| LINE PILOT CQT SIMULATOR COMMENTS |
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This page is a summary of the comments forwarded to me by the line pilots after completing their CQT 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 |
| Known CLO Scenario Triggers LEGS 1 & 2 |
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To be determined from YOUR feedback ... |
| LINE PILOT FEEDBACK |
| July 25, 2010 TGS, no big whoop, no test. Spots. Let me begin by saying the theme this year is TAKE YOUR TIME! There is nothing to be gained by rushing through these procedures. Go slow, be methodical, you are not under a stopwatch. Work together as a team and it’s smooth sailing. So here we go: 1. No A/T ... check MEL etc. Instructor will brief this to death, so don’t worry. As for me, it changed my perspective on even accepting an aircraft without A/T. It’s really quite easy, I just used my old -9 fuel flows and you can nail it dead on 250. See previous write-ups for more info as it is valid. 2. In EWR. Again, take your time! Especially in the go-around, take your time. Slowly make the necessary callouts, slowly do the procedure; you’ll come out fine. 3. Do not get wrapped around the axle on this one. It’s the blocked pitot event. Remember this: Climb and 5. When you see what is happening (Wile E. Coyote descent rate with slowing airspeed) simply drop the levers into Climb and slowly (that word again) get the nose to 5 degrees. Hold for 40 seconds or so while you run the QRH and you’re done. Easy. 4. More of a demo thing. Review the QRH OD section on these. Really a non-event RNAV approach with bends. Again, go slow and enjoy the ride. 5. Don’t get wrapped around the axle with this one either, although I know for most (me included) we fall for this every time. We tend to start whipping switches and getting excited about the evac. Don’t! Going slowly again, get it stopped, make the announcement and you’ll start on the Fire ECAM. The Capt. will be getting information from outside sources that will lead to an EVAC. Immediately this stops the FIRE ECAM and starts the EVAC checklist. WAIT UNTIL THE ENGINES ARE SHUT DOWN before calling the EVAC. Again, this is where going slowly and methodically are essential. For me it was the change from hurry, hurry, hurry to slow down, slow down, slow down. Funny how long it takes the previous decades of training to work itself out of the mind. 6. MMMX work; the usual. Use the EOSID feature, ask before inserting. Speed management is necessary. See previous write-ups. 7. Ditto 8. Use QRH procedure with use of FPV. Set it for 3.0, pull it at 0.4. You’re all set. 9. W/S is no biggie ... get the A/P on right at 100 and let it suffer instead of you. If you end up hand flying remember to be careful of a secondary W/S; know when you are out and don’t be afraid of taking an overspeed-no biggie! 10. Wake turbulence ... another no big deal. Roll the plane at the pointer and do the go-around. Been in a lot worse, I would bet you. 11. New this year are what I call the Buffalo Stalls. You, dear highly experienced aviator are being run through this stupidity thanks to the lawyers. The theme is lower the nose before applying power. This is a highly briefed event by your instructor, so put your mind at ease. Our instructor was including questions from the (did you notice?) 119 questions along our 2 days in the course of normal conversation. Slick. Very laid back event with zero stress, other than the stress I manufactured for myself. DAY ONE: Identical to the report on May 6, with very minor changes. We had a SEC 3 fault that did reset-don’t forget the “info only” writeup in the book. Also, remember leaving the gear down for 1 minute-use everything you feel you might need to accomplish this. Paper over gear handle, ND clock ... whatever. See previous. There are no big reroutes here, we got nothing but simple intercepts (almost like real life) so don’t sweat those. Direct, radial in, done. At least in our case, but the CP made mention of the fact that they weren’t trying to trap guys. For this, we thank you. Oh and on the TCAS event, don’t get your own stuff, call for it. DAY TWO: We had the PHL-CLT leg. Take off and get the usual reroute and got a GEN 1 fault. Taking your time (easier said than done, at least with me) run the procedure. The APU Gen faulted; you are now single source. Don’t try and work with the controllers, declare an emergency. Get a hold of OCC and work up a diversion. You may not like what the dispatcher tells you. You may want to go someplace closer, your call. But you make a normal landing at your diversion point. Done! The key here is to keep everyone in the loop. You get busy at times but it is really quite easy when you think about it. I found it to be a very educational year and I really liked the performance of the check pilot. We ran long but he hit it all and it was all so laid back, we didn’t mind, that much. Hope you have fun learning too. |
