOGA on the GA otherwise it will level off so quickly that an overspeed will sneak up in a real hurry.

Spot 4: Capt RNAV (RNP) Y 29 to a landing; Basically a redo of the preceding Spot to a landing.

Spot 5: F/O T/o KEWR; LOC 22L to a landing

Select the LOC approach, not the ILS in the FMC. It's critical to be at the FAF alt for a LOC at least a mile in advance. So I treat the previous point (GIMEE) as if it was the FAF. That way I am configured and dirty, so the open descent to the FAF alt is quick and easy. I am told that you can actually begin the descent up to .3 prior to GIMEE if desired, due to the airbus descent delay. Once level at FAF alt then call/select FPV. Preset -3.0 degrees at 1.3d prior to the real FAF. Pull at .3 (not .4). Always add 50' to a LOC approach for DDA.

Spot 6: Capt T/o KEWR engine fire/fail at V1; CAT I 22L hand flown single engine to a landing

For engine failures I find that a great 5 item list to memorize is to call for "select runway heading" (to keep drifting around - AND to prep in the event there is an EO sid in the SEC FLT plan), FLY (pitch and heading), TRIM (10 units or so), A/P on, TOGA (at least by now), and finally back to NAV (if there is an EO SID). So: rwy hdg, fly, trim, a/p, nav. Rotating after a V1 cut is best if you minimize aileron input. I hold the stick at the base for this maneuver. PM must use 3x "mayday" or 3x "pan-pan". They are pushing this point. I use pan-pan to gain attention, but you still have to declare an emergency. Using mayday, I am told, automatically declares an emergency for you. Either way, use one of them on your first ATC call after an engine failure. In the Ecam: every time you reach any underlined item it is a Stop sign to do 2 things: globally assess, and to check if it is an immediate action or ecam exception item. The Emergency Landing checklist should be followed up with the Overweight Landing checklist. I took the suggestion to write a note at the bottom of the Emer Ldg Cklist and it worked well for me. Make a plan for after landing with an emergency - ATC may ask if you are stopping on the runway or taxiing off. The fire will be out - but if you want CFR to look over your aircraft then the procedure is to remain on the runway because then they will have pavement to drive the trucks all the way around you. On a taxiway they can’t drive the heavy trucks into the grass – or worse, the snow. So you will be limiting their view of you. So we stopped on the runway. They approached and confirmed the fire was out. Spot over.

Spot 7: F/O T/o KEWR engine fire/fail at V2; CAT I 22L hand flown single engine to a landing

Basically a redo of the preceding Spot, except that the engine failure occurs airborne. My f/o had the autopilot on already. I recommend calling for the a/p at 100' AFL every time to attempt to capture this advantage.

Spot 8a: high alt cruise loss of thrust
Spot 8b: recover from upset

You are positioned to high alt cruise. One quietly engine fails. Once you notice the loss of thrust it doesn't take long for it to bleed back to green dot. PM should call for "Unable to Maintain Alt - Loss of Eng Thrust", and then select MCT (no need wait for the checklist to tell you to do it!). The checklist will tell you to disconnect auto thrust, just hitting the instinctive discon is simplest. The PROG page should be displayed so the PM can request a descent to the E/O driftdown altitude which the FMGC will so generously display for you.

The unusual attitudes are an exercise for quickly assessing right side up, and whether to correct roll or pitch first. Nose low: roll wings level first, then pull nose up. Nose high: use existing bank to allow nose to fall off to one side to correct pitch first, then roll wings level. No power changes should be necessary. Luckily there is no limitation to using speed brakes.

Spot 9: Both pilots each:
ILS hand flown (no A/P, no A/T) to a miss with a 35kt crosswind
ILS hand flown (no A/P, no A/T) to a landing with a 35kt crosswind

Plan enough time to be adding nearly full rudder before touchdown. I started pushing it in around 50'. I found the Airbus lands best in a x-wind if you plan touchdown just upwind of the centerline. Then hold the rudder in during rollout and it will track right down the centerline. Just let the sim bring itself to a stop on the medium auto brakes, so all you have to do is steer. Holding in the aileron during rollout helps too.


=======(First 2 hours: RVA - Recurrent maneuver evaluation)=======

This period is an evaluation, so there is much less interaction with the C/A. He basically sets up each spot and lets you go when you are ready. Not much discussion goes on, so know how to do all of these spots ahead of time. All of these maneuvers are touched upon on in the previous day in the sim in KEWR, so there is nothing new here except that you are now in KMCO. I have omitted comments because they would just be the same as I wrote above.

All of these spots played out in real time; so make all the ATC, F/A, Dispatch, pax calls as expected. After declaring an emergency (as appropriate) we were given vectors around to the approach. He did not slew us into position. There is a lot to do before being ready for the approaches, so if we got close to the final he position froze us so we could complete our prep without being rushed. Advise ATC when you are ready for the approach. Then off you go. There was never any pressure or feeling of being rushed at any time.

Spot 1. Capt low vis T/O, KMCO ILS CAT III 36R to landing

Spot 2. F/o low vis reject; F/o low vis takeoff, KMCO (GPS) 36L to landing

Spot 3. Capt eng failure sec segment climb; KMCO CAT I ILS 36R to a miss; KMCO CAT I ILS 36R to a landing

Spot 4. F/o takeoff, fire loop fail ecam; KMCO LOC 36R to a miss; KMCO LOC 36R to a landing

Spot 5. F/o V1 cut on takeoff; KMCO CAT I ILS 36R single engine to landing

=======(Second 2 hours: RAD)======

Back to a learning status in the sim.

Spot 1: Windshear KLAS 26L (Capt predictive; F/o reactive)

Capt: "Caution, Windshear ahead": you have the choice of "escape TOGA" or a normal (soft g/a, if desired) go around. The advantage of a normal g/a is that you are allowed to clean up and turn to avoid the windshear icon. During an escape TOGA maneuver you are required to maintain config and heading. I just did a soft g/a and made/requested a turn to avoid the icon. We didn't even get any turb.

F/o: "windshear" 3x: no choice: "escape TOGA!" Capt calls out radio alt and trend ("400 feet climbing", etc). When the airspeed shoots up like a rubber band make a gentle suggestion, if needed, to select CLB thrust to minimize the ugly cleanup of a major overspeed.

Spot 2: Both pilots each: VFR hand flown around the pattern KLAS 26L (no A/P, A/T, F/D, G/S)

Takeoff, climb to 4000', vectors to downwind and base. Cleared for the visual approach. No ILS glideslope available. Using the FPV is a major help with maintaining level flight downwind, and a consistent descent on final. If you don't fly the plane without autothrust often, then just remember to micro adjust the thrust based on the airspeed trend arrow. That really makes it a cinch.

Spot 3. Either pilot: Night VFR approach 26L KLAS, no G/S

You will be about 20m SW of KLAS a 6500'. Cleared for the visual 26L. Do NOT enter the FAF alt at RELIN of 3800 and descend to intercept the LOC. I recommend maintaining current alt, use heading to intercept the LOC just outside LARRE, set 3800 for RELIN FAF, then execute a managed descent. It should obey SHAND at 4900, so keep an eye on that. Using 3 to 1 ratio to runway threshold is a good reference. Or FPV 3 degree descent. Or VASI. Whatever works for you.

Spot 4. ILS Z 18 SEQM (Quito, Ecuador) to a miss and eng fail to fly E/O SID

This is easier than it may sound. You never see anything. It's all done on autopilot. So you just have to manage the scenario, one step at a time. Prioritize. Set up for the ILS Z 18. Set up the SEC FLT plan with the E/O procedure. There will be no contact at mins, so the C/A will issue the engine failure as soon as the PF calls "go around, TOGA". There is plenty of time to get the SEC FLT plan activated. I kept the engine failure procedure primary, so I called for go around flaps, pos rate gear up. Now that I know we are climbing, I went about dealing with the direction of flight: pull heading, call for PM to activate secondary, press NAV. The design of this scenario is to throw two procedures at you that need attention at the same time and see how you handle it. Just do one or the other first, but don't mix and match or you will likely forget something, like the gear. Read the procedure ahead of time, especially the note about acceleration and clean up. NOTE: there is no published altitude to climb to in the E/O procedure. It is up to the Capt to decide what alt to climb to. Grid MORA? The regular missed approach alt? Sector alt? You decide so you can include it in your brief.

Spot 5. F/o Runway 18 SEQM (Quito, Ecuador) rejected T/O

Don't rush this. Methodical execution is the key to success. An APU fire leads to the reject. 3x "Remain seated". Call tower to ask if they see anything. Request trucks. F/o does APU fire ecam. Ultimately outside sources confirm tail is on fire. So direct F/o to read the Evac checklist. Capt does each item in order as directed by F/o. Spot over.

>>Use medium autobrakes for all landings. Let the sim come to a stop on its own and then set the parking brake. No need to use the pedal brakes at all. It will just result in needless swerving.
>>Blue pages for CAT II/III must be briefed before the final overall approach briefing. I use blue/white/blue/white (blue OD 6-7, white ipad appr plate to set up FMC, blue OD 9 to brief procedure, white approach briefing card).
>>All approach plate briefings on the ipad MUST be done in day mode so that terrain colorization is correct. Then you may switch back to night mode.
>>Look at the approaches that will be flown. Know how to use ALL of the blue pages without question. Run through procedures for the V1 cuts, soft go around, and LOC approach procedures. Those are the least common to line ops, so they deserve attention.
>> No TCAS events. No icing.

November 3, 2017

TS and RAD went just as briefed in other posts here. RLE scenario was DCA-BOS. CKA told us at end of brief that we would do DCA to BOS and we had about 25 minutes to settle in, review flight plan, preflight, and depart. FO's leg. I slowed things down due to MEL'd APU gen requiring start at the gate. We set up for RWY 1 departure with all the associated eng out prep and briefing. Use WTHSE fix with a 1 mi ring. Also, flight plan and perf would not uplink, so it was slow going to get preflight done. Flows get out of order by starting at the gate, so we were very deliberate to check our work. We pushed about 10 minutes past target time. CKA liked this in debrief, do not rush.
Once we called for taxi we were assigned RWY 19 for departure. We canx'd taxi clearance and set up for 19 in the alley, and ran taxi checklist to the line. Then a short taxi. Normal T/O and departure. Get to cruise altitude and received a pirep about moderate icing on descent in to BOS. Received holding instructions at NEWES due to flow. Cleared to descend in holding, and while entering IMC and icing conditions, right eng a/i valve failed closed. Ran ECAM, asked to climb back to clear. Denied! Declared pan-pan, but still no joy. Declared emergency (didn't really want to, but wasn't getting what I wanted), but by now we descended into the clear (CKA probably trying to make it easy for us). Coordinated with dispatch on VHF freq (Freqs found in FM part 2, 2.1.5). Agreed that JFK was a good divert with no icing conditions. ATIS had wind 310/15, ATC assigned us rwy 13L. I requested ILS 31L. Landed and CKA just had us stop on RWY, RLE complete.

November 3, 2017

This is what we got for our R-9. He gave us a choice of which route we wanted to fly (BOS-DCA or DCA-BOS). We chose the BOS to DCA. It was a through flight so once settled in we picked a time with the CKA for our "departure" time. All settled and ran checklists and pushback for engine start and taxi. Review company pages as normal. Have to call BOS Clearance for push depending on gate etc.

Uneventful pushback and engine start. Temp is at 10 Celsius so anti-ice. Planned on Rwy 15R but got Rwy 22L, so asked to delay taxi and set up new runway numbers and such. Looked at any special engine out procedures etc. He liked hearing clear left/right, approaching xxx etc. Got the Logan 2 departure to radar vectors.

Uneventful climb out. Kept us low for traffic and finally up to FL260. Once out of wx turn off anti-ice, it's hard after flying the islands!! Leveled off and heading to DCA.

I suggested that we review DCA since I don't fly into there much. That’s when we got the ELEC TR2 Fault on the ECAM. Accomplished the non-normal methodology. It limits you to a Cat 3 single (Cat 2) and no follow ups. He liked that we didn't read to deeply into it and follow the rabbit hole. Lost your TR2, done, press on.

We asked if we could slow down from Mach .78 and he gave us no slower than .76. Briefed the Cat 2 approach into DCA after getting the weather. It was 1/4 mile, 200 ceiling I believe. Also accomplished the landing assessment (iPad). On the CLIPR 1 arrival TRISH and BAL (Baltimore navaid) you have to manually add the alt/speed in the box. When doing the arrival verification you will notice that.

Also the warning areas/EO MA on Rwy 01. Built that into the Secondary flight plan. Flew the arrival and uneventful Cat 2 auto land into DCA. He mentioned to check the 10-9 pages to see if there is a low vis taxi route, there may not be one.

Big take aways from the CKA: SOPs, use of the TEM (Get back into the Green if not!) and don't overthink the system failures.

October 27, 2017 (R9)

RTS - all training and very relaxed
Spot 1: It will definitely be a CAT II with a go around. Most likely reason is you don't see anything at minimums. Just be ready for it. Every go-around you do over the next couple days will be a soft go-around. They want you to practice it. The PM does not have to wait until the power is up to call TOGA set; PM only has to see TOGA showing in first column. The next app will be a CAT III to a landing. Standard stuff. Have the F/O remind C/O to turn off AP before 60 kts. People supposedly forget that a lot.

Spot 2: C/O VOR 11 vectors to final. Every approach brief blue pages/JEP/back of checklist in that order. Straight forward app but go-around on the first one. Second one to a landing but the runway is offset. Just a small turn to the right to get an intercept angle and intercept course. Even though in reality the glide slope works pretty fine, they don't want you to use it because of the offset. The easiest thing to do is call for flight directors off and hold your altitude until you see the VASI. Hit the TRK/FPA button and just the bird comes up. As soon as you are on the VASI, you can pitch down and put the top of the bird tail on the horizon and it will fly a 3 degree path for you. Works good.

Spot 3: F/O T/O and go straight to hold. Just before getting to hold, a left tank fuel pump press ECAM. Finish getting into hold and then deal with ECAM. It's simple with no follow-up. Just follow non-normal methodology. F/O does the RNAV RNP Y 29 and misses on RF leg. Different from last year because this app CAN be flown by a CAT D aircraft so the speed could be up to 165 kts but of course you use normal app speed. Soft go-around and climb to 2000 ft but just leave flaps at full and gear down. Go to selected speed of 150 and just stay like that until missed app point and than push for managed speed - go around flaps and gear up. BTW be at GIMEE at 180 kts with flaps 2. Then gear down at GIMEE and flaps 3 and full before JIMLO.

Spot 4: C/O does same thing to landing. You can use glide slope all the way down on this one.

