A320 LINE PILOT CQ SIMULATOR COMMENTS


 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 ...

 

RTS SUMMARY (January 2, 2017)
RTS SUMMARY

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


R9 and R18 RAD SUMMARY (January 2, 2017)
R9 and R18 RAD SUMMARY

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

  NOTES
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"
  LINE PILOT FEEDBACK

This is where YOUR 2017 feedback will be posted!

  LINE PILOT FEEDBACK (2017 Scenarios)
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

LOE DCA-BOS:

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.

R-9 BOS-DCA No MELs
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.

RAD
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.

LOFT / LOE: BOS-DCA

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

RAD:

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

RTS Sim

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.

RAD SPOTS:

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.

Recommendations:

- 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.

No MEL.

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?
A. MEL.

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?
A. MEL.

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.

Day 3. RLE: DCA-BOS
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!