| July 16, 2010 Sim Day 1 as advertised. Our instructor was doing this cycle for the first time so we learned as he did. Spots busy. Emphasized flows, emphasized flows, and emphasized flows. RNP approaches interesting, look for speed restrictions on plate and from handout. Departures and Approaches to MMMX (international so change acceleration height) demonstrate EOSID, altitude awareness with WX mixed in for fun. Use extra speed on ILS 05R until done with intercept turn. Will get SPEED SPEED warning if you manage to early. Wind shear and wake turbulence interesting, rolls the bus over quick. We finished early and did the VOR DME 2 RWY 22 to MMPR. Demonstrates managed Non Precision approach. *Stall training in this cycle, instructor was told to do on day 2, we did and it was just out of place. This spot can be done day 1 now according to instructor. Day 2 We started with Stalls on down wind to 27R at PHL, Demonstration to show how much TOGA will change pitch during recovery. Did turning and intercept glide slope stalls with low power settings. Scenario 1 CLT-PHL, Captain leg. MEL on brake #1, MEL leads you to SPAR matrix in PH. Remember this MEL follows entire flight, think-landing performance at destination and alternate. Single engine taxi to 34R at CLT, tag the gear handle to remember to leave gear down after T/O for 1 minute. Turn WX radar on for departure, deviate as needed. Step climb to altitude, will be asked to climb at best rate speed. Minor reroutes and eventually cleared direct FAK. SEC 3 fault- let F/O fly and work problem. Remember brake MEL and performance issues when calculating landing performance. (Is DCA a good alternate for this configuration???) Play the ACARS dispatch/MX game. PHL WX at CAT II minimums. We had 90kt tail wind, plan descent accordingly, used published crossings and vectored for ILS 09R at PHL. We got to minimums and went around. Vectored for immediate return to same approach, broke out and landed on on 09R, taxi to gate. (the go around may be a visibility issue in the sim set up??) Scenario 2 PHL-SEA F/O leg. Normal start and taxi to 27L at PHL, didn't try S/E taxi, crossed 27R and sent right to runway. Climb out on Philly departure, given crossing restriction PSB at or below FL220 to climb to FL250, then got clearance to climb to FL320 and climb best rate through FL250. Also asked if we can make FL380 for traffic, to heavy, maintain FL320. Passing through FL300 encountered MOD TURB, descended back to FL280 for ride. Level off and GEN 1 faulted, run ECAM and go to QRH follow up. Try to start APU, Auto shut down on start. QRH says to land. ACARS Disp/MX, divert to PIT, notify ATC and F/A's, not an emergency and planned time to landing. We started an immediate descent to 10000, about 80-100 NM from PIT. Sent direct MMJ, QRH Overweight Checklist started. We did one turn in holding as published on approach with gear and flaps out to burn some gas and get QRH and full approach brief done. Did approach and landed at 155,800#. Used all of runway and off to gate B37. WX is ok and will do visual landing from about 800'. Use checklist for shut down. |
| July 14, 2010 According to our instructor, on July 1 the decision was made to delete the non-precision approach to MMPR (Spot 11) from the syllabus and insert a stall series instead. The stalls we did were: 1) a clean stall during a descent from 5,000 feet, 2) a straight-ahead stall on an ILS course, landing configuration, and 3) a stall during a 20 degree angle of bank turn. A key point that was stressed repeatedly was that, in the event of any abnormal situation or mechanical malfunction, one pilot needs to call out the problem/malfunction and then verbally ask the question, Is this an Immediate Action ECAM or an ECAM Exception? Only after this question is answered, out loud, is action of any sort to be taken. The Windshear (Spot 8) is less severe than is often encountered in the simulator. As a consequence it is possible that you will be in recovery mode while still well below 1,000 feet AGL. This is an issue because we normally select CLB as part of the process of restoring A/THR. Unfortunately, reducing power is not permitted until reaching 1,000 feet, therefore you must take into account your altitude when doing the W/S recovery. |