Spot 5: F/O takeoff and vectors around to LOC 22L. You ALWAYS add 50' to a LOC app. Be sure to select the LOC 22L app and not ILS 22L in box. Be fully configured flaps full by GIMEE and on speed and then open descent to BUZZD. That is the only way to be level at 1500' by .3 before BUZZD. It's now .3 not .4. Also you can start your open descent at .3 before GIMEE because it takes at least that to start your descent. Break.

Spot 6 and 7: Engine failure a little different this year because aircraft is at a high gross weight. Something that has always helped me is before every V1 cut, I think: FLY, TRIM, AUTOPILOT, TOGA, S/E procedure. Translated is: 1. Fly the aircraft by keeping it straight and just giving a small amount of back pressure to rotate or else you will pitch too high. Check the slip indicator to make sure you have close to centered. 2. Once stabilized, trim toward live foot for 10 secs. Count 1001, 1002, ... 1010. 3. Don't be a hero; call for Autopilot on. 4. Get TOGA set right away. 5. Do the S/E procedure. In this case, ask for straight out. Regular single engine stuff except because of the overweight landing do the overweight checklist on page 65 after doing the emergency checklist in the back of the QRH. I actually wrote overweight checklist at the bottom of the QRH emergency checklist so I wouldn't forget. Probably not going to be a grease job. Also between 4-5 units of trim works good on app. Stay on gauges till at least 100' above ground so the crosswind doesn't mess you up in low visibility.

Spot 8: Pretty easy if you just follow QRH and don't start doing your own thing. Let F/O fly if you have a choice. To shut off auto thrust, just use instinctive disconnect buttons on thrust levers. C/O have prog page up and it will automatically show you the single engine ceiling. That's one reason that the PM has prog page up on the line. Each pilot does a nose high and nose low unusual attitude. You don't need to touch the power on either or use speed brakes. They will just mess you up. Not hard. Just don't over-control.

Spot 9: Both pilots do a level 2 (no autopilot, no auto thrust but you can use flight directors) ILS approach with a 35 knot crosswind. Not as hard as it sounds. Power between 45-50% N1 works good. First one will be to a soft go-around because runway not in sight. Second one has better weather and will be to a landing. I added 5 knots to Vref, seemed to work good. Just keep in crab until last second and then straighten nose with full or close to full rudder. Flaps 3 works better and I am not normally a flaps 3 guy. You have to keep in the rudder even after you land to stay near centerline.

R9: There are 3 flight plans each from DCA-BOS and BOS-DCA. I did not see any difference between them. They represent the 3 scenarios that you could have. You will either 1. divert 2. continue to destination, do a missed app and then come in with good weather or 3. continue to destination and shoot a CAT 2 or 3 to landing. My C/A chose one randomly and actually printed out the flight plan, TPS and some weather for us and had it ready to go when we got there. I had BOS-DCA. It works a lot better if you have F/O fly the leg. Regular stuff like has been talked about previously. I started both engines because of bad visibility. Took off and got the pressurization fault. Leveled off at 5000'. Do the global assessment and you will see a fault light in the Cabin Press mode sel button. Not an immediate action item or ECAM exception so do the simple ECAM. There is a followup on QRH page 148 but of no consequence. Of course you need to follow the non-normal methodology. The valve is stuck and won't move in either direction. Our flight plan had us landing with 6400lbs. in DCA so not going to make it there and when I asked to return to BOS the wx was below CAT 3 mins. A simple divert to JFK as has already been talked about. Called and got phone patch to dispatch on 129.4 from page 145 of QRH. It works from BOS to DCA. Don’t forget to brief S/E procedure at JFK. Do emergency checklist in QRH just to make sure you did everything. I would not add fuel even though the arrival fuel is low. It messes up the scenario and could cause you problems.


Spot 1. F/O goes first. Approach to KLAS 26L. He actually got into the wind shear so "Escape TOGA" and follow F/D. Nothing new except the PM needs to say "400 feet climbing" not just "400 climbing." C/O does predictive wind shear and CA said I had a choice to either normal go around or recovery procedure. Normal go around is better because you can turn away from wx. If you do escape maneuver, you can't turn and you have to keep configuration.

Spot 2. KLAS 26L. T/O, pattern work and landing with no A/P, auto thrust or F/D just like last year but wind is not strong. C/A will give speeds, headings and altitudes and PM puts them in FCU. T/O Cleared to 5000' and level off at 210 knots. After turn to downwind, descend to 4000' and slow to 180 knots. After base turn and you get visual on runway, you are cleared for visual. I used the bird for 2 things. First if you put it on the horizon when you are level, it will keep you there. Second I use it for glide path. Keep 4000' until you see the VASI red over white then pitch down to keep the top of the bird tail on the horizon line and you will descend at 3 degrees. Works good because you have no ILS data. Just as a hint; through the whole pattern your power will stay between 45-60% N1 except for momentary changes for speed change. 45-50% once on glideslope.

Spot 3. Somebody else came close to a mountain in LAS so everybody now as to do a visual approach with no glide slope to 26L. Only 1 person has to do it. CA said I could do whatever I wanted after cleared for the visual. We were cut loose south of the final between PRINO and LARRE at 7000'. I decided to do the LOC approach. I took a heading to just outside LARRE and stayed at 7000' until about 3 miles away and then started a managed descent to 3800' knowing that this would keep me at the correct altitudes. I armed the localizer and configured off of SHAND 3-2-1 with full flaps. We were on speed fully configured at 4900 by SHAND. About .3 before SHAND I changed to open descent to 3800. We were down about a mile outside of RELIN and then it was an easy LOC approach. The MDA is 2520 plus 50' but it's visual anyway.

Spot 4. SEQM (Quito, Ecuador) You get set up on final on the ILS Z 18 and you put the S/E procedure in the secondary using the QRH blue pages. You won't see the runway so you do a soft go-around and right before we got the gear up, we lost an engine. Stay on autopilot obviously and Captain pulls heading while F/O activates secondary flight plan and hits NAV. Then finally we got the gear up. Read the 10-7E-6 for the particulars but it is not hard because it is all on autopilot.

Spot 5. Still at SEQM for rejected T/O. We got an APU Fire I think. Just a regular reject with eventual evacuation. F/O reads checklist and C/O does everything.

Random thoughts:
Use medium auto brakes for every landing in Sim.
They are big on validating app for RNAV. The easiest way to do so is to go to "plan" mode for correctly sequenced fixes and to check altitudes. Then put the runway at 3L on the flight plan page and check the final segment heading and the glide path.
PM can keep the blue page open on his table for RNAV and VOR approaches so it is easy to know when to call deviations.
We got no TCAS throughout the 2 days.
I am probably not as smart as some but I actually wrote the following on the bottom of my QRH as a crutch: WX- Z - blue- JEP - back of checklist- Descent app checklist (all self explanatory except the Z meaning backwards Z. I add emergency checklist and overweight checklist for emergencies.
Finally, as usual I over-studied to make myself feel better but made a note to myself for next time: The only things to study are the 2 slide shows on AApilots.com and watch the 5 or 6 short videos on evacuations, etc. You should know OM1 procedures and flows but we do most of that every day. Know your memorization items just in case but I have only been asked the questions from the slides in my last 3 CQTs. Look over the blue pages of the QRH. Look over the airport and approaches that you know you will go to and finally come here to airbusdriver.com. Studying systems, OM2, FM1, FM2, etc are a waste of time. Hope this helps.

October 23, 2017 (R9)

I prepared for school by reviewing the new study briefs located in the AAPilots Training. Check to make sure you are downloading the; October 1, 2017 R9 Brief, RGS Menu Oct 1, 2017, RTS Brief Oct 3, 2017, A320 RGS Depressurization Routes, RNAV(RNP) Brief and looked at the A320 videos. I really got a great review out of the RGS 2017 PowerPoint Presentation. It is very detailed and provides a great foundation for studying for the rest of the RTS and RC9 training. Oh and of course reviewing various sections of; OM 1, OM 2, FM 1. I thought training went well for me. My instructors all seemed like they wanted me to succeed in training along with keeping myself proficient in the various maneuvers we can be required to do at work. The first day was the various ground school classes. FMB was very informative info on the WSI APP. RHF was well presented and the instructor had researched his topics well, putting on a great interactive presentation for the class. RGS was a good refresher of the topics that would be discussed during the first day of RTS and RC9. Second day was RTS. My instructor gave a great brief and reviewed all the maneuvers that we would be doing through out the training session. A list of the maneuvers is located at the end of the RTS Guide. I pre loaded all the airports we would be working out of into Ipad. You can "share" the airports with your training partner Ipad if they have not reviewed them prior to school. It saves a little time so they don't have to sort through the airports that will be on the RTS. The first maneuver was the CAT II approach. We went around demonstrating the new Soft Go-Around procedure. Our first attempt did not go as planned. We too fast and the instructor had us demonstrate the new procedure again. Little frustrating, thinking we are not off to a good start. I had reviewed the new Soft Go-Around procedures several times through "chair flying" at home and we still screwed the first attempt. We slowed it down on the second attempt and it went much better. CAT III Approach went well. Review the call outs for the CAT 3 approach. Second maneuver was the Captain's KEWR VOR 11 Approach. Setting the approach up in the box using the Backward Z, followed with a quick review of the OD 13 page and the back of the checklist will set the approach up nice. Remember to hard tune in the RAD NAV page the JFK VOR. Third maneuver was the FO Takeoff, Holding, L Tank Pump LO PR, KEWR RNAV (RNP) Y 29 Approach, missed approach from RF Leg. Instructor asked lowest minimums for FO takeoff. Took off and and got the hold clearance. The clearance was to hold at TETER. En route to TETER we had the ECAM message for the L Tank Pump Lo PR. A real basic Non Normal 7 step procedure. Captain did all the whole procedure while I set myself up for the RNAV/RNP Y 29 Approach. Backward Z Double D along with a quick review of the OD-9 pages with a brief off the checklist sets yourself up well for the approach. I got released out of the hold and cleared for the approach. The intersection GIMEE has a Max 200 KIAS limit. We ended up having an "aircraft on the runway" from the tower clearance just passing JIMLO and had to go missed approached. I pushed the V/S knob Zero and accelerated the speed to 165 knots which is the top of the D Category approach.

Fourth maneuver was the Captain's KEWR RNP Y 29 Approach to a landing. We went through the Backward Z Double along with a quick glance at the OD pages and the back of the checklist/approach plate. The gotcha I believe is making sure to slow down and configure early. Also, the 200 KIAS speed restriction. Approach went well. I had the Prog page displayed on my side. Captain had the Flight Plan page on his side. We watched the EPE like a hawk!

Fifth maneuver was the FO's takeoff, KEWR LOC 22L approach. Normal takeoff. Delayed vectors around and the IP froze the sim while we set up. I went through the "backwards Z" quickly along with the OD page 14 page and the brief off the back of the check list. The night before I studied the Jepp plate along with reading the Non Managed Approach section in OM 1. They have now changed the start down point at .3 prior to the FAF. Its a new mandate by Airbus from what we were told. There are a few step-downs on the approach and a earlier configuration helps drastically. Also, I remembered last second to set the FPA angle path just prior to the .3 rather than waiting to try and set the 3 degrees and then pulling the knob to start down. Approach went fine and we then took a break.

Following the script the sixth maneuver was the Captain's Fire and Failure between V1 and V2. Captain did a good job with this. There is no Engine Failure Take OFF FMC procedure for KEWR 22L. We went through climb and then worked through the Engine Fire ECAM procedure. I was flying at this point and the Captain was reviewing the QRH follow up pages, various briefs to FA and company along with setting the approach up in the box. We also had to review and discuss the QRH page for overweight landings. After this was completed the IP slewed us around on a vector heading to intercept the localizer. The Captain was then required to turn the autopilot off and hand fly the aircraft onto the approach. On the approach it required around 4 units of trim into the good engine to center the carrot. The approach was flown down to minimums and Captain did a great job on the whole approach.

The spot seven maneuver is the FO losing the engine with a engine fire at V2. I had the autopilot on when the engine scenario was started. I followed the single engine procedures and it worked out well. The IP then froze us while we worked out the Engine Fire ECAM procedure along with the various QRH pages and checklist. We also quickly reviewed the overweight QRH page. He set me up for a "base" vector to intercept the localizer. I had to disconnect the autopilot and manually fly to intercept Localizer. I had the PM arm the approach and everything worked pretty well. I turned onto the localizer and the configured per the OM 1. Worked out well.

Spot eight can be flown by either pilot. We quickly briefed about it and I was the PF. We both had the upset recovery and recovered well. We had a quick brief before starting the maneuver.

Spot nine is flying the sim with level two automation on a ILS with some turbulence and a 35 knot cross wind (right at limitation). We reviewed the OD pages and increased the approach speed. Keeping the crab in is the trick to being successful. Roughly 30 feet I started to reduce the crab and properly line the aircraft up with runway. I also had to keep some aileron into the wind after touching down. Definitely helped with stability.

Day two consisted of a loft and the RAD. We ended up going from DCA to BOS. I had been looking over both airports over the previous weeks to understand the various scenarios that could be thrown at us. Also the release paperwork has been added to the training section of AA Pilots. It is available to copy onto your IPAD and print each of the releases between KDCA and KBOS or KBOS and KDCA. They are labeled; 15-1, 15-2, 15-3 or 15-4, 15-5, 15-6. Release 15-1/2/3 is BOS to DCA. 15-4/5/6 is DCA to BOS. We were assigned DCA to BOS. Started at the gate with MEL APU GEN CHANNEL 24-2b. MEL requires no use of APU electrical generator. We would start both engines at the gate.

The loft started and we had planned Rwy 1 for departure. Remember to read the notes and install Eng Failure Take Off procedure into the secondary flight plan. Also, you must install the WTHSF 1.0 fix in the fix page. While pushing back we received a new ATIS which required a runway change. New runway for departure, RWY 19. We changed the departure in the FMC; changed the V speeds, reviewed departure procedures for RWY 19 in the 10-7 pages, went through the back of the checklist Takeoff Briefing guide, reviewed our new taxi route and then did the taxi checklist. Contacted "ground" and started our taxi. Had a taxi revision to the taxi clearance. Had to hold short of Rwy 15. Upon approaching RWY 15 received new clearance to taxi to RWY 19. Departed RWY and was instructed to proceed Dir Bross. We went through CAMI procedure and proceeded Dir Bross. We leveled off at 27,000. Received an ECAM message of VENT AVNCS SYS Fault. We went through the seven step process. No actions to take. Captain looked it up in the QRH Follow up (pg 118). We also said we would send in the FRM code and look it up in the supplemental section. This did not require any other type of follow up or diversion. Flight continued and were given direct ROBUC. The arrival was pretty standard. Got the "descend via" clearance. We did get a vector of the arrival for traffic. We had to ask for an altitude from "ATC" to descend to. Once at the altitude we were given a vector to rejoin the arrival. Runway 4R was in use. Briefed for the ILS 4R. After the brief we were informed that 4R was closed and we would be landing 4L. It was a visual to 4L. Briefed for a visual approach to 4L and loaded the RNAV GPS Rwy 4L into the box. Approach and landing went well. Taxied off at taxi way N1 to N and hold short of 15L. On N we received new clearance of cleared to cross 15L and cross 15R. Taxied to the gate and shut it down. Took a 10 min break in the "Iron Kitchen".