| July 9, 2010 SIM 1 .. the dreaded IAE engine simulator ... First Officer alone and unafraid with two different seat fillers. Both days I had seat fillers as Captains. Both seat fillers did an outstanding job of being a good Captain. Day one went as advertised a very busy day accomplishing all the spots. A great learning experience and outstanding training from the new check airman. Day two: First leg BOS to PHL. Flown by the seat filling check airman. It went as advertised from previous reports. The Mel was a brake failure. Make sure you reference the performance additions you need to make for landing located in section 5 of the pilots handbook and read the MEL closely. Make sure the weight and balance and the TPS have the MEL listed on them. TOGA must be used, no auto brakes and leave the gear down for one minute, all in the MEL. We put a piece of paper over the gear handle to remind us not to raise the gear and not to select MAX auto brakes for departure or auto brakes on landing. You can expect the usual re routes and weather in route as previously mentioned so takeoff with the radar on and you will be ahead of the curve. In route we had SEC 1 fail, completed the ECAM and prepared for landing in PHL. On landing only one reverser worked, it was not imputed but I did what we are trained to do and called spoilers and one reverser. Leg two was PHL to CLT. On this leg we lost the number one generator and the APU would not start. We immediately attempt contact with dispatch about returning to PHL. Dispatch concurred and we turned around and headed to PHL. One the way if you remember, sent a message to maintenance about the generator and the APU, and simulate filling out the logbook ... brownie points for sure. Also make sure you reference the landing data for a landing in PHL. I forgot to do this and the seat filler reminded me. They have taken out the two additional RNP approaches for the second day and have added a series of stalls, all in response (I believe) to the Continental accident in upstate New York. You will be thoroughly briefed on the three stalls, a departure, an arrival and the old accelerated stall. The training is geared to get you to think about lowering the nose before adding power. This is due to the engines being mounted under the wings causing a pitch up as power is added. They are trying to avoid a worse situation with high AOA and then a subsequent aircraft pitch up as power is added. It is a hard thing on some of the stalls to push the nose over before adding power but it works just fine. All in all an outstanding learning experience. |
| June 24, 2010 Day 1 with the spots pretty much as advertised. Day 2 was DCA to PHL with the Brake MEL. Suggest you put a flag on the gear handle so you don't forget with all the other stuff going on, and to remember there is no auto brake at the other end. Change of runways right at push, He wanted the S/E taxi on this leg. The planned routing that he gave us was a bit weird as far as the arrival. Some Wx to go around (Radar), two reroutes, a hold (tell everyone), a bunch of speed changes and made up altitude crossing restrictions. Worked much better for me in selected speed I slowed it down to 250 in cruise to try and keep up. A PAR ILS to 27L (some sort of PAR and ILS brief) with last minute Manual go around, then another ILS to PHL. A very busy 25 minute flight. Second leg was PHL to SEA no MEL'S At 33000 feet lost Autopilot. No RVSM so descended to FL280 and contacted dispatch. Not enough fuel at FL280 so divert to PIT. Remember to ask dispatch about overweight landing. Take your time and tell everyone (F/A and Pass). Don't let him rush you, you're in no hurry at all. Overweight checklist is short. Wx in Pitt was good 1 or 2 miles and 700 over. Then Go home. |
| June 18, 2010 Day one: All as advertised, no surprises. Check airman was great, on his first CQT for this new cycle. All agreed it was wayyy to much crap to cram in four hours to do this properly. Sim stayed screwed up half the time, #1 with the IAE engines. As you said, flows are a biggie. He said the new "NAV" callout after "Go-around TOGA" is screwing up the PM. CA was not fond of these fancy new RNAV approaches. When doing the unreliable airspeed fun spot, the best I heard from three separate CA was to set about 2.5 degrees on the pitch and around 77.0 on the N1. Airplane will then fly and you can concentrate on finding the bad ADR. Hint!!!! It is not #3. Here goes day two from BOS to PHL We had a brake MEL