Returned after the break for the RAD Events. All the events went as briefed off the training syllabus RAD Events sheet. Remember to brief the Blue OD 3 page. The big lesson with the TEM event is not to take the descending direct clearance to the SHAND Fix on the ILS 26L. There is mountainous terrain in the direct path to SHAND. Remember to use the 3 to 1 rule to determine if you are high or low. Last two spots were in SEQM. Great to review the OD 15 page and become familiarized on how the FMS Engine Failure Procedure works. You will clean the aircraft up after you make the turn on the Engine Failure Missed Approach Procedure. The last spot of the RAD is a high speed reject and evacuation. We received the APU Fire scenario. FO will run through the Non Normal Seven step process and will do the ECAM Action. Followed with the FO reading the Evacuation QRH procedure line by line and the Captain will perform the items.

Overall, great training experience! Like everything, preparation helps tremendously!

October 21, 2017

Day 1 - Good review of the Powerplant, APU, Fire and Fuel systems, tied into various scenarios that we saw the next two days, i.e. SEQM, Quito. Human factors segment excellent. We discussed the evacuation in LHR after viewing a recreation of it on video. Lot of graphs on where crews need to do better, and review of CFIT close calls.

Day 2 - RTS, good series of spots, all at EWR, covering all types of approaches and some engine out scenarios. All go arounds were soft go arounds, now standard unless captain deems TOGA necessary. Got a holding pattern, CKA wants to hear PTA, position, time and altitude entering the hold. Rule of thumb: Use "Pan pan" (x3) for yellow ECAMS and "Mayday" (x3) for Red ECAMS. "Fly to the bars" on all missed approaches. The hardest part is remembering to dial in the Final Approach Altitude for Managed Non-ILS, VOR, RNAV, as soon as you can. PF has to think ahead more than on a regular ILS. Dirty up on the fix PRIOR to the FAF for the non-managed LOC approach. That way PF can dial in the FPA ahead of the FAF and be all stabilized to start down.

Day 3 - R9 starts out with a LOFT leg, we went BOS-DCA. Needed a takeoff alternate, lo and behold, JFK, was on the release at the top in the header. Runway change from 15R to 22L, had the data for that runway already so no big deal. Captains, remember to turn on runway lights when crossing all runways. We lost Press sys 1+2 after takeoff, leveled off at 5,000' and did global assessment. Outflow valve inop so no way to fix it. Ended up diverting to JFK. FO made a great catch, there was an engine out procedure for 31L at JFK so we briefed that. Used the ACARs page 2 to send 7700 message with no CFR required, that took care of all the company notifications. Made a PA to the passengers and landed uneventfully.
Good discussion of why crew may not want to turn off ADR 2+3 with undue activation of alpha protection. If FO is PF, they would lose their instruments. So, turn off the two ADR's away from the PF. All go arounds international, put 1500/3000 in G/A PERF page. Call out 80 and 60 on all rollouts, good reminder to disconnect AP on CAT III rollout. Engine failure on the missed approach in Quito: at 400' pull heading select, ACTIVATE the secondary, then go to NAV. It will turn green upon activation. APU fire on landing, do global assessment. If FA's command an evacuation, which they can do, call for the evacuation checklist. FO reads and the captain performs the items.

October 14, 2017

Ground School - Non event
Sim day1 R9
Spot 1 - Talk about - t/o alt requirements. T/o lighting required. But the gotcha is that you first shoot a CAT II. No rwy environment GA at map. Then you shoot the cat III Spot 2 - Straight out Vor 11 - Straight out backward Z should cover all the gotchas Spot 3 - t/o to a hold in FMS - check holding speed - they give you an ecam right after the hold assignment which is from a fix. Enter the hold in Fms verify it with each other then deal with ecam.
Spot 4 - RNP 29Y. - remember which cat you are C or D for the ga on the rf legs. GA alt. Is 2000' you are not climbing but 800-700 feet from the time they give you the ga. So toga, toga set, climb, climb set, select speed (140 or 165), ga flaps and so on works well. Don't dally on toga Spot 5 - Loc be fully configured before Gimme. You got 3 miles from Gimme to Buzzd - If you are in DFW sim 6 - turn off the fd it overcompensated and you wind up chasing it and not braqueting.
Spot 6 & 7 - Callouts/flows - its just long. Eng fire/then fail then emergency landing then overweight calculations and landing. All in EWR rwy 22L not adequately long at 160,000 - request 22R. You will need all the thrust on GA. Eng 1 - No packs (can't use apu bleed)/. Eng 2 Apu Bleed with crossbreed shut off. 1 checklist will say flaps 3 the other will say flaps full - consider climb performance on the ga.
Spot 8 - At 35000 - Eng fail (not the real problem) first is that you can't maintain alt. = Immediate action first then ecam.
Spot 9 Hand flown- play with the sim, SE work, unusual attitudes ... standard.
Now that your brain is fried - DO NOT FORGET SECURITY IS NEXT - I left the building got in my car then remembered and came back.

Day 2 in the sim -loe: Bos-Dca
Normal stuff at the gate. Make sure doors are armed before push back; fo - read the notes. Get load close out before you taxi; don't start engine still you park at the spot. We did the flight control Check before we called for taxi. Then We were given Rwy change. We cancelled taxi request re-loaded the box; confirmed route; re-brief taxi route; then Headed out. They want to hear that you discuss weights; winds; when you get the close out. For us it was icing conditions. Taxied to rwy; took off at about 4000' we got the cab pressure fault dual Syst. Fo had the airplane; Capt dealt with with Ecam. Diverted to TO alt JKF. When you load JKF - remember to load it with NO VIA. The clearance is Direct Graym V1 JKF. V1 goes thru DPK and rwy 31L can start via DPK. Discuss landing weight; specially if you added fuel (wx- Dca; is low) you might be in overweight landing. Remember to Pan Pan. Capt. Ecam; dispatch; fa; pax. Discuss your plan; keep go in the loop.

October 14, 2017

Had CQT last week after 10/01 change took place. Minor changes. Cat 2 with a miss, then Cat3 to a landing. Remember that you have to see Cat 3 on FMA even though only a Cat 2. Did the Quito missed approach single engine after loading it in the secondary. Did DCA-BOS loft leg with the eng anti ice failure and moderate icing in and near BOS. Held in clear air at Newes, talked to everyone then elected to divert into JFK, quick descent through the clouds and the ILS. Vor appr in to EWR, based on the JFK VORTAC. RNAV RNPs into EWR also. V1 and V2 cuts with SEng approaches. Remember they are really big on Global Assessment when an ecam comes up before starting anything i.e. Immed. Action, etc. Do it when starting the next ecam procedure after clearing one in a multiple ecam event, i.e. eng fire/eng failure items. No landing assessment after eng failure due to no ice accretion. Also they are really hot on PanPanPan now in the states to comply with ICAO rules.

September 8, 2017


APU Generator deferred, we started both engines at the gate, which worked well.

Set up for Runway 01, but get new Wx and assigned 19 when call for taxi. STOP and load new numbers / brief accordingly. Runway 01 EOSID is no longer required. Brief this and remove it from Secondary Flight Plan.

#2 Engine Anti Ice valve fault. My Captain reached up and arbitrarily recycled the Engine Anti Ice PB. PLEASE DO NOT DO THIS!!!!!! Read the script, play the game, do the ECAM procedure.

PIREP and dispatch ACARS for moderate icing in the descent into BOS and you are immediately assigned a descent into the clouds. Don't accept the descent!

Divert to JFK. Good weather there, no ice. Do the dance - ATC, Dispatch, Flight Attendants, PA to Pax.

Descent and vectors to final come quick. Don't screw around with turd polishing on the arrival brief or talking to Dispatch / FA's / Pax - hit the high points, fly the airplane, land. Get your attaboy and have a vending machine covfefe.

Thank you for all you do with the web site. It's awesome.
August 27, 2017

Day 1: Class - Essentially no prep required. Highlight, for me, was the Human Factors presentation. Excellent, as in the past. Some interesting statistics, as well as a thought-provoking scenario. No BS.

Day 2: RTS.
Spot 1: Low vis/CAT III. QRH P. OD-9 says to brief the CAT III procedures before briefing the approach. Helpful gouge: "Blue, White, Blue, White." Translation: Look at appropriate (Blue) OD page to determine approach legality (vis, req'd equip), use (White) Jepp page(s) to set up arrival/transitions/approach ("Backwards Z"), see (Blue) OD page to brief the approach procedures as needed (CAT III, RNP, etc.), refer to (White) approach chart to brief the approach. If you are up to speed on go-arounds and take your time, this is a piece of cake.

2. Short runway, think about probable position of aircraft vs. runway centerline due to wind and offset appch.

3, 4. For the missed approach from an RF leg, we used the vert speed zero technique and just drove along the remainder of the approach with no configuration change. At the MAP (1.3 DME), fly a soft GA. Works great.

5. Steep segment just prior to FAF. Can be done in the descent mode of your choice. Our instructor suggested Managed Descent (!) Guess what? It works very nicely. Your speed will creep up a little but will bleed off prior to FAF. However, if not briefed on this technique, I would prefer Vert speed to hustle down. Open descent isn't a great choice in my opinion because if you're a little fast the AP will try to fix your speed and may leave you high in the process.

6, 7. Nothing to add here, other than Capt. be sure to get nose down to FD cue since you're already about 15 deg nose up in climb before engine fails. Capt. and F/O each get to run the full ECAM. They like to hear "Mayday" for emergency.

8. Go to QRH immidiate action promptly and get steps done. Procedure works well. Speed bleeds off fairly quickly, so don't take all day, but no need to rush, either.

9. Good hand flying exercise. Rejected landing takes a pretty firm pull to get to commanded pitch.

10. You will have notified ATC of RTO. Be sure to call them AGAIN (Step 2 of checklist) to advise you are evacuating.

Day 3: R9.
RLE: We were given our choice of route - we chose BOS-DCA. A few 1's and a 3 on the Flt Plan, so brief #1 F/A Moderate Turb. Procedures. Started taxiing for 15R, runway change to 22L. Stopped when issued new rwy, completed all FMC housekeeping, then just completed taxi checklist to line before moving again. Also, taxied on two engines due to low vis plus numerous runways crossings and hot spots. Worked well having both pilots heads up. We talked about every turn ("I'm going to make the second right on November, then hold short of 15R. Do you agree?"). Helped maintain situational awareness.

All normal to mid teens. Got a "no complaints" ride report so released F/A's. Lost a TR in climb, limits you to CAT III Single. Not a factor. Send ARMS code via ACARS. We didn't feel the need to speak with dispatch, but if you need to talk to them and are stuck below 10,000 (no phone) with a pressurization problem, the Dispatch Direct VHF Network could come in handy. It's in FOM2, 2.1.5. I did a screen cap, keeps it easy to find.

We kept waiting for a "real" problem, but the T/R was all. ATC asked us to keep speed up, but we said we were working on minor issue (Capt looking up follow up, supplemental manual, etc.) and preferred not to. Got normal speed.

Normal CAT II into DCA. Brief usual Special Airport stuff, enter fix found on DCA 10-7C-2 page for reference in the event of a miss for extra credit. Brief SE miss.

Land. Clear runway. Break.

SPOT 1. Capt T/O windshear. Autopilot does a nice job. Clean up when out, make PIREP. PM include "feet" in RA callouts - "Three hundred feet, climbing," etc. F/O predictive demo - warning received, we flew normal GA which allowed a turn and cleanup vs. wings level - no config change for escape.

2. Another good hand flying exercise.

3. Stalls. Lower nose as primary recovery, power is secondary, just like Aviation 101.

4. Several techniques discussed in briefing for setting up engine-out miss in Guatemala. We decided to use the secondary FP, with the AUR/218/50 as the next waypoint after AUR. Worked fine. Had Rad Nav, Direct to, Radial OUT and Fix set as backups. It's pretty slick, but the terrain view impresses that one ought not mess this up - lots of rocks to miss. Fly the approach, no rwy at mins. Start published miss, then lose engine at gear retraction. Select Rwy Hdg, activate secondary, turn to 245 hdg at 1.8 DME, engage NAV, clean up as in normal engine failure on TO. Done.

August 26, 2017

RTS: Each takeoff had a assigned heading and they were trying to load you up on departure after takeoff, especially during the single engine work. You'll stay out of trouble if you remember at 400' AGL S.E. to call the exact (runway) heading, not "heading". Spin the heading selector to what you need THEN pull, otherwise your flight director will zing out to the assigned heading until the runway heading gets set, which makes thing very messy.

I found the hard "Go Around TOGA, CLIMB" program to work better than setting V/S Zero on the RNAV missed above 1000' AGL (I got to try both). Using the V/S Zero method if you do not remember to set TOGA and clean up by the end of the runway you will lose the NAV missed approach path!

If the Jeppensen approach plate title is <ILS or LOC> there is probably a specific LOC approach selection from the FMS/MCDU that will have LOC approach specific fixes.

During a single engine event do not decide to go to TOGA after setting V/S Zero, else you will find yourself in Open Climb.

There was a RTS pre-flight briefing discussion that the FAA was directing us to be briefed that ATC when giving a hold that is not at a ground based nav will use the phraseology "Hold (sector) on the XXX Course". In this case the stated course is what we know as a radial from the station. Go figure ...

Auto landings now always require a landing distance assessment.

R9: Very straight forward flight from BOS to DCA with a TR2 Fault. Taxiing out we got the runway change and asked to hold position to set it up. That was denied from "ground", they had traffic that needed to get in and out of the alleyway. We asked again later in the taxi (moving at a snail's pace) and were eventually allowed to hold on taxiway A short of A2 to set-up. Reroutes direct to fixes with some altitude changes, no holding, no TCAS. The TR2 Fault downgrades you to CAT II which is all you have landing north at DCA anyway. You have the option to contact dispatch and MOC through the Direct Dispatch VHF Network along the East Coast (FM2 Chapter 2.1.5) Again, auto landing now always requires a landing distance assessment.

You will want definitely want to take a look at the MGGT missed approach procedure. You will fly the RNAV (RNP) Z RWY 20 approach to minimums and miss. During the initial go around (below 1000' AGL) a engine will fail. Leave it on the autopilot, it handles the yaw just fine. "Mayday, Mayday, Mayday", state your intentions, fly the S.E. missed approach procedure. Things happen at a reasonable pace on the procedure. Once you are outbound and stabilized they lift the ceiling to show you why it is important to be ready to fly the S.E. procedure and to strictly follow the path. Very eye opening ...