that we worked in the briefing room, not the sim. We had to show a single engine taxi, most stressful when you don't know how to do it!!! Not to fear, our sharp F/O saved the day. Cleared to spot 7 and taxied Kilo, Bravo to runway 22R, hold short of 15/33 at November. Once you stopped, he cleared you to cross. Remember on takeoff that you have no auto brake, TOGA power, and to keep the gear down for one minute, all part of the brake MEL. Have radar on, and you will see wx shortly after takeoff. Request vector and he will put you on a 270 heading and rerouted to join the PVD 360 radial inbound to PVD and then the airways. We then had a single FCU ECAM, followed by a TCAS RA. Disconnect the AP and remember to call for the FD off. Cleared then to a couple of fixes with a crossing restriction. Then cleared direct to VCN and the hold. Fuel is somewhat tight, and a 30 min hold is a stretch. If you go to the alternate at the end of the flight plan and add an approach to that alternate, then go the fuel predict page and plug in how much fuel you want to land at the alternate with. The CA aked me how much fuel I was comfortable landing at the alternate with. That was the figure I plugged in. It is on #5 or #6 LSK ... Drawing a blank right now. Now you go to your hold page and it will give you how much gas and time you have before you have to leave the hold. Vectored for an ILS to 27R and landing. Leg two was PHL to CLT, with a quick reroute after takeoff, FO was flying. All very straight forward. Climbed to altitude, then a GEN failure. Do the ECAM and the follow up actions which lead to an APU that won't start. We declared an emergency and returned to PHL for an ILS to 27R. That was it!!! They are emphasizing the flows and ECAM. CRM was a topic, as in using all available resources to help you. ATC, dispatch, etc. As I indicated earlier the CA was great, very helpful, and laid back. |
| May 17, 2010 Day one: Spot 3 - Placed in cruise at FL320 then issued a descent to FL250(?) as you start descending the PFD airspeed starts dropping. With the a/c in open decent a/c continues to pitch down to maintain selected speed. At this point v/s is high and increasing while a/s continues to drop. Go to QRH and run procedure. Spot 4/4a -- Basically same as RNV but instead of using blue pages in QRH for set will have blue pages in sim. You cannot do a "normal" go-around on this spot. If you go around early in the approach due to loss of GPS you must maintain a speed of less than 165 knots to remain in the containment area. Your go-around speed and configuration must remain less than 165 if you have any "RF" segments (curved sections) of the approach in front of you. If you are on the final straight section to the runway, down the runway or past the runway on the missed approach you can do a normal go-around. Don't forget to reselect "NAV". Spot 10/10a - At about 500' aircraft rolled hard right. Requires full sidestick and lots of rudder (got a wind shear during this spot ... Think it was sim hiccup). Day Two: Mostly the same as May 7th intel. LEG 1 - BOS/PHL (CAPT LEG) T.O. 22R BOS - LAND 27R PHL: - PARKED GATE 10 BOS (MUST CALL DELTA RAMP FOR PUSH) - MEL 32-42-01A- ONE BRAKE SYSTEM INOP - RESTRICTION NO AUTOBRK/NO FLEX -REMIND F/O NOT TO SELECT MAX FOR T.O. - GO TO SPAR MATRIX - !!! OBSCURE! - GO TO PERFORMANCE SECTION PG. 5b-39 - MEL LISTED WITH LANDING FIELD LENGTH RESTRICTION - NOTHING DIRECTS YOU TO DO THIS (YOU WILL BE LEGAL TO LAND 27R PHL WET OR DRY) -WT. & BAL SHOWED FLEX! WE USED THOSE NUMBERS WITH TOGA -TAXI CK LIST - T.O. ECAM WILL HAVE AUTO THRUST IN BLUE WHICH IS NORMAL FOR CONDITION AND DOES NOT GENERATE WARNING HORN ON T.O. My BOS - PHL differences: Reroute to join PVD 360 PVD J55 HTO as filed. Given hold at VCN EFC of 30 minutes. Had route to alternate (BWI) loaded, hold page showed we could hold for 18 min. Advised "ATC", re-cleared VCN then heading to PHL. Then shot 27R ILS. FMGC 2 inop so F/O ND had to be on same scale as C/O for display to work (not sure if part of CLO or sim issue? Sim seemed glitchy). LEG 2 PHL - ATL: APU GEN inop. Had to start on gate using APU air & ground electrics. Normal take-off climb. Given small re-routes. Climbed to FL320 #1 engine IDG failed (like 5/7 report) went to nearest airport in "data" section GSO closest in distance, but equal time to CLT. High dived into CLT, shot ILS 36C (about 1200 OVC) landed, taxied to gate. Ground crew was slow to hook-up ground power so don't shut down #2 as it will get dark ... |