July 29, 2017 (R9)

The entire session was very laid back and seems to be designed as a learning experience. I’ll only highlight the differences I saw vs other remarks.

1. Make sure from the blue pages your FO knows the call outs for the CAT III approach.
3. New to me. You can now do the obvious legally. Such as you lose a generator of an engine you can start the APU without waiting for the checklist. For the missed approach, it works really well to start a slow climb to missed app altitude using vertical speed. Don't clean up until the MAP because the jet goes into the go around mode and makes for a lot of work.
5. A non-event if you are configured early and are ready at 0.4 DME to roll in and pull the 3 degrees down.
8. It really helps if you know the maneuvers. The check airmen think you should know them as memory items.

Of course a runway change, 15 to 22L, may as well not start the taxi check until you get it. If you have a new FO do it all in the ramp area if able. New data etc. Much less heads down time for him.
On climb out had very loud noise followed by abnormally high cabin altitude and cabin rate of climb. Turned out to be a simism. Treated it like it was real and then was told it was a simism. Carried on. Enroute the right pack overheated. Did the ECAM. This is a different one than I had encountered. The Pack never cooled so the ECAM is never to be completed. You just have to decide when to clear ECAM and STS and move on. WX CAT2 in DCA. Check the RVRs. Landed and taxied off. Really a non event.
RAD is easy and good training. Would help to look at that RNAV presentation before hand. They throw you in the middle of and say go. It took a while to know where I was on the chart. Still more good training.

July 23, 2017 (R9)

R9 LOE: I did my loft from BOS-DCA. They gave me the choice and had printed up paperwork. Low ceiling and runway change in BOS, FO flying then vis drops and CA takes off. After TO pack overheat, Not a big deal as we still had a pack and ended up going to DCA for the CAT II not 3 runway 1. Got a "to heavy for landing" message in MCDU but looked at our weights and it was a simism. Exited runway and nothing else. Take your time with the ECAM and send ARMS code. The spots were like everyone said previously.

July 23, 2017 (R9)

Day 1 as briefed, no surprises. With regards to the RNAV RNP and going missed during the rf leg, the best technique is to level off with VS, then fly around to the MAP (@ cat C speed) before executing a soft go around.

Day 2 loft. BOS-CLT in Sim #2. We were expecting to get a problem shortly after takeoff and partner spent some time trying to evaluate the pressurization system when there was nothing wrong with it. In the sim, if something breaks, you'll get an ECAM. Don't create or look for problems that aren't there. Got 2 TCAS RA's, 1 in the climb just before level off and another during descent. Instructor said he didn't program either one. Take care to reset desired modes after. Failure was a TR, continues to CLT for the RNAV, missed due to no contact, vectored to ILS. Both instructors were great!

July 21, 2017 (R9)

Dual RA failure ... dispatched with #1 inop, #2 fails enroute.
Dual FWC failure ... same as above.
Sim gotcha taxiing out ... T/O data already inserted ... you see lightning flashes (at night) so need to assume rain and change to Wet T/O numbers.
T/O performance requires APU ON T/O, but APU is inop. Secure Eng Bleeds instead. Restore ENG Bleeds on After T/O checklist.

June 18, 2017 (R9)

I echo the comments regarding the check pilots. Excellent check airmen and seat fillers. Put your R9/R18 from aapilots.com into ibooks and reference. All the questions are exactly out of the slides. Went over the performance problems. Do them in advance.

Review CAT3 callouts. All spots were to previous comments. Sim day 1, spot 5 Loc approach. This was the most difficult but doable. My advice is to configure to gear down, flaps full at the fix prior to the FAF and then open descent or v/s down. If you don't, you are doing a go around. There simply is not enough real estate between those fixes to descend and be slow. If you want one and done, take my advice.

The RNAV RF leg missed approached worked best at vertical speed zero and selected speed. When we were told to miss the appr. We stopped descent, slowly climbed back to miss altitude and drove until the runway. Then managed speed, clean up as per a go around without the toga.

Single engine work. Step on the weird triangle, trim the pressure off, and let the stick still after you pitch about 10 up. Trim off foot pressure, then put autopilot on. If you step on the slewed pyramid, the heading will stay good. Easy on stick. When flight director crosshairs come on and flash, you are normal law. Leave the stick alone at 10-12 degrees. It stays there.

When you do ILS back, stay on crosshairs until you hear 50 or even 30 radar call. Looking up earlier will simply screw you up. Stay locked until very low, is the only way to go in the box. Look up at minimums and you just blew it. After single engine landing, get on pa, "this is the captain, remain seated x3"

Engine Fail Fire: Do ECAM, go through all fire items and they disappear. This brings up underlined ENG 1 FAIL. Get QRH and check for immediate action or exception. Then, you do not have to state ECAM ACTION again. Just do it.

Evacuation: read flight bulletins. Change - Capt grabs PBE, FO grabs halon.

Sim Day 2 BOS-DCA, just as others said. Low vis. Get out low vis taxi page, review company pages. Do yourself a favor - do not even think of single engine taxi. You will load up your F/O in a low vis environment. Burn the gas, be safe. Both check airman and Chk airman seat filler stated after we started both, that they knew things were going to go smoothly when that issue of SE taxi was eliminated. Both stated they saw many LOFTS head south when FO was loaded up, heads down by a captain insisting on one engine taxi. Start both, get runway change, DO THE TAXI CHECKLIST STANDING STILL, then go to runway. Check airman loved the checklist being done standing still with brake on.

Normal takeoff, head to DC. Transformer rectifier 1 fault. Swap control, do ECAM protocol, send message to dispatch. Follow up in Mymobile 365. You are going to do a Cat2 in DCA. Check equip fail page. You can do it with TR1 fault. Set 106 in Radar altimeter box. Cat 2/3 brief, land. It is over. Then the other stuff as others have said. Be slow, be safe.

Excellent check pilots, check seat fillers. If you are prepared, they very much appreciate it and will work with you. Learned the most in any sim yet. Cannot say enough good about our check airmen in CLT.

May 24, 2017 (R9)

Day 2 SIM pure script. tic toc tic toc ... go go go

Day 3 SIM: BOS DCA, no MEL's simple
Taxi out planning 15R, then new ATIS has 22L still 1/2SM vis. hard to see upcoming taxiways and 3 crossing runways ... ( in CLT sim#3) so it's easy to exceed taxi speeds and not realize it.
During climb thru 17,000 we got an ELECT TR2 FAULT. easy ECAM but your now CAT III single only. busy work for contacting DISP- FA's - short flight.
Landed DCA 1200 RVR CAT II hard to find gate.

RAD's as published. great review for both of us.
MGGT ... RNAV (RNP) Z RWY 20 to a no contact miss. GO AROUND starts to 8500' then at gear UP we had an engine failure. so ... not a brilliant time for the PM to divert their attention away from the making sure the A/C is going where your supposed to (UP) and situational awareness many mountains close by ... don't worry about the SEC FLT PLN yet ... Just have AUR in the FIX page with a 2NM raduis and 218 radial. all that is needed is set the heading to 200 for RWY heading reslect ALT to 16,000 for MSA and just before you reach the outer radius 1.8NM turn to 245 and manually intercept the 218 radial (don't forget to keep correcting for wind. Simple. Use MAYDAY MAYDAY MAYDAY and tell ATC your flying out the 218 radial to 16000' they don't know your EO procedure. Once your cleaned up and heading outbound Run your ECAMS, you can then activate the secondary to track outbound on the 218. keep it simple and safe.

May 21, 2017 (R9)

Day 1. Nothing is asked of you. Just sit there.

Day 2. RTS
Spot 1. Low key. Crosswind was right at limit. 35 knots. Too strong for an autoland back into KEWR. So, t/o alternate required on that basis (not that that matters but he pointed it out to us.) Remember to apply FULL FORWARD side stick until 80 knots if crosswind exceeds 20 knots (or tailwind exists). (OM 2d.2.5). After the autoland, SimP had us pull off the runway. He pointed out that the taxiway lights are alternating yellow and green until the hold short. Then green on the other side. Also, the "broken lines" that parallel the taxiway c/l after the hold short are 150 feet long. Pull your nose up past that and you know your clear of the runway.

Spot 2. This is a managed VOR so no reason to kill yourself to get down to the FAF early (that comes on spot 5). Remember to verify your altitude at the FAF. Very important on non-ils, managed approaches. If an altimeter setting error is present, you will have beautiful vertical guidance all the way down to the crash site. The SimP recommended as a technique putting a 1 mile radius around the FAF on the FIX page as a reminder to get configured there AND to verify your altitude matches the FAF altitude. When you break out for landing, you'll be so far left of centerline, it will feel ludicrous. Get going to the right early to pick up the extended c/l as soon as you can.

Spot 3. Watch your holding speed. We held at 5000 feet. Green dot was around 210. Just mention you want relief from the holding speed of 200 knots. The RNAV Z 29 EWR - CAT D is not authorized. So, flaps FULL to stay below 140 knots. The missed approach from the RF leg happens between GOLSN and HALPA. He briefed we could either go Vert Mode zero and continue driving or do a soft go right there. We went Vert Speed 0 and kept driving. Tried Soft go/around as a technique later. Honestly, I think the soft go was easier. Here's the gouge, go TOGA, look for TOGA on the FMA, then back to climb. It re-sequences the missed right there and puts you in g/a mode. Then pull selected speed as soon as you pull the throttles to climb (should still be below 140 knots). Drive around the arc with your flaps still at full. (You can call g/a flaps and get your gear up, but you have to stay at 140. So, you'll be sitting right on Vls with the flaps at 3.) 1.3 miles from the runway, simply push managed speed and clean up on schedule.

Spot 4 Same as Spot 3. But F/O's turn

Spot 5 LOC 22L - Not sure if it was our sim or by design, but our LOC did not track properly between TEB and GIMEE. Was crazy. LOC was captured but we drifted off course. Strange. Don't delay getting down to 1500 after passing GIMEE at 2500. You can actually pull open .2 prior to GIMEE and you will cross GIMEE at 2500 feet. Takes about .4 miles for the Bus to start its descent. Be configured and on speed .4 prior to the FAF. (Remember your 1 mile circle around the FAF. Verify your altitude.) Pull the 3.0 FPA and you won't have a problem. You can adjust the FPA +/- 1 degree inside the FAF. You shouldn't need to.

Spot 6. Do your V1 cut magic. Make sure you go over the new verification procedure for engine shutdown. PF points at throttle lever. PM says "CONFIRMED". PF pulls back lever and says "IDLE." PF just needs to say "CONFIRMED" on the other items. On the approach, if turned in tight to final. Here is the gouge to prevent wild engine surges which causes problems when you configure early. Approaching the FAF, be at flaps 1, look down and ensure you have about 5 degrees of rudder trim into the good engine. When glideslope comes alive, call "flaps 2", "Managed Speed". (Don't go managed speed before flaps two, or it will power up). At 1/2 dot, call "gear down". At g/s intercept, call "flaps 3, landing checklist". If you intercept the g/s farther out, just fly the g/s down. Don't call for the gear until 1 mile from the FAF.

Spot 7. V2 cut. Captain flies. Be a good PM. Call "positive rate". Make Mayday call advise straight ahead climb to MSA. Let PF know TOGA is available if it wasn't selected. Let PF know the EO Altitude (off the PERF page). Have the field in the PROG page and ask for a turn back after you clean up. (AIM says you only have 15 miles and 2000 feet for terrain clearance off the runway).

Spot 8 was mostly show and tell. You'll want to go to MCT and turn auto thrust off straight away. After that, go right to page iii. You'll be targeting green dot and a slow descent. Plan on restarting that engine. There was no damage. Upset recovery was not challenging. Use the speed brake on the nose low to avoid Vmo. Remember the "Sky Pointer" at the top of the PFD tells you which way you need to turn to return to wings level. If the triangle is to the right, turn the side stick right.

Spot 9. FPV works great. Couple of reminders with "the bird". The moment you select FPV, it will assign the track that you're on at that moment. If you do that when you're right on the LOC, you'll have a nice, blue track tick right on the PFD horizon. Set the tail of "the bird" on the horizon line and you have (almost) a 3 degree descent rate. Adjust as needed.

Spot 10. Know the FO and Captain duties on page 35 of QRH. The F/O no longer gets the fire extinguisher. The FO is to ASSESS, ASSIST and ASSEMBLE. The captain is to grab the extinguisher.

Day 3 R9
Brief: keep your mouth shut and nod. Update your iPad before hand. All he asked, of course, on the SPV was the given questions. He picked the spots on the walk around inspection. Review the PowerPoint. It's easy stuff. "Check condition." "No leaks" etc.
LOE: The night prior, print out your release and TPS, Closeout, etc. Its all on aapilots/Training Home/ A319 Recurrent / A320 Pilot TrainingGuide (Combined). Weather is crap. T/O alternate is already provided.
BOS-DCA. At the gate the avionics bay doors (Both inlet and outlet) were Amber. Noticed on the FHPED check. Turns out that's normal when right at the temp where they open and close. No worries. LOGAN departure. Climb to 5000. Initially gave us 15R. On call for initial taxi after push, he gave us 22L. Asked to stay put and changed our box around there. Do your flight control checks and run your checklist too. Right after takeoff, we got a CAB PR SYS 1+2 FAULT. We were not pressurizing. Could NOT control it manually either. Outflow valve was stuck. Departure tried to climb us to 11,000 straight away, so we nixed that and requested stop climb at 9,000 for a press problem. That worked until Center wanted to climb us to 230 and wouldn't take no for an answer. So we declared an emergency right there. I used MayDay MayDay MayDay. Debrief item was use PanPan PanPan PanPan instead. Captain needed to call Dispatch. With no air phone (wouldn't work at 9000 feet anyway ... no GoGo), best option is to call them directly on the company's "Dispatch Direct VHF Network". FM Vol 2.- 2.1.5. Weather went below mins in BOS. Dispatch and Captain decided to divert to JFK. ATC gave us direct MAD V1 JFK. Landing 31. Be aware of the 10-7E for 31L. There is a turn point on the 10-7E, JFK10 (which is 4 miles from the JFK vor.) Go ahead and put JFK10 (it's in the database) in the Fix page. Extra points for that! On Landing, we got a VENT Blower Fault on the runway. Later, CKA said it comes on after this fault on the runway for some reason. Don't lose focus and go through the non-normal procedure like your trained. Was over after that.

1. Captain's reactive w/s was nasty. Happened around 500 feet. Make the radalt callouts (say "feet". "450 feet climbing" etc) He did start descending for a bit. Once you're climbing and accelerating, let him know "you're out of it" so he can get back into Climb. Otherwise, he'll likely overspeed. No big deal but we're trying to look good here. F/O's was easier. Predictive. Do a normal go around. This allows you to turn out and avoid the area. Escape TOGA requires wings level.
2. This spot is just fun. Use "the bird" once on downwind. Power should be 50-57% N1 when level. Works great.
3. The stall is harder at altitude. CKA said most guys lose 3,000 feet. Be gentle with the power or you will get a secondary stall. F/O's stall. On glideslope. Power at idle. Maintain glideslope is the instruction. (Remember you will be in Direct Law here.) Had to use pitch up trim. (The more you put in before the stall, the more you have to take out after the stall.) At stall buffet, stand the power up (about halfway) and relax the back stick. Should only drop the nose about 3 degrees. It's enough to escape the stall. Pitch trim down and slow adding power in. After that, you have to do the go around procedure. By this time, you and your partner should have it down.
4. We had the RNAV X 20. Large part of exercise was going through the "reverse Z and Double Data" then reviewing the RNAV blue pages, then the full approach brief. Took forever. For whatever reason, we didn't capture "Final Approach" until almost at the FAF (might have been the point after it actually ... that's where you actually descend.) (We captured the APP NAV right away.) Was cleared for the approach way out there ... like around 9000 feet. After cleared, you can step yourself down with open descents between points if you need to. Glidepath is 3.2. For that reason, recommend flaps full. Also, you need flaps FULL to stay below 140 knots for class C. Configure well before the FAF. We had trouble slowing and might have been a little fast on the last RF Arc. After you miss and blow an engine, you'll have PLENTY of time to figure out your 10-7E. (In fact, you will have leveled off at 1000 feet above the field and cleaned up before you get there.) Stay in NAV on the go initially. It's runway heading for a while. At 1.8 DME, (have a VOR tuned to AUR). Ask the PM to give you a "Direct AUR - Radial Out 218". Be careful that when he does that it doesn't capture right away. It might. If it does, just pull heading again. Then, when the aircraft finally turns to 245 reengage NAV by pushing in the heading button and it will plot and fly a NAV intercept. You'll be perfect.

May 17, 2017 (R9)

Ground school 5/13, no surprises there. RTS matched previous posts. When the FO was doing his upset recovery training they rolled him to 110 degrees left, nose low. Naturally he did an excellent job of recovery. The SimP apologized, didn't mean to roll it so far. We had a good laugh.

R9 went as scripted. Great CKA. Good attitudes and a positive learning environment. BOS DCA, divert JFK. Don't forget the engine out special procedure for JFK rwy 31 missed appch. Captains choice on who flys. No more paper flt plans. When I asked about dispatch release, TPS, etc. he told us to use the one from AAPilots. Aapilots/training and quals/training home/recurrent 319/320/321/A320 Pilot Training Guide. Scroll down to R9 RLE, scroll down to Flight Plan BOS-DCA and DCA-BOS. He suggested taking a screen shot of each page and just pull it up from photos when needed in the sim. I did mine in landscape, not good, too many pages when searching for something. FO did his page vertical, worked good. You can also download it into one of your document readers. I would suggest doing this before going to training. We did it at the last minute before getting in the Sim and it was a scramble. There are no NOTAMS or F4's, J8s. I asked about that and it was none related to our airports or route. There is a 3 turb index on the first fix BOS-DCA, included it in the FA brief, remain seated until released. Icing conditions, insignificant. Requested RAIM prediction before the MGGT RNAV.

May 9, 2017 (R9)

Overall Experience: Excellent Check Airmen

RTS: Spots as advertised.


Weather @ BOS = 1/2 SM BR
Simple MEL (doesn't affect flight)
Runway Change on Taxi Out (15R to 22L)
Multiple Runway Crossings (on way to 22L)
ECAM = TR2 Fault (Continued to DCA)
Cat II ILS 1 @ DCA to 1200 RVR


Spots as advertised.
You will hand fly spot 2 for the entire pattern; no flight director; no auto-thrust; multiple altitudes and headings along the way (radar vectors)
Brush up on MGGT Arrival, RNAV RNP X Rwy 20 or RNAV RNP Z Rwy 20 [study surrounding terrain] & Special Engine Out Procedure

March 23, 2017 (R18)

First, go AA pilots and print the flight academy map. I was treated really well by everyone at the academy.

Day one: Nothing unexpected from the class room instruction.

Day two: Review the power point presentation and you will see everything no surprises.

Day Three: Everything played out as described in the slides. Only a couple of minor changes, we worked MCO 35, 36 runways instead of JFK. Also, on the single engine procedure we had a yellow hydraulic low pressure. Know your t.o. alternate requirements.

For LGA level 1 automation. Make sure you use the FPA presentation and use the PM to set the heading, altitude and speed windows for you. Tried to just stay with flaps 1 and do a lazy pattern but that was a no go with the instructor. Several heading, altitude and speed changes. All to atp standard. Basic airmanship skills.

On all non-ils procedures make sure to start with the OD pages and work throughout them. Also, to is a good idea to review the approach briefing using the back of the checklist. Pay special attention to the SEL items.

Review the MGGT chart before going. Make sure to get the correct missed approach chart and not the engine loss on t.o. chart. The two are exactly alike but they want the one with the correct heading showing.

MGGT: There are several ways to build the loss of engine ground pattern. Highly suggest having at least two of them ready. Suggest one be the raw data compass rose. Important to note the go around is prior to the VOR. You need to cross over the VOR and count up to 1.8 mile before making the turn. Use Terr system.

March 19, 2017

The spots are well reviewed and I have nothing to add there.

Our LOFT (or whatever they're calling it now), was DCA to BOS. The weather was 1 OVC, 1 sm, and rwy 1 was the active. Didn't really need a T.O. alt at that point, but we had one anyway. Calling gnd for taxi, got rwy 19 for dep, and now the T.O. alt WAS required, so our cka wanted to hear some validation of that.

Re-did the flt plan and perf, and rebriefed to reflect new dep rwy.

We departed DCA with the APU gen on MEL. Early on the ROBUC STAR, got a SIGMET for mod icing in vicinity of PROVI between 11,000 and 16,000. Shortly thereafter, began our descent and when we descended into a cloud layer, turned on the eng A/I. The right eng A/I faulted, (super short ECAM) and we wound up with "Avoid Icing Conditions".

We held for a few minutes to contact dispatch and come up with a plan which turned out to be divert to JFK. Brief F/A's and advise pax. Decent wx there, landed without further incident.

And that's all I've got to say about that!

March 9, 2017


Spot 1. CA Low vis Takeoff to Cat III ILS. We went around when a big red light came on below 400 feet. Reposition on Final for second approach to uneventful autoland. Brief takes a long time though.

Spot 2. F/O VOR to Missed approach. Followed by Landing. The raw data bearing pointer must be up on Captain side so he can verify if F/O deviates from course. Go Around at Mins "no contact". Repostion on Final for landing. Broke out at mins, which are pretty high. Runway is offset and way off in the distance, past the buildings. Kinda hard to pick out. The buildings seem uncomfortably close on final, but F/O was on PAPI/VASI.

Spot 3. CA Low vis takeoff, Elec Gen ECAM, Holding, Missed Approach RNAV (RNP). The whole scenario takes a LONG time. I recommend taking your time to do the numerous briefs. A technique I was given to brief is: "BOX, BLUE, BRIEF". Meaning; load the box, follow it up on the blue OD pages, brief the Jepp approach plate, then run through approach briefing on the the back of the checklist. The missed approach was directed by tower on the base turn (above 1000'). Just push V/S button to level off. Very easy. Everything was so calm and controlled and slowed down after that. We just motored around the turn level at 140 KIAS, got our S/A fully updated. It seemed to take forever to finally get to the end of the runway/missed approach point and then go "G/A TOGA". Most successful thing we did all day.

Spot 4. F/O RNAV RNP Z. uneventful

Spot 5. CA LOC 22L. Very hard to get down from 2500 to 1500. Must be level at 1500 and ALT FMA displayed well before the .4 miles. We pulled the V/S knob with ALT* displayed at 1500' and didn’t go down on final, so we had to do a go around. Second time we used speed brakes to ensure we were down at final approach alt (1500) in time.

Spot 6. F/O V1 cut. gusty winds masked yaw. Uneventful engine shutdown. Review confirming procedure before hand. You must land with no autopilot. Crosswind landing caused some rudder swapping on short final F/O wasn't prepared for.

Spot 7. CA V2 cut. Nothing unusual other than flying autopilot off on final.

Spot 8. Loss of engine thrust at high alt. immediately open to page iii, then take your time.

Spot 9. Not much to say.

Spot 10. Reject for engine fire. I feel it went well. We ran it methodically. F/O performs engine Fire on the ground, which of course, is an Immediate action and the steps don’t require the confirmation that the airborne version does. This frees up the CA to tell pax to remain seated, talk to tower, etc. By the time the situation becomes a little more stable, we were ready to walk through the EVAC check with no interruptions/confusion.

R9/LOFT/LOE/RLE: I would have been better off not studying at all for this. I was convinced we were going to have all kinds of problems which didn't materialize. So we were busier than we should have been. It seemed to be more of a SOP check of a daily flight, than a test of how well you can handle crazy situations.


Spot 1. Good Windshear practice/discussion

Spot 2. VFR - Almost fun

Spot 3. High Alt Stall. More difficult than I expected. Lost a lot of Altitude - approx 4-5K. Must be very gentle on the thrust application, very pitch sensitive. Low Alt stall much easier to fly out of, not as pitch sensitive with power.

Spot 4. Approach into MGGT. Is not really a spot, more of a mini LOFT. Refer to all the company pages and reference pages as if you are actually going there for the first time.

March 9, 2017

New policy for engine shutdown is for the PF to move the lever after the PM confirms. No longer do we guard the good ENG selector on shutdown, just Confirm it. Same for the Fire pushbutton.

March 5, 2017

RAD and RTS pretty much as briefed.

BOS-DCA: 15R runway change to 22L. Pushed off gate 10. Stopped short of taxiway E2 on K to insert new runway and brief. Continued taxi 22L. Multiple runway crossings. Normal takeoff and departure. We were expecting a pressure problem as per previous scenarios but did not happen although the initial pressurization was erratic. Check Airman said it was a simism. Leveled at FL260. TR2 Fault on ECAM. Ran ECAM and follow up. Continued to DCA for RNAV approach RWY 01. Lost sight of runway and did the published missed approach procedure. Returned to the ILS 01. Uneventful approach and landing and taxi to gate.

Relaxed LOFT with an excellent check airman. Take your time, ask for holding etc.

February 24, 2017

Just completed R-9. Second time thru the R-9/R-18 cycle. Overall, more time-compressed over the three days than last two times, however day three sim was significantly less hurried (only one LOFT leg, and only four spots in the RAD).

Preparation. Unlike the old days when you could study the night before each sim to get ready ('just-in-time' assembly method), you need to show up having studied for the entire three day period; academics start late and go late, and the turn from sim 1 to sim 2 is < 12 hours (sleep fast). Not a big deal, if you realize ahead of time it is pretty much a 'come as you are' party in regards to your studying. To gin up for the sim, I used the Red Triangle A320 systems Excel program (decent ECAM training), and those Flashcards you can get from airbusdriver.net (flew around mainly with the Flows flashcards to bone up). Flashcards are also on sale at the Dallas Crew Store. I also carry a couple of blank index cards around with me, and right down things I realize I am weak on/need to study (ex: 'when would you consider flaps full?', 'Confirmed Items').

Day 1. Started at 1315 and ended around 1900. First 3+ hours were academics: Hi Threat Arrival, Hi Threat Departure, Air Conditioning, Pneumatics/Ice & Rain Protection, Electrical, Doors/Slides/Rafts. If you are an over-achiever, you could possibly review these systems ahead of time. No break for lunch, but you have a few minutes to pick up vending machine food before going into the Flight Manual Review block. Day wraps up with Human Factors; a new block started 1 Feb, and it is the most interesting class of the day.
Random thoughts from academics:
- Bells: 2 pushes=coffee, 4 pushes=emergency
- No longer allowed to brief approach in night mode
- #1 sim is configured for CFMs now (1 & 4 are only two that can have either engines)
- iPad: when looking at the map, the boxed 'i' =ops notes. To get the 'popover' window to come up on a map (has radio freqs/etc) click on the ADIZ line.
- Ground speed mini manages your energy state
- IDG pb: don't push for longer than 3 seconds
- CA's ND not powered on 'BATT Only', thus it is the world’s most expensive battery tester
- No AP in Alternate Law, but FPV works
- In Thrust Lock? Move levers to get out of it
- Turbulence. Be specific w/FAs (use light, moderate, severe). They actually have related procedures.
In FMB, you get a good lesson on the WSI; there is a user guide that doubles as a tutorial for WSI if you want to get a jump on this part of training (that’s what I thought). But if you change your mind, it is located in myMobile365 on the front page under Pilot User Guides.

Day 2. RTS. Great Check Airman, very personable and wanted us to do good. Recommend reviewing the RTS slide show before going in, as you will see the exact one in the actual brief. I actually print out the RTS SUMMARY page (the one with the SPOTs on it) from the guide for a couple of reasons: 1) I make notes on it as 'memory joggers' from my sim prep and from comments on this forum, and 2) I take it in the sim with me as a crutch, and to make quick notes on after each event if applicable (I have it out during the sim, and have never been challenged on it). In the brief we discussed the ABCs of TEM, and defined Green as making errors but trapping them, yellow as making errors, and some minor ones getting thru, and Red as making errors, and major ones getting thru. Also, AA procedure during an emergency is to add a global assessment step, so when you get an ECAM/blinky light, first take a look around the cockpit to see if you have any corroborating evidence for the non-normal (i.e., when ECAM says 'FIRE' is there also a fire light overhead, and a fire light behind the Master switch). I won't rebuild the RTS sim in real time here (went pretty much like everyone else's), but here are a few random thoughts:
- IP very serious about doing callouts/verbiage correctly. I have always repeated "AP 1" when CA calls for AP 1; this is not a callout. Also, when you are asked to do "After takeoff checklist", PM does not respond with "After Takeoff checklist"; you accomplish checklist silently, then say "After takeoff checklist complete" (apparently, "cheer up" and "up & after" are also not legitimate callouts). It even got so nit noid that we were working a GEN fault, and the ECAM said "GEN-OFF, then ON". CA said "off" as he was pushing button off, then "on" as he selected on. IP informed us we left the word "then" out, so it is "off", followed by "then on". I kid you not. We took this as extreme apple-polishing. During the actual LOFT in sim 2, not nearly as OCD, and only had one terminology comment, and that was saved for the debrief.
- Absolutely no tricks in the sims. Day one there is no ambiguity (i.e., when it is time to go around, you know it).
- Had Unusual attitudes (both got nose hi and nose low)
- Did NOT have CFIT, TCAS alert
- Day two LOFT = do what you do every day. No 'Easter eggs', no 'five finger' emergencies.
- I was a little concerned about all the reasons you can go around in an RNAV (RNP), but it does not appear anyone is getting any system failures/out of limits approaches.