| May 10, 2010 Day one in the sim went as advertised, no surprises. Day two, first leg, we did BOS - PHL, had a reroute, divert around weather, TCAS RA, SEC 2 fault, hold at VCN, then the approach to PHL. Routine stuff. Day two, second leg, PHL - CLT, took off, GEN 1 fault, then APU GEN fault, down to one generator operation. Elected to return to PHL, made normal landing. Emphasis on flows, callouts, and ECAM procedures. The check airman was informative and very professional. Overall, a good training experience. |
| May 7, 2010 Here is the LOE for 2010 - just did it today. The first day is exactly like the syllabus. The wake turbulence maneuver on day 1 is pretty exciting!! pointing straight down at ground. Takes aileron and rudder to overcome we hit it about 500 ft and came within 250 ft of the ground - heart is pounding pretty good with that one. LEG 1-BOS/PHL (CAPT LEG) T.O. 22R BOS - LAND 27R PHL: -PARKED GATE 10 BOS (MUST CALL DELTA RAMP FOR PUSH) -MEL 32-42-01A- ONE BRAKE SYSTEM INOP-RESTRICTION NO AUTOBRK/NO FLEX -REMIND F/O NOT TO SELECT MAX FOR T.O. -GO TO SPAR MATRIX -!!! OBSCURE! - GO TO PERFORMANCE SECTION PG. 5b-39 - MEL LISTED WITH LANDING FIELD LENGTH RESTRICTION - NOTHING DIRECTS YOU TO DO THIS (YOU WILL BE LEGAL TO LAND 27R PHL WET OR DRY) -WT. & BAL SHOWED FLEX! WE USED THOSE #S WITH TOGA -TAXI CK LIST-T.O. ECAM WILL HAVE AUTO THRUST IN BLUE WHICH IS NORMAL FOR CONDITION AND DOES NOT GENERATE WARNING HORN ON T.O. -WX. HIGH OVERCAST-TURNED ON WX JUST IN CASE AND GOOD THAT WE DID AS THERE WAS A LINE OF WX ALONG OUR ROUTE (1ST FIX) -GIVEN HEADING & REROUTE BELOW 10,000 (TOLD ATC TO STAND BY TIL ABV 10) HEADING TO INTERCEPT RADIAL TO FIX -RA (COMMAND TO DESCEND) -CLR DIRECT TO FIX THEN ANOTHER REROUTE -CEDAR LAKE ARV INTO PHL-DATABASE HOLD AT VCN LEG 2-PHL/ATL T.O. 27L: -CLRD TO POSITION & HOLD WITH A/C ON FINAL -AT ALTITUDE-ECAM -#1GENERATOR-UNABLE TO RESTORE-APU WILL NOT COME UP -RECOMMEND LANDING AT NEAREST SUITABLE ARPT. GSO IS NEARER THAN CLT BUT TIME TO ARPT SAME -REQUESTED DIVERSION TO CLT FROM ATC (UNCOOPERATIVE) -DECLARED EMERGENCY. RECEIVED HEADING TO CLT & DESCENT TO 8,000 AND LANDED 36C |
| May 6, 2010 CMO Paired Crew - Sim 2 SPOT 1 - Flows: We were at gate 5 LGA and we picked up with the pushback (engines running) and did the after start flow and was repositioned to RWY 13. SPOT 1A - RVR 500 (need T/O Altn) Capt low vis T/O with A/T inop. The Sim has a bug in it on T/O and you get a FCU #1 Fault but ignored it and pressed on. A/P on at 100' and made the 180 turn (Conney Climb) to intercept radial and had to manage the Thrust Levers on level off ... SPOT 2 - CAT II EWR 4R (RO RVR notam INOP forces CAT II) Remember the 3 briefs; App Brief, CAT II (OD) and SMIGS if you have one on how to get to gate. At RA D/H of 100' no contact GA/TOGA/NAV ... SPOT 2A - repositioned to 1000' on final to same rwy 4R and hand flown CAT I (we saw the rwy from the start) on short final (approx 50') you loose the rwy and have to do a reject landing to a GA/TOGA/NAV. Remember A/C is in the flare mode so it takes more back pressure (aggressive) to get the A/C back up to the command bars for the GA. A/P on above 100' once you are established in the GA. SPOT 3 - is somewhat dynamic depending on a couple of things. Straight and Level FL 330 with some WX/Turbulance and you request lower for a better ride. Both Capt/FO pitot tubes become blocked so info from ADR #1 & #2 are giving both pilots bad A/S info on PFD's. Standby is good but at high altitude the difference isn't very big but as you descend you will see the A/P pitching over to maintain a faulty decreasing A/S. Declare an emergency as you descend, call for the QRH (to get the pitch and thrust settings) and disconnect the A/P and A/T and adjust your pitch and thrust. Pull up your GPS monitor page to back up your altitude and A/S with GPS ground speed so you won't be fooled by the slowing speeds on your PFD's and by using the pitch reference from the QRH for the descent you can keep the standby A/S and GPS G/S pretty constant till you switch to Capt on 3 ... SPOT 4 - 4A are straight forward just review OD pages to be comfortable with NAV APP. SPOT 5 - is also straight forward and remember to come to a full stop and tell the PAX's to remain seated and then look for positive confirmation for fire then do the EVAC. SPOT 6 - is also straight forward but MMMX adds some unique challanges. High terrain so one pilot must monitor (both if no WX). As you run your ECAM remember proper ECAM procedures and don't clear it since there is only one Fault Underlined. Use select speed on the approach and watch your speed not to be to fast intercepting