SPOT 1. "CAT III Dual" callout after 2nd AP is engaged is actually only a callout when you are really doing a CAT III approach (on other approaches it is superfluous and you will get a CKA comment). During auto land, when 'George' says "Retard", the plane is actually retarding the throttles, and inviting you to match the thrust levers to the actual thrust setting (i.e., if you don't retard power, it is still going to idle). We actually flew a second approach to prove this to ourselves.
SPOT 2. VOR 11 into EWR. Flew this in sim 1, which has great visuals, but the cartoon runway is a lot fuzzier than the other sims (runway looked like a faint white contrast in the distance). The final is significantly offset to the left, so 'go ugly early', and when you break out immediately start maneuvering to the right to get aligned with the runway. Also, don't be alarmed by all the buildings modeled in the sim-they appear very close. No CAT D on this approach, so have to go flaps FULL to get 140 kts or below. Also, runway is 6700' so you can't use std assessment. Plan for vertical guidance was to use the 'brick' for glidepath during reposition, much like you use the ILS glidepath on base for a visual; told this was not correct and a crappy technique, as the guidance is not considered accurate below the MDA, one reason being your altimeter can be an hour old and off by a significant amount (the ILS GS does not care about the altimeter). That being said, the brick actually aligned well in the sim with the PAPIs, so you can do it, just don’t verbalize it. Overall comment: all sim, the FO was having problems transitioning from minimums to outside and landing (kept landing downwind). Discussed technique in sim that when PM calls 'runway in sight’" stay in crab and stay on needles until RA=100 (alternate technique = count two potatoes), THEN look outside and land.
SPOT 3. Low Vis T/O w/ELEC GEN 1 FAULT. This is basically an ECAM exercise, but don't forget to bone up on holding! We went to the hold at 5K (I think), and FO slowed to green dot speed. Hold speed below 6K = 210 max, and green dot was above that, so be careful (request to hold at higher speed, or roll the flaps). Also, given 'Hold at GRITTY, southwest legs, 219 radial, RH legs, EFC 1759'. Look at depiction to make sure your pattern is on the SW side; if you just plug in 219, you are holding on the NE side. We went around b/c of spacing (above 1K feet); briefed and elected to do an 'open climb' go around, which is a heavier workload than just tapping TOGA and putting the jet in go around mode.
SPOT 4. RNAV (RNP) RWY 29 EWR. FO gets to land; a lot like the captain’s approach.
SPOT 6. FO Engine Failure. When you takeoff, you are in Ground Law; plane will transition to normal law, and pitch at 100 feet/six seconds airborne, so factor that in. Also, I had been taught that when you blow a jug, immediately start trimming into the good engine, even if you are still on the runway; my instructor said that is a bad technique - get it in the air and climbing away from the ground before attempting to fix your beta with trim. Also, current guidance from AA when in an emergency situation is to call out "PAN PAN, PAN PAN, PAN PAN" - this aligns with ICAO procedures and lets folks know you are in an urgent situation. I believe if you say 'MAYDAY MAYDAY' you are simultaneously declaring an emergency, but also may not be understood internationally. When communicating with the company about your situation, you can go to page 2 of the MCDU message page, and use 2R CODE 7700 option; this allows you to tell them you are an emergency, and you can also input your destination airport. We had several CAMI opportunities on this spot: 1) the PM called engine failure, but never called 'rotate', so be mindful of your speed, and 2) for the turn to final, the PM put the controller issued heading of 185 into the speed window instead of the heading window, so created an overshoot situation and potential flap over speed! CAMI is king, so 'check each other's work'.
SPOT 7. CA engine failure during climb segment. We liked this spot so much, we did three of them! First attempt went fairly well, with the exception of calling for AP prior to trimming out the beta. CA called for AP on climb out, and after the FO selected it, the instructor said 'no!' as the CA simultaneously called 'AP Off'; the fun began as we got into a PIO, the CA knocking off the AP, and the FO putting it back on with the FCU pb. Although it worked out, the instructor said 'lets do it again' (if you have too much beta at AP engagement it may kick off, which ours did not). On the second attempt, we were spring-loaded to having the same engine fail; the IP failed the other engine, and the CA cranked the trim in the wrong way; we were a side-slipping machine. CA was looking at the beta indicator trying to get it to go the right direction instead of trimming into the good engine/trimming pressure off your 'heavy boot', and the FO must have been asleep as we went 45 degrees off runway heading. Needless to say, we did it again, and this time went by the book.
SPOT 8. Unable to maintain altitude. A straight forward spot that we managed to make complicated. Engine quit at 35,000 feet; got into the checklist, but rushed it and decided to set up an easy glide down to 25,000 feet (MCDU said max alt 25.6)., i.e., we decided on our own to go for the altitude before going for the speed (green dot). This is not procedure! Read the checklist, do the checklist, and this one is almost a non-event in the sim.
SPOT 10. Rejected Takeoff to an Evacuation. During FO's takeoff, had an engine fire. New-ish procedure during evacuation is for FO to read checklist, captain perform steps. There was no doubt in our minds that we were going to evacuate ("you’re on fire!" from the fire chief). Urgent situation, but do not rush yourself.

Day 2. R-9 + RAD. Excellent CKA, who put us at ease and wanted us to succeed. Gave us some good tips, such as when lowering flaps, use the 'next characteristic speed' as your next-flap setting lowering speed. Learned in the brief that EO SIDs are going away (don't get excited; work load will remain the same/increase as there will be something we manually have to build & insert to replace it). Slide show brief is exactly like the one online, and ALL of our general knowledge questions came off the slides. On our mandatory walk-around slides, we got the intake slide: remember there is an EPR Probe in and IAE intake. Recommend you go over this slideshow, and actually call up the plates and try to answer the questions presented there, as some of the approach plate questions are left unanswered. Also recommend doing the actual landing assessment problems, as I could not get the 'slide' answers during the brief.

LOFT. Our gouge was that if you 'went north' on your LOFT you diverted into JFK with a GEN problem, and if you 'went south' you would get a DUAL PACK CONTROL FAULT (outflow valve stuck open). We drew the BOS to DCA leg; had a TO alternate JFK, landing alternate of IAD. During 'before start' flow, noticed the two lower left valves on the PRESS ECAM page were both amber and open; CKA said he was not doing it and it was a sim-ism, but it was foreboding. Right at taxi time, our runway was changed from 15R to 22L. Uneventful to takeoff; during 'after t/o checklist' flow, noticed cabin pressure rising, and immediately got the ECAM for cabin pressure fault (sorry, can't remember what it was). We kept climbing, but requested to stay at 5K while we worked it. CA ran the ECAM, and could not manually control cabin press, so we decided to go back to BOS. BOS magically went to 500/500/500 (below mins). We discussed our gas to DCA; re-cruised the box for 9K, and although we could make it to DCA (which had crappy wx), we would end up with 4K pounds of gas at IAD in the event of a divert. Asked for JFK's wx, which was 5 SM, so off we go to JFK. They tried to climb us to 11K, which we shook off. Were asked if we could accept 9K, and we took it. Did a 500 fpm climb as well as descent (for our ears), and notified ATC about it. Divert was uneventful, and ended with the turnoff to the runway and told 'LOFT's over'. We managed to induce a couple of problems: were cleared DCT DPK DCT JFK, and expect 31L ILS. Prior to deer park, We were given 31L and inserted it into the gonkulator; apparently there is a transition from DPK to the approach, and this wiped out the DPK-JFK leg. CA caught it, and we got it reinserted, just in time to start getting RVs. Also, be aware that once you land, you will possibly get more ECAM messages, as we got two. The first one wanted us to go 'BLOWER-OVERRIDE', and we had a discussion as to whether we should mess with them on the runway. Keep handling things as if they are real until the CKA calls 'king's X' on it. Took a coffee break.

RAD. As published. Spots only took about an hour, so we got out of sim early. Here are random comments:
SPOT 1. Windshear. Callout now is "ESCAPE TOGA", and EITHER pilot can say it. We also now have discretion when it says during a Caution, "Monitor radar display"; choices are either to continue if you can avoid WS, or execute normal GA. In the old days, the mantra was 'if it talks to you, go around'. I actually called page 60 of the iPad slideshow up and had it displayed during WS just to ensure I got it right. Captain gets it on takeoff, and our AP stayed connected entire time. FO got it on approach-got no Caution, went straight to Warning ('Go around. Windshear ahead'), and did normal go around.
SPOT 2. Automation-less patterns. Took off from LGA on 04, got vectored around to a visual approach (backed up w/ILS). CA went first, decided to stay at flaps 1 and slow around pattern. Used the 'bird' (FPV), and flew an uneventful pattern to a landing. FO was 'monkey see, monkey do' and stayed slow with the flaps out. Uneventful. Make sure you know the AP off callouts to change heading and altitudes (yes, they are actually in the book).
SPOT 3. Stalls. CA got his at altitude. Reduce AOA, stand up throttles. Consider Trim, and if in secondary stall consider power reduction (counter intuitive). Also, if below 20K, consider flaps 1 if needed. Uneventful. FO got his on an ILS. Technique in sim only: stay 'high' to on-glidepath (definitely don't get low) during this exercise for a higher energy state. When you get 'stall', immediately put pitch 'box' on PFD horizon line and stand up throttles (if you come full up on power, nose will pitch up and you will stall again). As speed increases, milk power and pitch up.
Spot 4. MGGT RNAV (RNP) X Rwy 20. Book says Z, we used X approach. Done in VMC conditions. Discuss several ways to build EO MA in the MCDU; decided to do a 'line out' build from the VOR, fly HDG on go around, and after activating secondary and aimed at the 'line out', push in HDG knob to build an intercept. Learned that an easier way of deleting the secondary flight plan than to manually delete each point, is to use the 'DELETE SEC' option on the SEC FLT PLN MCDU page. Things were uneventful, until we were on short final-a donkey walked out on the runway and we did a normal GA. On the go, immediately after getting the AP back on, we had an engine failure. For the ground track, we pulled the HDG knob, got the secondary in there, and off we went.
Sim over. Re-blued for another nine months!

February 24, 2017 (R9)

RAD and RTS pretty much as briefed. Refer to the training material on AA pilots for the slides.

BOS-DCA: 15R runway change to 22L. Vis changed to 1600 RVR so still legal for FO takeoff. Stopped short of taxiway N to insert new runway and brief. Continued taxi 22L. Multiple runway crossings so heads up. Normal takeoff and departure as per clearance. We were expecting a pressure problem as per previous scenarios but did not happen although the initial pressurization was a little erratic causing me to focus on that until it stabilized. Leveled at FL260. Pack 2 overheat on ECAM. Ran checklist but never got it back. Continued to DCA for a low vis 1200/800RVR Cat 2 approach 01 auto land. Points for auto land mandatory PA.

Items check airman brought up: The FO turns on EAI and the captain verifies that it is on during after start flow. We should have given the pack more time to cool and then tried another reset. On engine shutdown it is important to turn off EAI prior to shutdown to prevent the valves from being out of position. That was about it.

Overall a pretty relaxed LOFT with an excellent check airman. The main thing is to take your time.

February 18, 2017 (R9)

Pilots can go to AAPilots.com>Training & Quals>Training Management System (TMS) to view your hotel reservation, hotel phone number, and your CQT schedule. Your schedule will include Ground School, RTS, RLE, and RAD times/locations and instructors.

Day 1: RGS, FMB, and RHF training.
Day 2: Security & Recurrent Training Simulator (RTS)

SPOT 1 - CA Low Visibility Takeoff, KEWR CAT III ILS 22L Approach to a mandatory Go Around due to an illumination of the AUTOLAND warning light. Reposition and then a CA KEWR CAT III ILS 22L approach to a normal landing.

SPOT 2 - FO Takeoff, KEWR VOR 11 Approach to a Missed Approach, reposition, and then the approach to a landing. Straight forward. Note: VOR/NDB Approaches have been separated from the RNAV Approaches in the QRH OD pages.

SPOT 3 - CA Low Visibility Takeoff, ELEC GEN 1 FAULT, Holding, KEWR RNAV (RNP) Z 29 Approach, Missed Approach from RF Leg.

Execute the Non Normal Methodology verbatim.

For the holding pattern make sure you enter the INBOUND course into the MCDU.

Review RTS PowerPoint briefing pages 2 through 33..

During the approach preparation review the Required Equipment for RNAV Approaches Table (OD-10) for "Electrical Power Source (AC) APU may be used as second source" to ensure you have the required equipment available for the approach because you had a ELEC GEN 1 FAULT.

This approach is not authorized for aircraft whose VAPP speed will be in the "D" Aircraft Approach Category. Therefore, as an A320 your maximum airspeed for the approach is 140 knots (see Aircraft Approach Category OD-5). Check your MCDU PERF APPR Page VAPP. VAPP is above your CONF 3 Category "C" max speed of 140 KIAS; therefore, to be legal for the approach you must land CONF FULL to lower your VAPP 140 KIAS or less.

In between GOLSN and HALPA at 1,200 feet MSL the Tower directed us to Go Around. Thrust usage and configuration are at the pilot’s discretion. However, OM 1 2.g-5 staes, Normally, however, the best course of action is to initially move the thrust levers to the TOGA detent and then return them to CL detent when TOGA thrust is not required. This would be accomplished only after verifying that MAN TOGA-SRS is annunciated on the FMA. Note: With the Missed Approach executed before the MAP you still cannot exceed 140 knots; therefore, after you execute the Go Around you MUST Speed Select 140 KIAS until reaching the Missed Approach Point.

SPOT 4 - FO KEWR RNAV (RNP) Z 29 Approach, Landing. Same as SPOT 3 except you will land.

SPOT 5 - CA Takeoff, KEWR LOC 22L Approach to a normal Landing.


- Configure early and land CONF Full to provide a greater rate of decent.
- The distance between GIMEE and BUZZD is 3.2 miles. You're very busy during these two fixes so get ahead of the aircraft.
- At GIMME descend at least at Flaps 2 and Gear down at 180 knots to 1500'. Then extend flaps 3, call for the Landing Checklist, and then extend flaps to CONF Full. Capture the FAF altitude before selecting the FPV Flight Director Presentation and then -3.0 degrees.
- At .4NM "Pull" and begin your decent.

SPOT 6 - FO Engine Failure With Fire Between V1 and V2, Single Engine KEWR CAT I ILS 22L Approach, Landing. Straight forward.

SPOT 7 - CA Engine Failure With Fire During Second Segment Climb, Single Engine KEWR CAT I ILS 22L Approach, Landing. Straight forward.

SPOT 8 - Either pilot as PF. Loss of engine thrust/single engine, unable to maintain altitude, to a drift down. Use the Non Normal Methodology and this SPOT is an Immediate Action Item. PM must go to Unable to Maintain Altitude - Loss of Engine Thrust QRH iii and execute this procedure.

SPOT 8 (cont) – Both pilots will fly Upset Recovery Maneuvers. Review OM Vol. I, 2i.7.

SPOT 9 - Both ILS Approach Automation LVL 2, Rejected Landing Due to Loss of Visibility, CA Landing. Straight forward. No Autopilot or A/THR.

SPOT 10 - Captain Takeoff. Reject due to a number 1 Engine Fire indication. Stop the aircraft and then the Captain makes the PA, "This is the Captain. Remain seated, remain seated, remain seated." F/O checks the Immediate Action Items/ECAM Exceptions. Captain accesses the abnormal and consults with other resources, i.e. the Tower, Fire Marshall and Flight Attendants for another indication of an engine Fire. F/A's indicate there is a fire on the left engine. Stop the Immediate Action Item checklist and then transition to the Evacuation.

Day 3: R9 Recurrent Domestic LOE. RLE flight was from KBOS to KDCA departing from gate B10.


Review Company Charts (CO).

Leave transponder in TA/RA.

All aircraft on gate B10 must contact KBOS Clearance Delivery for pushback clearance at the gate and then contact Delta Ramp Control.

ATIS indicated runway 15R was the departure runway with a Logan 1 SID.

Single Engine taxi.

Just after we started to taxi to Spot 1 Boston Ground Control changed our departure runway to 22L. We coordinated with Ground Control and stopped our taxi to reload the Runway, Performance and SID. We then cross checked the SIDs constraints before resuming taxi.

Taxi route was Echo, Alpha, November hold short of 15R. Then multiple runway crossings of 15R, 15L, and 22R. All External Lights On for every runway crossing and "Clear Left and Clear Right."

Captain takeoff. While executing After Takeoff Checklist flow the F/O noticed the Cabin Altitude was rising with the aircraft altitude. Then we received a pulsating "CABIN ALTITUDE" message on the SD page. Execute the Non Normal Methodology. When we got to accomplishing the Non Normal Procedure we went to the to the QRH ECAM Advisory Conditions and Recommended Actions (QRH Index-5) tan color page because we did not have an ECAM. We followed this procedure and then we lost both Pressurization Controllers and the Outflow Valve was jammed open; therefore, we could not control the pressurization.

PF must stop the climb before reaching 10,000 MSL while the PM is managing the Non Normal to prevent the Cabin Oxygen Masks from deploying and the pilots from donning their oxygen masks.

Once we recognized we could not pressurize we stopped our climb at 8,000 feet and requested a return to KBOS, but ATC said the KBOS weather had dropped below minimums. I then began the next communication steps and contacted IOC. The AirCell will not work below 10,000', so you must contact NY AIRINC on 129.40 (see QRH page 134). Ask AIRINC to execute a phone patch to Dispatch to your Dispatcher's phone number.

Dispatch recommended we divert to KJFK.

Next, coordinate with your F/A's and give them the TEST information (Test information is located in the QRH's Emergency Landing Checklist inside back cover item 7) and make a PA to the passengers.

Since you're below 18,000 feet the PM does the 18,000 flow (SEAT BELTS - On, ECAM - Checked, MCDU Set, & Changeover Report - Sent). Note: This is an emphasis item throughout CQT and the Changeover Report should be sent passing through 18,000'.

Flew an uneventful ILS 31L approach in VFR weather at KJFK to a full stop landing and then the RLE ended.

Day 3 R9 Recurrent Advanced Training (RAD)

SPOT 1 - Windshear/Microburst (CA, Reactive on Takeoff, FO Predictive on Approach) KLGA runway 04. Straight forward.

SPOT 2 - Both pilots. KLGA runway 04 takeoff. Spot is a takeoff, visual approach Automation LVL 2, to a normal hand-flown landing. No Autopilot, no A/THR, and FDs Off. Use FPV presentation. After takeoff we each received radar vectors to proceed south down the Hudson River. Turned left base just south of Battery Park to a visual approach to runway 04. ILS LOC and GS raw data available. Winds 310 degrees at 15 knots. Execute a visual approach to a full stop landing.

SPOT 4 - Captain clean stall at FL 350. F/O Approach Stall on an ILS to runway 04 at KLGA.

SPOT 6 - TEM. RNAV (RNP) Z RWY 20 with an Approach Via, Missed Approach, Engine Failure at MGGT. Immediately after executing a two-engine missed approach you have an engine failure. Transition to a single engine missed approach page 10-7E-4. Build the engine out missed approach in the Secondary Flight Plan per the briefing PowerPoint presentation page 62 and MGGT Jeppesen page 10-7E-4.

Day 3: A320 Recurrent Training (R9) Walk Around Inspection, Systems, & Limitations Validation Q&A

Q. What should the AOA probe be checked for?
A. Intact and free of damage/deformation.

Q. What should the oxygen disc be checked for?
A. Check for the disc to be green and not blown out.

Q. What should the pitot probes be checked for?
A. Clear of obstruction, no damage/deformation, & covers removed (can be hot).

Q. Are any actions necessary if an avionics door is open?
A. Contact maintenance.

Q. What should be checked when examining the radome?
A. Check latches closed/secured, general integrity, and no damage.

Q. If any static discharge strips are missing what reference could be consulted?

Q. Should the nose gear pin be installed?
A. No, it must be removed for flight (steering bypass pin may be installed).

Q. The yellow light being illuminated indicates what?
A. Park Brake on.

Q. Is it permissible to have the steering bypass pin installed?
A. Yes.

Q. What action is required when a door handle is not stowed?
A. Contact maintenance.

Q. What should the engine fan cowling latches be examined for?
A. Closed/Latched.

Q. The engine strake (A319/A321only) should be checked for what indications?
A. Attached and general condition.

Q. The IAE engine inlet area should be checked for?
A. FOD, cracking, damage, or snow/ice build-up.

Q. What should be checked in the CFM engine inlet?
A. FOD, cracking, damage, or snow/ice build-up.

Q. What should the engine access doors be checked for?
A. Closed/latched.

Q. What should the vent inlet be checked for?
A. Damage and obstructions.

Q. What should the engine drain be checked for?
A. No damage or leakage.

Q. What should the slats be checked for?
A. Up and no bird strikes or other damage including bleed air and/or hydraulic leakage.

Q. Can the fueling panel be open?
A. No (except during refueling).

Q. The single point refueling cap should be checked for what?
A. Secure and closed.

Q. What should the navigation light be checked for?
A. Check overall condition, on (red or green) and no cracks.

Q. If a static discharger is missing or damaged what reference can be consulted?

Q. What should the flaps/fairings be checked for?
A. Check overall condition, cracks, or missing fasteners.

Q. Is this fuel tank overpressure indicator correct?
A. Yes.

Q. What should the wing tip be checked for?
A. General condition and no damage.

Q. What should the fuel water drain valve be checked for?
A. General integrity and no leakage.

Q. The magnetic fuel level should be checked for what indication?
A. Flush.

Q. What should the surge tank air inlet be checked for?
A. No obstruction.

Q. The torque link damper should be checked for what indications?
A. General condition.

Q. What should the hydraulic lines be checked for?
A. General condition and no leakage.

Q. What should the wheels and tires be checked for?
A. Inflation, damage, and excessive wear.

Q. After inspecting the aircraft tires, maintenance should be notified for what indications?
A. Inflation, FOD, damage, and excessive wear.

Q. What should be checked in the right main gear wheel well?
A. Check hydraulic reservoirs/lines for excessive wear/leakage and safety pins removed.

Q. If installed, what does the gear pin/collar go?
A. Arm.

Q. Are crews required to inspect inside this open access area during an aircraft security search?
A. No.

Q. The outflow valve should be inspected for what indications?
A. Free of obstructions and no damage.

Q. What is the open access door?
A. Lavatory service.

Q. What should the stabilizer fin and rudder be checked for?
A. Damage, delaminating, and bird strikes.

Q. The lower fuselage should be checked for what indications?
A. General condition and no tail strike.

Q. The APU oil cooler should be checked for what indication?
A. Blockage, screen and cooler intact with no damage.

Q. What is the red disc in the tail section picture for?
A. APU Fire Bottle Discharge Disc red.

Q. Where is the APU drain and what should be it be checked for?
A. Bottom of the tail cone and no leakage.

Q. What should the crew do if the stabilizer trim is found out of the zero position?
A. Investigate why it's not centered - turn on the Yellow Electric Hydraulic pump.

Q. What is the maximum crosswind for takeoff and landing?
A. 35 knots

Q. What is the maximum crosswind for landing Vis <4000 or 3/4?
A. 15 knots

Q. What is the maximum headwind for takeoff and landing?
A. 50 knots

Q. If at any time, with a speed above VLS, the aircraft goes to a continuous nose down pitch rate that cannot be stopped with backward sticks inputs, immediately?
A.One ADR pB ... Keep On
B.Two ADR pbs ... Off

Q. Change of Runway or Departure procedure(s): if a change of runway or departure procedure occurs, crew must step through the F-PLN page to verify all fixes, altitudes, and speeds are correct for that departure. If a runway or flap setting occurs, what must be accomplished?
A. The taxi checklist must be reaccomplished.

Q. When does the PM call "Pitch" during landing for the A319/A320 and A321?
A. Call out "Pitch" if pitch altitude reaches 10 degrees for the A319/A320 or 7.5 degrees for an A321.

Q. When conducting a RNAV visual or FMs CVFP visual approaches enter a BARO altitude of _____ on the PERF APPR page.
A. 300 feet

Q. What is the maximum gear extension speed (VLO)?
A. 250 KIAS (maximum gear retraction speed is 220 KIAS).

February 18, 2017

Day 1 Ground school uneventful.

Day 2 Spots as published. One quick note Spot 3 we got missed approach around 1300 feet AGL. ATC "Truck on the runway go around". We did soft go around " Go around TOGA Climb" - all one phrase. Remember to pull select speed 140 kts for CAT C. We did not do quick enough went to 160 kts. We corrected debrief item.

Day 3 R9 DCA-BOS. MEL24-2b APU Gen inop. Runway 1 for departure pushed back in alley runway change to Runway 19. We held our position reloaded MCDU and did another route verification. We waited in the block of Runway 19 and did our flight control check and taxi check due to short taxi and crossing Runway 15 "heads up".
After takeoff the airplane was heading east not on 185 degree radial because we still had something left in from runway 1 departure. We should have gone to Plan Mode and we would have seen it. We just went heading select and flew down the river. Check airman liked that.
We got a couple of direct to points. On climb out in IMC temp drops to 10C turned on engine antiice. South of JFK we got holding over Newes at FL270 on Robuc arrival. ATC gave us a PIREP of moderate rime icing over PVD between FL210 to 15,000 feet. We were on top so engine antiice off. ATC said descend to 15,000 feet turned on engine antiice tops were at FL 250 and engine antiice failure. We informed ATC we wanted to stay at FL 260 due to antiice failure while we talked to dispatch.
We called dispatch on aircell and he said JFK was good and passengers could catch a flight to BOS in about an hour. We descended in holding pattern and set up for ILS 31 L approach in JFK. Uneventful except check missed approach climb 500 feet left turn to 1000 feet and established on 190 radial climb to 3000 feet. I said set missed approach we set 3000 feet not 1000 feet.
Landed taxi clear of runway R9 complete.
Excellent check airman very relaxed.

February 11, 2017

Ground school on day 1 of CQT had good info that helped with the simulator maneuvers, such as through windshear review, terrain/special airport info for MGGT (Guatemala city), and RNAV/RNP information.
Day 2 on the engine failure, the CKAM suggested writing down the fuel when you first get to it on the checklist. Don't just open the crossfeed to balance it like we used to do on the Boeing. Then compare the numbers later on when the procedure tells you to check it again, then you know if you have a leak.
On the reject, when visibility is low and the tower can't see you, Capt should ask any other airplanes on the frequency if they see anything then if need be check with the F/A's to confirm if there is smoke in the cabin or flames on the wing, etc that would trigger an evacuation. Then call for the Evacuation checklist and the FO will stop whatever they are doing, and read it. Capt performs the items.
Day 3 our simulator broke so we incompleted - ugh!

February 11, 2017 (R9)

I'll just go right to day 3. The first two are as published

LOFT: BOS-DCA. No MELS. Visibility is 1/2 mile so no need for low Vis taxi diagram. Temp was 10 C so engine anti ice on taxi out. Taxi to 15R for departure with a runway change to 22L. Put in the new runway, recheck the departure fixes (ours was the Logan 1) and check your T/O data. Multiple runway crossings now on the way to 22L so both pilots should be heads up, clear right/left and verbalized to each other taxi instructions as they are received.

Normal Takeoff, Climb to 5000 per SID. Shortly after T/O we got a Cabin Press System 1+2 fault. After T/O the cabin altitude was pulsing (advisory) before it actually failed but I missed it on the after takeoff check. The ECAM says to put the cabin pressure mode selector in manual and manually control the cabin pressure. We tried but the outflow valve was stuck open. We made the call to divert after talking with dispatch and went into JFK. We stayed at 9,000 ft. Uneventful ILS/visual 31L into JFK. That was it. After that was more SPOT training which is as published in the guides. Overall very straight forward.

February 6, 2017 (R9)

Just finished R9 in DFW. It was nearly identical to the other debriefs posted, below are the details:
Day 1: All ground school.
Day 2: Consists of a quick security class followed by the RTS.
The RTS was conducted EXACTLY as the brief and syllabus with a Sim Instructor (entirely at EWR). The briefs are found on the AApilots website (Training-A310/320/321). See the Jan 14 (R18) post below for specifics as my experience was nearly identical.
Day 3: Consisted of a Loft profile followed by RAD.
The R9 portion was briefed EXACTLY from the one posted on AAPilots with nothing extra or additional. After the brief was concluded the CKA gave us the choice of being at BOS or DCA. We finally decided on BOS to DCA. The flight plan and TPS info is also located on AAPilots under A320 Training Guide (Combined) and were recently updated (dated 1/26/2-17). The school no longer provides printed ones so if you want one you should print them prior to going to training.
The scenario was again nearly identical to the other BOS-DCA profile posts. We were at gate 35 and BOS weather was 200 1/2 with a runway 15R departure (JFK was the takeoff alternate). It was a normal start except that we were cleared to start immediately upon push, however the 10-7C page has a caution about not starting engines until you reach one of the Engine Start Triangles. We delayed the start until at the triangle. There are a few other items in the 10-7C pages on ships in the harbor TPS info and contacting Boston Clearance prior to departure which is worth giving a good review prior.
Runway was changed from 15R to 22L. We elected to set up the new runway data in the alley prior to taxi. You have to cross 3 runways to get to 22L. During the taxi weather deteriorates to 500 RVR. Thus, no FO takeoff. Ensure you have centerline lights prior to takeoff. Fairly early on departure we got a CAB PR SYS 1 + 2 FAULT ECAM. After running the non-normal we determined we could not control the outflow. We decided to slow our climb and level off at 9K. Ultimately we declared an Emergency and diverted to JFK. The Capt flew an uneventful ILS to 31L. Taxi'd clear ... done! Afterwards we discussed the possibility of continuing on to DCA vice diverting into JFK had the weather been better. Just an academic type discussion for thought.
After a quick break we flew the RAD profile EXACTLY as per the brief/syllabus.
Additional thoughts:
Both the Sim Instructor and CKA were great! They were extremely knowledgeable and friendly. They both had very welcoming demeanors which made for a great learning environment.
As far as the training, there are no big secrets on what to expect. Doing a little research on APA C & R A320 Fleet Forum and airbusdriver.net will well prepare you. There are numerous extensive post training debriefs which will prime you for how the training is conducted. Lots of good info out there ...
There is also a Videos Link on the AApilots.com website in the same place as you find the briefings. It has several short (1-5 min) videos on Non-Normal Methodology, Multiple ECAM, Evacuation and Confirmed Items. The videos are short but worth watching to reinforce the non-normal methodology flow/tempo as well as the evacuation procedure where the FO reads the checklist and the Capt completes the actions.
Finally, thanks to those who have taken the time to post about their training experiences prior. I found the information to be very accurate and extremely helpful. Come prepared with a good attitude and the training will be enjoyable.