the LOC and not going to managed speed till G/S intercept so you don't get to slow either and get a low energy warning. SPOT 7 - is also straight forward and has the same concerns as SPOT 6. SPOT 8 & 8A - Remember on Reactive W/S if the airplane talks to you that is the key for what you need to do so review the W/S pages. The G/S out approach is straight forward with the use of the FPV so review that in the OD and PHB. SPOT 9 & 9A - Same as 8 execpt the G/A. SPOT 10 & 10A - The wake Turbulence is eye watering. A rapid roll to the right requires full sidestick to counter and then execute the G/A. SPOT 11 & 11A - straight forward also just review OD and PHB. CLO Paired Crew - Sim 2 SPV - Thanks for the answers ... Leg 1 - Capt flies BOS (Gate 10) to PHL. MEL is on brake inop which requires some special procedure (No Auto Brakes so you can't use MAX for T/O and you must leave the gear down for 1 min to cool before retracting). After reading the MEL you are given the code TL/BRK for the SPAR which tells you no Flex or Contaminated Rwy. Your TPS and W/B MUST have the MEL on it or it is not to be used. Dept 22R LOGAN 4 and remember not to retract the L/G for 1 min (use a piece of paper on handle - barrier protection). On climb you will have a TCAS - Monitor V/S (any RA requires the FP to disconnect A/P and turn off F/D). As you continue WX will require reroute (heading to intercept a radial into SEY) so use your radar early and you will see it coming. The trigger for this leg is a SEC 2 Fault which is straight forward and will not reset. So tell MOC on the ACARS and press on. ILS 27R into PHL and park at gate 30. Leg 2 - Clean Log Book - Dept 27L PHL 8 straight forward climb with a reroute (another radial intercept). The trigger for this leg is the G HYD system going to 0. You should be coming up on BWI and the ECAM although long is straight forward. If you talk to your dispatcher early (via VHF phone patch at PHL) you will be told to return to PHL. Remember the DIV should be coordinated with your dispatch so the sooner you call the sooner you turn around. This required manual gear extension (use QRH) and do it early so your not rushed on the approach. Flaps/Slats slow but not an issue. Declared an emergency so when checking in with PHL Approach ask for the long rwy 27L. No NWS so coordinated a tug to tow you in and we were able to take the high speed off so the rwy wasn't closed. Other inop components didn't affect the landing. |
| May 5, 2010 DAY 1 Low vis TO from LGA RWY 13, autothrust inoperative. Remember CAT II, III approach not available with inop autothrust. Request TO alternate. On level off manually reduce thrust below climb detent as required. Unreliable speed event. This scenario is at FL330 with weather and turbulence. ATC will give lower altitude for smoother ride. On initial descent airspeed will begin to decay on both PFD 1 & 2. Also take note that that the VS will increase rapidly as the aircraft tries to maintain airspeed. Attitude information was correct. Unreliable airspeed is an immediate action item. Run immediate action items. Initial few minutes are critical. Immediate action items will direct ATHR-Climb, PITCH-5 Degrees. Once stabilized continue QRH, it is lengthy and directs crew to troubleshoot ADR failure. (Our scenario was ADR 1&2 failure, with correct ADR3 - airspeed on ISIS reliable). When switching off ADRs as directed by QRH ECAM messages will appear. After completing QRH run ECAM, this will direct crew to EIS Switching Panel and ADR selection. DAY 2 LEG 1: KBOS - KPHL MEL - one outboard brake inoperative. The operational procedure requires TOGA takeoff and no use of autobrake system. There is a note in the MEL that when checking TO CONFIG that an annunciation of TO CONFIG TEST might appear which would be acceptable as directed by MEL. Departed KBOS 22R LOGAN 4 DEPARTURE, received a reroute to intercept a radial into SEY then outbound on another radial. During cruise received a NAV FMCG FAULT??, I can't recall the exact ECAM caution, however we did get a scratchpad message of SET OFFSIDE RNG/MODE. We referenced the QRH, accomplished a NAV accuracy check and monitored the accuracy for remainder of the flight. Landed KPHL ILS 27R. Never attempted a FMGC reset but this might be considered. LEG 2: KPHL - KCLT No MELs. Departed 27L PHL 8 DEPARTURE. Another radial intercept and reroute. Climbing through 15,000 (approx) GEN 2 failed. Referenced QRH, after starting APU, received APU GEN failure. Returned to KPHL ILS 27R, uneventful landing. |
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