February 6, 2017 (R9)

As others said RTS (sim day 1) was straight from guide. No tricks.
Our R9 was BOS to DCA and asked capt. to fly the leg and load FMS. We started out at gate B10 with MEL on APU gen. Leave APU gen off. Normal start just have to use external electric for start. Forecast for both BOS and DCA are good but when you get the atis BOS 1/2 mile and DCA is 1/4 miles vis. (1200 RVR) and remains that for entire flight. Plan arrivial fuel 6500 with IAD as Alt. Asked for more fuel but did not get any extra. Just started number one at gate. Atis is showing Runway 15L with logan departure on taxiout changed to 22L still logan departure. Need engine anti ice. Right before takeoff weather drops to RVR 500 500 500. JFK was T/O Alt on flight plane so just have to make sure the Runway mins are 500 for T/O. Flight plane was showing 1's for ride until CMK ask F/A's to stay seated until got ride report. At level off ECAM Pack 2 fault and pack overheat. ECAM is Just turn off and wait for overheat to go out then back on. But pack 2 fault comes right back on. So left off and there is a QRH followup. Checked MEL really nothing new. F/O was flying because of ECAM and just had him continue to fly while i set up and briefed autoland for ILS 1 cat II in DCA. There is a canned PA in FM 1 for passengers to turn off PEDs. Normal landing in DCA. Then do RAD events same as RTS straight from guide no surprises.

February 5, 2017 (R9)

Fiirst two days exactly as published. Great instructors and check airman.

APU Gen on MEL. Start both at gate. Rwy change from 1 to 19.
Pack 2 overheat enroute.
ILS 4R in BOS.
Weather cleared up. 4R closed for maintenance.
Shot visual to 4L. Kind of rushed to change rwy, but got it done. No appch to 4L so just put rwy in box, AP and FD off and followed PAPI. No big deal. Check airman said he was going to give us a go-around, but I'm pretty sure he saw how tired we were at the early sim session.

Biggest problem was the scheduling. It appears that if you're not based where sims are located, you're given early sessions. NO MORE CHOICE OF SIM SESSIONS. In PBS we can only choose the dates we go, but all schedules are the same for pilots not in CLT (and I'm assuming DFW).

Day 1 start in afternoon, day 2 start at 9:45 and then have Security afterwards, then a very short overnight with a 5:30AM sim on third day. I took the R9 after very little sleep. Next time, if not given a choice of sim sessions, I'll call in sick if can't get adequate rest. (Union said can't call in fatigued for simulator). I'm writing it up in the Training Critique on APA website. If you have the same experience, I encourage everyone to write up lack of sim choices.

January 14, 2017 (R18)

Just finished the new R18 and I have a few thoughts especially in light of the fact that LAA, LUS and AWE pilots will all be using this website. The LAA philosophy is definitely changing training and how we are viewed as pilots and I think it is a good thing. We are the customers and the CAs are customer service agents, they are here for us and if they don't treat us accordingly it is incumbent upon us to file a complaint via a training debrief. In fact all pilots should submit a training debrief on every event, good or bad, with the CA's name. As part of this new philosophy, LAA believes in Captain's authority and having common sense is important. As a LUS pilot, this is important to me as I feel C/Os authority (for whatever reason) has been eroding here. LAA is not into the arbitrary non-sensical rules and rote robotic decisions. As an example we can do full flap landings without the old caveat "You better have a damn good reason to do a full flap landing". We can do full flap landings all day if that is what we want to do under the new philosophy. It's a good thing. BTW I had a LAA C/A on second day and he was great. Now on to the good stuff.

The RTS will follow the exact curriculum from the guide.

Spot 1: CA low vis T/O, 500/500/500. Of course T/O alt, etc. Then two KEWR CAT III ILS 22L approaches. First is a go-around, second is to a landing. Our go around was a auto land caution light right after the minimums call. Get used to saying "CAT III Dual" right after selecting second autopilot.

Spot 2: F/O T/O then KEWR VOR 11 app to a miss (we never got it in sight) and then repositioned back out and shoot to a landing. As stated before and for every app: 1) get WX 2) Do backward Z 3) go through blue pages 4) do Jep brief 5) Check backside of checklist 6) Do Descent/App. Make sure C/O puts in JFK VOR in RAD page and flip VOR switch so he can monitor VOR. BTW can't do a standard landing assessment on RWY 11/29 because it is only 6700'.

Spot 3: C/A low vis T/O (again) then Elec gen 1 fault during climb out. Wait till you get flaps up then the F/O says, "no Immediate or Ecam exception." Then just get used to saying the same thing every time for the non-normal methodology. C/A: "Your A/C, your radios" and then immediately after the F/O says, "My A/C, my Radios, ECAM action." Simple ECAM. Then we went and held somewhere, easy. Did the long brief for RNAV RNP Z 29 app. Make it easy on yourself and slow down early even though COWWE intersection says MAX 230kts, I slowed to 170kts by COWWE and did my 3-2-1 off of NNICK. I would have used full flaps anyway because these apps work better with full but in this case I HAD to use full flaps to get under 140kts max for a CAT C aircraft. CAT D not authorized. Flaps 3 would make you fly 142kts I believe. Anyway ATC says miss between GOLSN and HALPA (curved leg) somewhere above 1000 ft. Make it easy on yourself and don't go TOGA. The best thing to do is either pull open climb or push V/S to level off and then put it in a 500-700 ft/min climb. Keep the flaps and gear down right where they are. The A/C does great climbing with 2 engines and everything out. But the C/A will talk you through it anyway and show you the different ways. Once you are past the arc then worry about flaps and gear and restring the approach manually. No worries

Spot 4: F/O same approach to landing. Not hard

Spot 5: C/O T/O KEWR LOC 22L app to a landing Make sure you select the LOC 22L and not the ILS 22L in the box. It doesn't make any difference on this approach but it will tomorrow because with ILS selected, you won't get the step-down fix. You always have to add 50' on LOC app so DA will be 610 ft. Set missed app after FAF. Have F/O call off vertical deviations from Prog page. I found I had to use a little less than 3.0 degrees down a couple of times to keep from getting too low on glide path.

Spot 6 and 7: F/O and C/O engine fires/failures just after lift off. C/O runs ECAM on his and F/O runs ECAM on his. They want both pilots concentrating on ECAM while it is being run but once ECAM is done and the PM is into the QRH follow-up, the flying pilot can start loading approach, etc. Have PM put between 4-5 units toward good engine after you start down on glide slope and works like a charm. Just a tip: if ever you find yourself over-controlling on V2 cuts or single-engine app, let go of stick. The airplane has a natural tendency to right itself and get you stabilized again.

Spot 8: Unable to maintain alt ... loss of engine thrust, driftdown. You get put up at 35000 and then it is very subtle. You won't get an ECAM right away but you can see an engine starting to lose power. Don't wait for ECAM, just get right into QRH procedure. You will find REC S/E MAX alt on PROG page. That’s one reason we monitor it during cruise. It was 24,200 so I just put in FL 240.

Upsets/unusual att. The sims don't work so good sometimes on this so each guy puts the other pilot into an unusual att. Not hard.

Spot 9: ILS app automation lvl 2. C/O lands. F/O does go-around. The C/A will put you out on final already set up with gear and flaps and then you shut off auto-thrust but keep on F/D. The power is already set but you will need to add some because you are waiting for glide slope to come in. Once glide slope is captured put power to between 45-50% N1 and tweak according to trend arrow on A/S. Piece of cake.

Spot 10: Both rejected T/O and Evacuation. In case you don't know, the evacuation has changed and now the F/O reads evacuation checklist on the C/O's command and C/O does all the items. When you stop, don't forget C/Os to get on P/A and say, "This is the Captain, remain seated, remain seated, remain seated." Then F/O does ECAM or QRH procedure (most likely the QRH procedure for ECAM exception for engine fire on the ground) while C/O talks to tower, F/A, firetrucks or other A/C to see if they see anything, i.e. fire. When you start Evacuation and get to the line ATC notify, you (the C/O) have to call tower and let them know you are evacuating on runway. Go slow and methodically and it works fine. This is the most repeated maneuver by the way because people rush everything and get it out of order. The is a short video of it on aapliot.com.

Second day: The RVA is exactly the same and has not changed. There are only 5 spots but they do take a while. Check previous write-ups which covered it pretty good.

All in KMCO which makes it easier. All long runways so standard landing assessment and no special procedures for S/E or anything else.

Spot 1: C/O low vis T/O. KMCO ILS CAT III 36R to a landing. One transmissometer out but still legal because only need 2 and both are above minimums.

Spot 2: Be ready C/Os. This is a F/O T/O but you will be rejecting. No evacuation because just an engine failure. F/O shoots RNAV GPS 36L to a landing. Just a .3 RNP so none of that RNP stuff like RAIMs, etc.

Spot 3: F/O Engine fire/failure after lift-off. Just like day before. C/O runs ECAM. As said before, F/O does a go-around from this so be ready with lots of rudder. Trim and get autopilot on as soon as you can. You don't have to fly the whole go-around by hand.

Spot 4: C/O T/O. During initial climb, you will get the Y hydraulic res low ECAM. The C/A actually had my F/O do the ECAM because he needed to see each pilot do an ECAM so be ready. Its not a hard ECAM but after you shut off the pump and the PTU, you get another ECAM Y hyd pump press lo which is hard to notice but you must once again do the non-normal proc. (is it and exception or immediate action, etc). C/O flies the KMCO LOC 36R to a miss and then repositioned for a landing. There is a step-down fix but it was not hard to make. No big deal.

Spot 5: Again the V2 cut for the Captain just like the day before. An evacuation after landing due to an APU fire after landing as reported before.

Random thoughts that might help:
Get configured early on approaches. It makes things go easier. If the check airman wants he can always slew you faster.
Always use medium brakes on every landing.
Don't forget "continuing" callout
PF says, "Set Missed app alt." but don't say alt and always let PM set it and then both say the alt.
Activate and confirm early and often on every app.
The blue pages should be referenced but don't actually have to be read word for word. It should actually be treated like the backside of the checklist as a "make sure you got it all" thing
There are no tricks and everything goes just as scheduled

Once you are done with RVA, its really all fun.

Spot 1: Windshears at KLGA RWY 04. They were fun. let the autopilot do it if you can. Just don't forget its now "Escape TOGA"

Spot 2: There is a lot of discretion on the automation level 1 T/O and landing. No F/D, autopilot or auto thrust. We actually flew around practicing various climbs and descents to get used to manual flying then we got lined up and made visual app to KLGA 04. I actually used the bird (which I never do) and learned a lot from practicing with it. The whole exercise was actually fun and its all training and practice.

Spot 3: C/O does clean stall. Just keep nose down and add power very slowly. You will lose at least 3000' but that is what you are supposed to do and supposedly it is even worse in the real A/C.
F/O did app stall coming in on app. Not much alt loss and didn't seem that hard.

Spot 4: Talked about all different ways to do the Engine out missed app on the RNAV RNP X RWY 20 at Guatemala City MGGT. You will get an engine failure after you start the missed app on autopilot so you just leave autopilot on, go around flaps, gear up and ask for heading select RH 196 degrees. Go out 1.8 miles on your RAD NAV page with AUR VOR set and then turn right to 245 degrees. In the meantime the F/O goes to the Direct radial From page and puts in the 218 radial off AUR. Make sure it stays in heading select until you get close to the radial and then hit NAV. Voila.
Again the RAD is all training just like the first day. Even the RVA is OK because the objective is to train you to proficiency so you can do stuff over if needed. All in all a good training event! Hope this helps. Good luck.

January 9, 2017 (R9)

Here is summary for my R9 Recurrent/Requal. Mine was slightly different from the usual 3 day training since i was coming back to the line after being off flying status since April 2016 (8 months). That difference being 4 hours extra training via IPT/VPT (Paper Tiger) to reacclimate to flows/procedures and review the changes that i had not been exposed to.

Other than that, it was the usual 3 day CQ event.

RTS was busy as usual. Won't bore you with particulars - it's strait from the syllabus.

Found on AAPilots > Training & Quals> Training Home > Training Information > 319/320/321

From there: Flight Plans (BOS/DCA) are close to top of page and R9/R18 Syllabi are on right side of page. Lots of new places to find info so thought it would be worth mentioning.

R9: Normal flight (DCA-BOS). Had a MEL (APU Gen Channel) that required engine start at gate. Runway change on taxi out from 1 to 19. Mind the hotspot and be heads up. Take. Your. Time. Reload MCDU, review perf #'s, etc. Remember diff mins for landing south so a TakeOff Alt may be in order. Uneventful enroute till starting down for BOS and we lost eng a/ice on one engine. Dispatch said divert to JFK b/c of better wx. Use the AirCell if above 10K. ACARS takes too long. Capt flew the leg. Really nice pace, uneventful and good feedback from CkAirman.

RAD training was good stuff. Windshear on T/O for Capt; on landing for me. Next; Level 1 automation around the pattern flight (it really is still an airplane and good to see it'll fly without all the bells and whistles turned on). We used the "bird" as a tool/help but don't forget to use the horizon outside. RNAV RNP into MGGT (Guatemala City) to SingleEng Missed and how to best utilize MCDU to fly the S/E missed. Then, Stall recovery (High Alt and on Approach). Sure there was more but those are the things that stand out.

Overall great experience. SimP was great and CkAirman really put us at ease and made us feel like customers. Enjoy training!